NISSAN FRONTIER TRUCK IS THE TRUCK FOR THOSE WHO WANT EXCELLENT DRIVE IN TRUCKS

 

As nissan is the leading japanese brand in china and russia, yet it also provides it other customer`s a great

deal by providing superior driving truck named nissan frontier with the most reasonable price. Even if you compare an old nissan frontier with other truck brand like toyota tacoma it beats it in drive experience and joy of going from places to places.As toyota tacoma is a money laundering truck it don`t provides you even a great driving experience as well not as reliable and affordable as nissan frontier.

PROS:

• Superior Driving Experience.
• Super Queit and Smoothest Running in it`s class.
• Affordable yet reliable.  

CONS:

• Least Fuel Average.

The 2016 Ford Focus RS Is God In Hatchback Form

 

The most impressive thing about the 2016 Ford Focus RS isn’t the Drift Mode or the fact that it’s stupidly fast on track without showing any sign of understeer. What you’ll really love is how refined and easy it is as a road car. No hot hatch ticks all the boxes quite like Ford’s does—and rejoice, for this Euro legend is finally coming to America.

[Full disclosure: Ford flew me to Spain, let me drive the RS on track and even paid for all my beers. Plus, they gave me that sweet RS poster. Everything about Spain is wonderful, except maybe the Guardia Civil.]
Simply put, I would daily the crap out of the Focus RS. In Nitrous Blue. But before explaining why, let me walk you through how Ford came up with its first global RS car.

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People don’t realize this, but the previous Europe-only Focus RS understeered badly at speed. It had a machine gun-like Volvo-sourced five cylinder turbo, and an innovative system to conquer its front-wheel drive limitations, but it wasn’t enough. Maybe it was enough for a family hatchback, but not for something with a proper RS badge.
Tyrone Johnson, a guy who spent the last 31 years of his career at the company only to end up being Ford Performance’s Vehicle Engineering Manager responsible for the RS project, says anything that understeers is “shit.” No excuses. It’s just shit, he said.
I tried to explain him that the Civic Type R is fun anyway, but he was having none of it.

This Is Where It Got Complicated

Ford decided to put the Mustang EcoBoost’s 2.3 four-cylinder under the hood, but upgraded with a new twin-scroll turbocharger, intake, exhaust, high-flow head, stronger cylinder liners, oil cooler and the largest radiator and intercooler they could physically jam into the car.
The resulting 350 horsepower and 350 pound-feet of torque meant there was no other way than going all-wheel drive. And while they actually built a prototype using a Haldex system like the one you find in cars such as the Volkswagen Golf R, that didn’t cut it, because as I mentioned before, understeer is shit.
Plan B came just 18 months before launch:

What you’re looking at is GKN’s Twinster all-wheel drive (and an almost entirely straight exhaust with no center muffler). The only other car on the market today equipped with this is the Range Rover Evoque, but Ford’s was beefed up to handle all that torque, all the time.
Basically, it’s an electro-hydraulic system with torque vectoring, consisting of a rear drive unit capable of overspeeding the rear wheels at a 1.8 ratio, with wet clutches on both sides and a separate cooler, connected to what acts as an open front diff with brake-based torque vectoring by a three-piece driveshaft.
Rather complicated? Hell yeah. But as Clarkson would say, it does many things.

Track Mode Or Drift Mode?

When you’re just cruising along the highway with minimum steering input, the pumps turn off, disengaging the rear clutches so you end up driving a front-wheel drive Focus. But the moment there’s something more action packed going on, it’s back to all-wheel drive that can send up to 70 percent of the torque to rear wheels.
The rear drive unit also directs 90 percent of that torque to the outer wheel to help the car turn, or all to each side back and forth if necessary. The sensors monitor the situation at a hundred times per second, which sounds about enough to me.

Obviously, in Drift Mode, you get as much torque to the rear as possible while the dampers and the steering goes soft for those ultimate Ken Block moments. They make it really easy nowadays.
There are other modes besides Drift, also. Track Mode gives you minimum ESC interference while making Tenneco’s inner-valve two-stage electric shocks 40 percent stiffer than in Sport mode, while Normal is pretty much the same as the Focus ST’s settings.
With the springs being 33 and 38 percent harder than the ST’s, the benefits of the reenforced chassis and Michelin’s specially developed Pilot Sport Cup 2 tires, this is the RS’s fastest setup unless you’re confident enough to switch off the ESC completely.

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The cool thing is that the damper settings can be changed in any of the drive modes with one finger, while Track and Drift can be limited to your key in case you don’t wish to give a chance for your teenage son to try them out on his way to the grocery store.

Ford used Hockenheim’s smooth tarmac as the standard for the suspension instead of the inconsistent bumps of the Nürburgring, while Michelin put 1,240 miles of testing into the rubber. The tires are 235/35 R19s, with the track-focused Cup 2s being only available with Ford’s forged wheels, which save 2 pounds of unsprung weight in each corner.
The brakes are rock solid four-piston Brembos with 350mm rotors. They got their own cooling ducts at the front, which was significantly redesigned to let through as much air as possible. The RS’s grill mesh is so thin you can barely see it, and somewhere behind it, there’s an intercooler the size of Texas.
With the cooling done, Ford had to sort out the aerodynamics, and with the front splitter, rear diffuser and roof spoiler, they managed to get zero lift at both ends. Ground clearance? Forget it. The moment you hit a steep driveway, it’s a touchdown. And while we are at it: The steering might have a quicker ratio at 2.0 lock to lock, but the turning circle will still make you reverse. A lot.

Its styling almost makes the RS a sleeper compared to some of its shouty competitors, especially if you buy one in Shadow Black, Frozen White or Stealth Gray. Nitrous Blue is an $695 extra anyway.
Ford will say that’s because they are the mature ones, but the reality is that unlike the Focus you buy in America, the Focus RS is built on a standard assembly line in Germany and the engines are put together in Spain. That means every RS-specific modification had to fit the line, and crazy wide wheel arches were out of the picture from day one. Having said that, the RS is 23 percent stiffer than a regular Focus, thanks to a completely redesigned rear subframe and braces welded into the body itself.
To keep the weight figure down, they just ditched some of the sound isolation. You can also order your RS with superb lightweight seats, as long as you’re in Europe.

American buyers will have a look out for what’s new in the Ford Performance catalogue a few months on, but should be also happy to learn that while Ford won’t go into production figure predictions, about as many Focus RSs are planned for the US as for the whole of Europe. And here, they pre-sold 3,700 already.

In Those Seats

The first thing I noticed is how quiet the RS is when you’re driving it just like you would roll in a regular Focus. There’s bit of roar in the background as a reminder of those 350 horses, but you can have a normal conversation. And since the clutch, the six-speed manual and the steering are also as easy to operate as in any normal hatchback, there’s no reason why you shouldn’t do everything driving an RS. Some hot hatches you can live with, but this is a true daily driver.
Easy? Quiet? You might be wondering if I’m really talking about the RS here. But I am, and it works.
My sound level observation might be totally off, because Mr. Caswell found it to have more road noise than what some might expect. Still, I think in Normal mode, the RS might just be the most livable sports car out there. Ford also put a manual in it partly for cost reasons, because they believe a hot hatch makes no sense if people can’t afford it. Plus, I guess it would be hard to sell a more expensive hatch with a Ford badge.
Either way: kids, dogs, tracks. That was pretty much the mission, and they scored big. It can do everything.

When you’re in Sport Mode, the RS sharpens up a bit, and thanks to some trickery with the ignition, the exhaust does all the pops and bangs you always wished for. Despite the massive exhaust under the car that’s nearly a straight pipe, it still uses digital sound enhancement similar to the one you find in an ST. That didn’t bother me.
Sport Mode will satisfy most on a normal day, but since we’re talking about a performance car here, I have no doubt many buyers will ignore the message on the screen and switch their STI-slayer Focuses to Track or Drift on public roads as well.
While Ford wouldn’t recommend that, the good news is that the RS won’t turn into a suicide machine when you dial it up, although if you go even further by switching off the ESC, you better know what’s up.
Ford’s engineers say they have achieved RWD feel with AWD traction, but to me, the RS felt more like a perfectly balanced AWD car that could oversteer on the track if you really insisted.

Oh, and let’s not forget about the Launch Control either.
Zero to sixty in 4.7 seconds comes courtesy of a turbo operating at 23 psi, the AWD locking the rear into a solid axle, revs locked at 5,000 RPM, you dumping the clutch as quickly as possible and not lifting from the gas between first and second. It’s rather entertaining.
For this kind of money—a base price of just $35,730 in the U.S.—the RS really has no competitors. Even the WRX STI, Golf R and Civic Type R can’t offer this much of both livability and performance.
I spent nearly an hour in it on a track at speed without feeling bored for a second. It’s got nice steering, all the power and brakes that will outlast you. It doesn’t go wide, lets you know exactly when those Michelins want to go on holiday, and as a road car, I just loved it even more.
A fair question at this point is reliability.

Ford says the RS was designed to handle half an hour of continuous punishment, be that in Drift mode or Track. That sounds reassuring, but when we went out for our first few laps on the track, my car gave me an engine warning message before limiting the revs, while Bill Caswell retired his with an AWD issue. Tyrone Johnson said the diffs can’t overheat, another Ford guy at the pits told us the complete opposite. It seemed fair to believe him instead.
Our second cars worked perfectly fine, but Ford admits that the RS’s Twinster system is pretty close to its limits handling 350 horses and 350 foot pounds already, so in case you’re planning to go aftermarket and increase the power further without beefing up the drivetrain, expect to get some shredded metal with your voided warranty.
And what if Ford made an even faster, hotter Focus RS? It will have to have bigger gears as well as a turbo, that’s for sure.

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In the meantime, I would buy just this regular one in a heartbeat. There is nothing it cannot do (except maybe go off road like a WRC car. Maybe.)
Meet God in hatchback form.

 

Old Top Gear's Then-Young Host Tiff Needell Explains What A Group A Cosworth Is

 

The 1989 Ford Sierra RS500 Cosworth was built to compete in a compromised formula, Group A. According to Jalopnik science, all this means is that Ford should really turn the new Focus RS into a touring car already.

According to Colin Pitt’s book, it was back in 1983 that the freshly appointed head of Ford Motorsport Stuart Turner decided it would be best for the company to dominate Group A racing again. With the Sierra, powered by Cosworth and a giant Garrett T04 turbo.

It had to be the Sierra Cosworth because Ford had to base its racer on a model of which they sold at least 5,000 units a year. Then came a run of 500 Cosworth RS500s, the upgraded homologation specials as close to the Group A specifications as a number plate allowed. But despite their name, those did not come with 500 horsepower. Or even half of that.
Tiff Needell’s Group A car did. It was a gutted street car with a turbo lag the size of Lincolnshire and beefy brakes. It had a tendency to oversteer. You could call them “lively.”

TOTAL SURVEY REPORT OF MITSUBISHI MOTORS(DIVISION) And

8 of the Best Cars Mitsubishi Ever Built

After months of rumors, it’s official: Mitsubishi will be shuttering its Normal, Illinois plant after years of dwindling sales and a shrinking footprint in the American marketplace. The company has become so small in the last few years that it’s become little more than an afterthought, and lately, the automotive press has began to circle, sensing that the death watch has begun.
But it wasn’t always this way. Just 15 years ago, the Illinois plant was cranking out over 200,000 cars a year, thanks to strong showing from models like the Eclipse, Galant, and Outlander. It opened the plant in 1988 in a partnership with Chrysler, under the name Diamond-Star Motors, a company that offered both Mitsus and captive import Chrysler models. The American brand pulled out in 1992, but Mitsubishi carried on for another decade or so before the real problems started.
As bleak as it may seem, good times may actually be just around the corner; the company has seen sales increases every year since 2012, and with 57,412 vehicles sold through July, it’s already moved more metal than it did in all of 2012. Customers are responding to the entry-level Mirage and the competitively-priced Outlander Sport, and with a new full-size Outlander and expanded lineup reportedly on the way, the company could find it self in a much different position in a few years time.
So in hopes that the company can rebound, here are 8 classic Mitsus to remind us that the company is capable of some pretty great things.

1. Lancer 1600 GSR

TOSHIFUMI KITAMURA/AFP/Getty Images

The Lancer is about as prestigious a nameplate as Mitsu has, and it’s been a rally winner since it debuted in 1973. In 1600GSR form, it dominated some of the sport’s most grueling courses, winning Africa’s Safari Rally twice, and Australia’s Souther Cross Rally four times. We got it stateside as the Dodge Colt, albeit in a much more sedate econobox form.

2. Starion

Source: Mitsubishi UK

When Mitsubishi made its U.S. debut under its own name in 1982, the Starion was one of its first models. Designed to take on heavyweights like the Nissan Z-cars, Mazda RX-7, and Toyota Supra, the rear-wheel drive grand tourer was also sold as the Conquest by Dodge, Plymouth and Chrysler. By 1986, it received an aggressive wide-body kit, an intercooler, and in hot ESR trim (or TSi if it was Chrysler-badged) it could make up to 188 horsepower and 234 pounds-feet of torque, pretty impressive for a Japanese sports car of its day.

3. Mitsubishi Eclipse

Source: Mitsubishi

The Eclipse (A.K.A. Eagle Talon/Plymouth Laser) debuted in 1989 as a replacement for the Starion/Conquest, and it has since gone on to become the gateway to tuning culture for thousands of young gearheads. It was born out of agreement between the company and Chrysler (Diamond Star Motors), where American models (badged as both Mitsus and Chryslers) would be built at an all-new plant in Normal, Ill. Atop the lineup was the GSX Turbo, a 195 horsepower all-wheel drive monster that loved to rev, and could scramble from zero-to-60 in the low-seven second range. The Eclipse disappeared after four generations in 2012, but by then its glory days were long behind it.

4. Galant VR-4

Source: Mitsubishi Japan

While the all-new ’88 Galant won the coveted Japanese Car of the Year award, Mitsubishi still couldn’t hold a candle to the Honda Accord or the Toyota Camry in sales. But with its new Galant sedan, it could be optioned as the turbocharged 195 horsepower all-wheel drive VR-4, a slightly more civilized version of company’s factory-backed rally cars – but only slightly. After 1992, Mitsu shifted its racing focus to the smaller, lighter Lancer, but the Galant VR-4 soldiered on through ’02. If you’re looking for the origins of the mighty Evo, look no further than the original VR-4.

5. 3000GT VR-4

Source: Mitsubishi

The 3000GT VR-4 isn’t just one of the greatest Mitsubishis ever made, it’s one of the greatest Japanese sports cars of all time. Despite looking nearly identical to the base 3000GT and the Dodge Stealth, the VR-4 was known in Japan as simply the GTO, and with good cause: It was a 300 horsepower, twin-turbo, all-wheel drive beast that could scramble from zero to 60 in 5.4 seconds. With a starting price at $30,000 (in 1991), the VR-4 was quicker and more powerful than an Acura NSX, and cost half the price. If you’re talking everyday supercars, you can’t forget to mention Mitsubishi’s criminally underrated contender.

6. Diamante

Source: Mitsubishi

Mitsubishi won its second Japanese Car of the Year award in 1990 with the Diamante, a premium sedan designed to take on the Acura Legend. Reaching U.S. shores in 1992, it held its own at a time when the Japanese premium car market was still in its infancy. While later generations eventually lost their way (it was discontinued in 2005), the first generation car, with its BMW-style shark nose and uncluttered design looks just as good today as it did 25 years ago.

7. Montero

Source: Mitsubishi

When the Montero debuted in 1982 (it was known as the Pajero in other markets), it was built to compete against SUVs like the Isuzu Trooper, Suzuki Samurai, and Jeep CJ-7 at a time when SUVs were still built more for off-roading than highway cruising. The Montero (A.K.A Dodge Raider in the ’80s) was popular around the world for being able to handle inhospitable terrain without breaking the bank, and thanks to Mitsu’s excellent four-wheel drive system, even had some success rallying. While it was never available stateside, the company even built a Pajero Evo in 1998.

8. Evo X

Source: Mitsubishi UK

If we’re honest, this entire list has been a struggle not to just list all the Evos. Of course, Evo is short for Evolution, as in Mitsubishi started with a garden-variety Lancer back in 1992 and has let it evolve into a top-of-the-food chain rally monster. In its 10th and final form (it’s been discontinued after 2015), the Evo has a turbocharged/intercooled 2.0 liter inline-four delivering 291 horsepower to all four wheels. Whether on the highway or on some of the most unforgiving terrain on the planet, this final Evo can launch from zero to 60 in under five seconds, and stay planted to the road in any conditions.
With the discontinuation of the Evo, and the closure of Mitsu’s sole American factory, it really does feel like the end of an era. But Mitsubishi has weathered storms before, and with growing sales and a new lineup on the way, we’re looking forward to seeing what one of Japan’s most unique automakers will come up with for its second act.A Tiger In it`s Company`s Image And Brand.This is the car which can beat any victory japanese racing vehicle`s like targeting nissan 370z nismo.

11 Naturally Aspirated Cars That Make Crazy Horsepower Per Liter

 

Through engineering wizardry, these cars have engines that achieve ridiculous power-per-liter ratios—a true test of efficiency and performance.

 

1.Porsche 911.

2.Lamborghini(All Cars).

3.Audi(Fuel Stratified Injection R8)fitted with lamb engine rather than audi.

4.Ferrari(458 Italia).

5.Porsche Again(911 GT2).

6.Porsche(911 GT RS).

7.Porsche(911 Turbo 1998). 

8.Ferrari (F50) Spyder.

9.Ferrari (V12).

10.Porsche(Careera).

11.Honda S2000.

That 7:18 ’Ring Time For the New Porsche 911 Turbo S Is Real—Sort Of

 

When Porsche announced at the Detroit auto show that the new 911 Turbo S is capable of lapping the Nürburgring Nordschleife in 7 minutes and 18 seconds, we were genuinely surprised. Not because of the time itself, which is well within the frame of reference for Porsche’s megafast machinery, and which means that the four-wheel-drive Turbo S is quicker around the ’Ring than the GT3 RS. But because we thought there was supposed to be a moratorium on manufacturers announcing times from the 12.9-mile circuit, which currently has two speed-restricted sections, imposed after a fatal crash in a race last year.
As to the first charge, the 911 Turbo’s engineering boss, Erhard Mössle, only smiled when we talked to him about it on Porsche’s stand at NAIAS, but he also admitted that there’s some digital simulation in that number.
“Some parts are driven and compared to the previous 911 Turbo,” he explained, “and the [speed-] limited sections where you’re not allowed to do top speed are calculated. We will then go and check it later this year in spring when the speed limits are removed. But the 7:18 we are sure to meet; we are normally very conservative with times and that time was set on the standard tires, not sports tires.”
"That`s Why We Call Porsche INSANE POWER MACHINERY".

 

Henrik Fisker's new supercar is a brash, bold, and unapologetically loud

 

(BI Graphics) One of the biggest stories to come out of the 2016 Detroit Auto Show was somewhat unexpected. Henrik Fisker — who made a splash several years ago with a gorgeous Tesla competitor, the Fisker Karma, and startup car company that later went bankrupt — staged a comeback with the debut of his Force 1 V10 supercar.

The Force 1 is the flagship of VLF Automotive. It's essentially a Fisker-designed shell laid over a Dodge Viper. The V10 engine makes 745 horsepower, the 0-60 mph will probably be around 3 seconds, and the interior thoughtfully included a Champagne rack between the seats. 

Fisker says that its an American supercar, selling for $300,000, that embodies American values. One of those values is clearly the American freedom to enable Danish car designers to pull out every riff in their grandiose playbooks. There's really nothing subtle about the Force 1, starting with the name and extending through the various heavily amplified and distorted power chords rippling across its silvery surface. This is a car that's fully intended to rattle your teeth and grab you in the guts. It is not a cerebral undertaking. It is blunt and brash and arrogantly cool. It's what a comeback is supposed to look like.