Lexus LC500h officially debuts at Geneva Motor Show

Lexus debuted the hybrid version of the LC500 at the Geneva Motor Show.

Earlier this year Lexus unveiled a luxury coupe of the highest order, and one of our favorite cars at the Detroit Auto Show. It was a futuristic concept that looked damn near ready for production.

Fast-forward a month later to Switzerland and Lexus made some more headlines at the Geneva Motor Show with the official debut of the hybrid version of the LC500. Needless to say, they nailed it again.

The LC500h is a potentially groundbreaking idea that will feature the next-generation Lexus Multi Stage Hybrid System. This will provide enhanced driving pleasure, more performance, and more efficiency than ever. Lexus hopes the LC500 and its hybrid version shift their engineering processes and design ideologies to start a new phase for the Japanese brand.

It will feature a gasoline-powered 3.5-liter V6 engine along with an electric motor and lithium-ion battery, and it will be controlled by a 4-speed automatic gearbox. The hybrid is set to be released later in the year as a 2017 model vehicle.

Source : nydailynews.com

Toyota can get weird when it wants to

Toyota isn't usually known as a car brand that takes big risks. These 10 cars and trucks prove Japan's biggest automaker doesn't always play by the rules.

At this year's Geneva Motor Show, one that witnessed an endless supply of exotic machinery with multi-million dollar prices, the Toyota C-HR was an unexpected stand-out amongst the affordable underdogs.

Based on Toyota's new TNGA platform - which underpins a vast (and growing) range of cars and trucks - the C-HR has a heavily sculpted concept car design, one that’s extremely close to the show-car that previewed the production model shown in Geneva.

Best known for reliability and strong resale value, Toyota as a brand doesn’t usually dabble its corporate toes into dangerous and daring waters. Or does it?

The Toyota C-HR, which made its global debut at the Geneva Motor Show, has a daring look that didn't fade into the background at this supercar-centric show.

The C-HR represents Toyota’s future, but we want to take a look backwards, to see the cars and trucks that didn’t always play by the rules. These were the Toyota vehicles that flicked spit bills and cut class, rather than remind teacher to assign homework over the weekend.

They’re proof that Toyota can do weird, seriously.

The Toyota 2000GT is widely recognized as being the first Japanese supercar, not to mention a blue chip collector car.

1967 Toyota 2000GT

Want to know who invented the Japanese supercar? You’re looking at it, baby. The Toyota 2000GT burst onto the scene at a time when Japanese cars were almost laughably underpowered and lacking any design panache. Like a Jaguar E-Type, the 2000GT had a clean and lean profile, and a long hood that covered an inline-6 cylinder engine. Pop-up headlights and a body crafted out of lightweight aluminum are only a few of this Toyota’s technical highlights. Granted, it was Yamaha that did the engine wizardry on the 150-hp 2.0-liter dual overhead cam engine. Yet there’s no denying that this car, a Toyota no less, is the world’s first true Japanese supercar. Just look at recent auction sales, where 2000GTs have commanded 7-figure prices.

The Toyota Land Cruiser earned a reputation for longevity and adventure. The FJ model, seen here, is the darling of Land Cruiser fans.

1973 Toyota Land Cruiser

Like a Land Rover, but stronger. And like a Jeep, but somehow even uglier. We actually love the bulldog design of the “J40” Land Cruiser, as does anyone else with a penchant for adventure – or at least the look of someone who goes hang gliding after work. The Land Cruiser is famously rugged and can be credited for being the first Toyota model to really find a footing here in the U.S. Bullet-proof engines, available AWD, ultra-low transfer cases, and even those short front and rear overhangs all conspire to make this generation of Land Cruiser the go-to choice for classic truck fans who crave the road – or rocky trail – less traveled.

The sturdy Corona stuck with a rear-wheel-drive format when many rivals were beginning to power their front wheels.

1974 Toyota Corona

Okay, we partly put this one on the list due to it sharing a name with a certain Mexican beer. But seriously, the Corona was an outlier on a mission by the time the 1974 model year (pictured here) rolled around. Not a teeny and wheezy microcar – like Subaru’s simply god-awful 360 model – it was still smaller and a lesser-known commodity than many of its main American rivals. And remember, that ignoble list included the Chevy Vega, Ford Pinto, and AMC Gremlin. Yipes! The Corona did hold onto a rear-wheel-drive format, however, at a time when Honda and Nissan were all jumping aboard the front-wheel-drive bandwagon.

1985 Toyota Truck

Behold the truck that will not die! Or it's the Toyota with no name, unless you consider “Truck” as being particularly creative. The Toyota Truck, especially the one built up to 1985, with its solid front and rear axles, is an absolute legend when it comes to longevity and rock-crawling ability. Toyota – and other Japanese micro-trucks of the era – showed that work trucks didn’t necessarily need a thumping V-8 engine to get the job done. Sure it looked like a child’s drawing of the most basic pickup on the planet, but the Toyota Truck was much more than fancy design (or a swanky name).

1985 Toyota MR2

Haven’t some of the Toyotas listed up till now been a little, shall we say, less than weird? Okay, the Corona and Truck aren’t the wackiest rides we’ve ever seen. But you can’t say the same thing about this car, the mid-engine and two-passenger MR2. The 1985 model you see before you has the edginess (and wedginess!) you’d expect from a 1980s sports car. Borrowing from eariler sport machines like the Fiat X1/9 and Lotus Eclat, the MR2 combined sharp handling and fantastic looks, along with the brand’s noted reliability. Like many of the best Japanese sports cars – Supra, NSX, Z-Car – the MR2 could be used every day and simply run forever, providing a maximum of fun and a bare minimum of repair bills.

The Celica All-Trac Turbo was a force on the road, and off it. This is the first Japanese sports car to make a name for itself in the world of rally racing.

1992 Toyota Celica All-Trac Turbo

Turbo power, all-wheel-drive, a rally racing pedigree; what isn’t to love about the Toyota Celica All-Trac Turbo? It does kind of look like a bar of soap, at least until the pop-up headlights are, well, popped up. The Toyota Celica was famously capable as serving as anything from a nimble and sturdy commuter car, to being race-prepped to win grueling rallies and blaze a trail for the likes of Subaru and Mitsubishi. The All-Trac Turbo has muscle car power and leech-like grip, this was cutting-edge tech back more than two decades ago – and it still holds its own now. If the Land Cruiser proved to the world that a Toyota could go off-road, the Celica All-Trac Turbo showed the Japanese automaker could race to win (and win a lot) on any type of surface.

1991 Toyota Previa

How could anyone make a minivan weird? Well, Toyota sure did when it opted to build the jellybean-shaped and front mid-engine layout Previa. Wait, this is a mid-engine minivan? Believe it or not, the 4-cylinder in the Previa was located behind the front axle line, pretty much below the front seats. That design flourish was great for maximizing cabin room for your brood – even if the oval exterior might make the kiddies ask to be dropped off a block, or two, from their school's entrance. In the end, the quirkiness of the Previa worked against it in the conservative minivan segment. But when it comes to taking design and engineering risks, the Previa is the poster-child for wacky people movers.

1993 Toyota Camry Wagon

Okay, wait a minute. We know you might have given the Previa benefit of the doubt, even though it’s a stretch to label any minivan as being “weird.” Yet how could the Camry, especially a Camry station wagon, ever make the cut? Umm, have you looked at the photo of the 1993 model year example seen above? Crossovers and sport-utilities are all the rage, except once there was a time when handy wagons also proudly roamed the earth. The Honda Accord and Ford Taurus wagons were blandly handsome and functional, as you might expect. So maybe Toyota was trying to set itself apart with a wagon that looked, ahem, pretty unconventional. Yes, it looks like a hearse to us too. That bizarre upward swing of the rear fender into the D-pillar gives the last Camry wagon sold on U.S. shores a look you’ll never forget.

Wild performance, along with one wild wing; the Supra (especially in Turbo format) was a match for the world's best sports cars.

1995 Toyota Supra

Hold on tight, because ‘Weird Toyota’ is about to become ‘Crazy Fast Toyota!’ The 1995 Supra sports car, seen here, came when Japanese automakers had finally decided to let their hair down and ignore a gentleman’s agreement to limit their vehicles to no more than 276-horsepower. The twin-turbocharged version of the fourth-gen Supra also sported one of the wildest rear wings since the Plymouth Superbird rolled onto dealer lots in 1970. There is more than a hint of 2000GT in the Supra’s overall shape, though the final effort is definitely more brutish than beautiful – we mean that as a compliment. The 320-hp 3.0-liter engine (in turbo format) is also famous for being highly tunable, and it’s not unheard of for some examples to churn out more than 1,000 horsepower.

Cutesy details - like those small rear doors - detracted from the tough-guy image portrayed by the retro-themed FJ Cruiser.

2007 Toyota FJ Cruiser

Toyota was feeling nostalgic when it decided to create a modern reboot of the iconic FJ Land Cruiser. The FJ Cruiser seemed a long shot when it arrived as a concept car in 2003 but, in only a few short years, this crazy looking truck was rolling down the production line. Based on the 4Runner platform, the FJ Cruiser has serious off-road credential, thanks to its true truck-based running gear. Too bad the chintzy-looking rear doors detract from the macho appeal – a two-door design would have been far cooler. Still, people are wild about the FJ Cruiser, it currently boasts some of the best resale value you’ll find this side of uncut diamonds.


Source : nydailynews.com

Mazda MX-5 Miata

For pure driving bliss, the Miata is tops—and you’ll need only one turn behind the wheel to see why we named it a 10Best winner for 2016. This legendary two-seater has a 155-hp 2.0-liter four-cylinder with a six-speed manual; a six-speed automatic is optional. Its use of aluminum keeps weight down, so the Miata remains eminently flingable in the twists and turns that you’ll surely seek out whenever you hit the road. Standard features include Bluetooth, cruise control, and air conditioning.


Source : caranddriver.com

No, this isn't the 2020 Ford Bronco. But it should be.

Ford hasn't said that it is going to resurrect the Bronco. However, that hasn't stopped the creative minds at Bronco6G from imagining what the sixth-generation Bronco might look like.

Starting with the 2004 Bronco Concept that Ford produced, they added on some classic Bronco designs, including the round headlights and square metal grille. Then they added some elements from the current Ford truck line. After all, this couldn't be a complete outlier if it is intended for modern production.

To give it additional flare, they played with traditional grille inserts, including either the Ford blue oval or the Bronco moniker spelled out in glaring boxy letters. While I could see a resurrected Bronco design going either way, I am hoping for a more classic-looking car than a brash, in-your-face 4x4.

Regardless of how it might look, underneath Bronco6G insists it's a "no-frills design with a strong focus on utility and off-road capabilities." Sounds good to me.

If Ford were to bring back the Bronco, it'd compete with the Jeep Wrangler. While a Bronco might not fit into Ford's new "one Ford" global plan of offering the same vehicles around the world, or with its efficiency goals, it would sell well at least here in the U.S. for a few years.

After all, gas is cheap and big SUVs are back.

Source : mashable.com

Renault's Alpine Vision concept is proof that you always want what you can't have

That's right, this gorgeous piece of French sheetmetal is one that we'll likely never get our hands on. But that doesn't make us want it any less.

Meet the Alpine Vision Concept, a close preview of what's to come from Renault's revival of the defunct French sports car brand. Back in the late 1960s and early 70s, Alpine was essentially a household name in the world of motorsport, winning everything from the 24 Hours of Le Mans to the World Rally Championship, but the car that started it all was the gorgeous A110 coupe.

The brand has been defunct since the 1990s, but Renault is bringing it back in full force, with a plan to have a complete lineup of premium sports cars to take on the likes of Porsche, Aston Martin, and more.

(With a mid-mounted turbocharged 4-cylinder expected to push the car along to 60-mph in 4.5-seconds, the Alpine Vision is ripe to take on the likes of Porsche and Alfa Romeo.)

The Vision Concept, an unashamed throwback to the original Alpine, is their first entry, and with a turbocharged four-cylinder mounted midship, it'll have the weight balance to take on the Porsche Cayman and Alfa Romeo 4C.

(The Vision Concept, or whatever it is eventually named, is set to go on sale in 5 continents. Whether North America is among them is yet to be seen, but we're hopeful.)

Alpine claim that the Vision will hit 60-mph in just 4.5-seconds, with the potential for even hotter variants to push the envelope further. We're not sure just yet what the top speed will be, or even what the transmission setup is, but make no mistake that this thing will go every bit as good as it looks.

The Vision's launch is scheduled for later this year in Europe, and while the company states that the markets will expand from there to reach "five continents," it's highly unlikely we'll see it on our shores. French brands have never fared well in the U.S., but perhaps a gorgeous sports car is just the thing to change the tide.


Wouldn't you say so, Renault?




Source : nydailynews.com

Yep, the New Lexus Coupe Will Get a Hybrid Model: the LC500h

Whenever there’s a new Lexus model on the way, odds are pretty good that there will be a hybrid version. In the case of the LC500, the new flagship coupe unveiled last month, that’s true once again, as Lexus has just announced the LC500h.

     Lexus already offers hybrid versions of six other models: the NX, RX, ES, GS, LS, and the hybrid-only CT200h.

As of yet, there’s little word from Lexus about the new LC hybrid, other than the fact that it will exist. Lexus is saying only that the LC500h will feature the company’s “next-generation hybrid powertrain, the Lexus Multi-Stage Hybrid System.” It remains to be seen whether that’s something all-new, or an evolution of the hybrid system in one of its current models. If it’s the latter, it could be a version of the system in the GS450h, which utilizes a 3.5-liter Atkinson-cycle V-6 and a pair of electric motors to produce a combined 338 horsepower, or it could be derived instead from the LS600hL powertrain, in which the engine is 5.0-liter V-8 and total system output is 438 horsepower.

The standard, non-hybrid LC500 features a 5.0-liter V-8 good for 467 horsepower, funneled through a 10-speed automatic an on to the rear wheels. The seventh member of the Lexus hybrid family will make its debut next month at the Geneva auto show.

Source : http://blog.caranddriver.com

Jaguar's 575-horsepower F-TYPE SVR is coming.

If I've ever had one complaint with the Jaguar F-TYPE sports Coupe (and Convertible) it is that it has never been fast enough. Wait. No, that's not it. It's that I can't afford one.

Nevertheless, Jaguar has gone and solved one of those issues with the new F-TYPE SVR, which adds brutal power to the already staggeringly beautiful F-TYPE form.

Underneath the long, raked hood lies a reworked version of the brand's supercharged 5.0-liter V8 engine. With extra tuning, it now produces 575 horsepower and 516 pound-feet of torque. To put that into perspective, that's like 3.25 Camrys worth of power (I know that's a weird comparison, but stay with me here).

Bolted to an 8-speed automatic transmission that routes power to all four wheels through an all-wheel drive system, the F-TYPE SVR will sprint to 60 mph from a standstill in 3.5 seconds on the way to its 200-mph top speed, which is nearly double the top speed of the Camry (oh, I am running with this Camry thing).

Jaguar's Special Vehicle Operations (SVO) team simply didn't add more power and a new SVR badge to the F-TYPE and call it a day. Designers also added bigger front air intakes and an active (meaning it extends automatically at speed) rear carbon-fiber spoiler. Then they upgraded the chassis both for stiffness and lightness (it weighs 55 pounds less than the F-TYPE R). Finishing off the look, Jag bolted up some lightweight 20-inch wheels.

Certainly, that's not all the changes made in the SVR transformation. However, that's all the tweaks I go into here. That's because detailing the rest might well put you and me to sleep.

OK I'll discuss one more detail: the exhaust. The "regular" F-TYPE makes some of the loudest, most wonderful noises in the whole world. In fact, I once compared the sound to a lion being stuffed through a jet engine. The SVR has a new Inconel Titanium exhaust system that Jaguar brags "delivers an even more purposeful, harder-edged sound," which I didn't think was possible. That'd be like someone telling me that cantaloupe could get more delicious — it just doesn't seem within the realms of possibility.

Perhaps best of all, unlike other brands that keep the most potent models to a single hard-top variant, Jaguar will sell you the SVR in either Coupe or Convertible form. That means you can hide from the sun in the Coupe or invite all the noises of that new exhaust into the interior with the Convertible.

Pricing starts at $125,950 for the Coupe and $128,800 for the Convertible and the first SVRs will hit showrooms this summer.

Source : http://mashable.com

Front-Wheel-Drive Oversteer

It is generally perceived that front-wheel-drive cars - that is, cars in which the front wheels do both, put power to the road and steer - are understeering wrecks that fly off the road if you go into a corner too quickly. This is generally true, but it is possible to eliminate understeer and actually oversteer to a certain degree. Oversteering fun is not just the domain of rear-wheel-drivers.

Oversteer is best practiced in an open area, and preferably on gravel so you can lose traction without much effort. You will not be able to hold a long, continuous sideways drift around a sweeping corner with a front-wheel-drive car like you can with a rear-wheel-drive vehicle, and you cannot use engine power on a high-horsepower car to start a "powerslide" since the power acts on the front wheels. But still, contrary to popular belief, oversteer is possible with a front-driver.

One way to induce oversteer in your front-driver is to plow hard into a corner and then lift off the throttle in the middle of the corner. Lifting off the throttle will cause the weight of the car to "shift" to the front, thereby putting more weight over the front wheels and, ultimately, adding more grip to the front tires. However, if you are lucky, the rear tires will lose traction and start to slide outwards while you're turning. You are now oversteering. Some countersteer now has to be applied to keep control of the slide, that is, steer in the direction of the slide. Learning to precisely "catch" a slide will take a lot of practice, so it is better to play around in an empty gravel lot or a slippery track with large run-off areas. Start off at moderate corner entry speeds and then increase this speed as you become more confident. This technique is only possible with well-balanced front-drivers such as an Integra or an old Sentra SE-R. If your car can achieve oversteer in this way, you will generally be cornering faster. Practice with lower entry speeds, and gradually increase it as you get confident.


A brute-force way to induce a slide is to pull the handbrake (or press the e-brake) momentarily and yank the steering wheel in the direction of the corner, then countersteer. For example, to take a right-curving corner, you could plow into the corner in second gear and as soon as the corner starts, yank the steering wheel to the right and a split second later, pull the handbrake. The rear wheels will lock and suddenly lose traction. The car will quickly go it a sideways skid, at which point you quickly start countersteering. Now, before exiting the corner, release the handbrake. The front wheels of the car will just try to pull the car straight again and you'll have to steer exactly where you want to go. If you don't release the handbrake in time, you will spin. If done right, eventually you will center the wheel and straighten the car. Throughout the turn, keep the accelerator at a constant position, but you can apply a litle more throttle on the exit if you think you are spinning out. One hand should always be on the handbrake, with the button depressed, so you will have to turn with one hand. The sudden slide is a little hard to control on the first few tries and requires quick reflexes. And, as stated earlier, a continuous slide around the whole corner, like those done with rear-wheel-drive cars, is not possible with a front-driver. Pulling the handbrake to turn around a long radius corner will actually worsen your cornering time in most cases, so it is not a technique for road racing. But it can save you if speeding and understeering off a cliff is eminent.

Most cars on the road today are front-wheel-drive cars, from Acura to Volvo. The only rear-wheel-drive cars available nowadays are either impractical roadsters, exotic sports cars or overweight luxury cars. There are a number of well-balanced front-wheel-drive cars available that are actually easy to drive fast around corners. Examples include the RSX Type-S and legendary Integra Type-R from Acura, Celica GT-S from Toyota, SVT Focus from Ford, Sentra SE-R from Nissan, and the new Mini Cooper. Do note that not all front-wheel-drive cars are suitable for oversteering. Many cars, like the Infiniti G20 and Chevy Monte Carlo, are set up to understeer, sometimes aggressively so, because understeer is generally easier to control than oversteer for inexperienced motorists. The methods described here only serve as a general guide and will have to be adjusted according to the car you drive. There are other techniques too, such as left-foot braking and the pendulum drift, but these are harder and require their own space for discussion.

On a cautionary note, sliding a car not set up with substantial bracing might cause your car to fall apart! Practice on gravel, grass or in the rain, in an open area. Then adapt your car and your driving to handle the tarmac.


Source : http://www.modernracer.com

Drifting Techniques

Theory: A tyre grips the road up to a maximum point of adhesion, when this point is exceeded the tyre will start to slide until adhesion is restored. So finding and pushing just beyond the point of adhesion is the name of the game.
Once a car begins to drift driver control comes into play – the exact amount of turn on the steering wheel towards the direction of travel to catch and control the drift. At precisely the right moment you have to catch the drift with a measure of opposite lock and use the throttle and steering to control the drift – a sustained drift on a straight is called ‘drift lock’.

Rear wheel drive cars are the only choice for drifting particularly higher-powered models but one of the key requirements is a limited slip diff. We've seen really impressive drifts from low powered cars. A quick burst of acceleration at the right moment is just enough to break the adhesion of the back of the car.
As a car decelerates the weight is thrown to the front wheels that is why the wheels lock up under heavy breaking. A front wheel drive car is harder to drift in but uses deceleration to lighten the back of the car and make it swing wide.

As a car decelerates the weight is thrown to the front wheels that is why the wheels lock up under heavy breaking. A front wheel drive car is harder to drift in but uses deceleration to lighten the back of the car and make it swing wide.

To perform a left tail drift in a front drive car – build up the speed. Decelerate fairly heavily but performing a simultaneous right flick on the steering wheel – a shock wave will shoot through the car (you can feel it happen there is no easy way to explain it.) As this shock wave passes the centre point of the car steer into the direction of the tail drift, if the tail does not swing out then a short flick of the handbrake will start the drift.

We then need to catch the drift and control it using gentle throttle control and smooth steering - opposite lock (so steer to the right, just enough to keep the drift going but without overcooking things causing a spin and without undercooking throwing the drift in the opposite direction.)

The following are the main drifting techniques and most are used in combination with each other.

Clutch Kick
To make the car start to slide you dip or kick the clutch suddenly causing the car to temporarily lose traction and starting a rear wheel slide whilst on or entering a bend. Effectively using engine braking - when the clutch is dipped engine speed drops when clutch is released the wheels are moving faster than the lower engine speed requires causing a pull and breaking traction. Alternative a blip of the throttle raises the engine speed so when the clutch is released the driven wheels spin faster than they should so traction is broken.

Dirt Drop Drift
This technique is banned on most tracks. You allow the rear wheels to leave the tarmac surface into a lower grip one such as dirt, gravel or grass. The cars speed will remain pretty stable through this technique as the rear tyre friction is much lower.

Jump Drift
Similar to a Dirt Drop Drift again banned on most tracks. The rear wheels hit the rumble strip at the side of the track. The vibration is enough to upset the delicate balance of grip momentum and traction and the rear of the car slides.

Handbrake Drift
The easiest technique, used by beginners and pros to initate a drift and pretty much the only guaranteed way of sliding a FWD (front wheel drive) car (Its still not a proper drift though!). The handbrake is jabbed on causing the rear wheels to lock up and slide. When a slide is attained the handbrake is released allowing more control of the car and preventing too much loss of speed.

Feint Drift
Requires a feel for the balance of a car and needs you to sense the shockwave of swing as it flows through the car. Coming up to a right hand bend you steer to the left. Then as the back of the car moves left you steer to the right, the back of the car loses traction and starts to drift, then you countersteer and catch the drift. This is a popular technique and is often combined with other techniques, like the clutch kick, to help break the rear traction. Practice this one in large open areas.

Inertia Drift
This requires a lot of speed. Approaching a bend you need to decelerate throwing the weight of the car to the front wheels. When the back wheels become light you can steer the front into the bend and let the back wheels drift. Control is maintained with careful steering control and throttle inputs. A good technique to start drifting but requires experience as the speed involved is not very forgiving.


Source : www.driftlock.co.uk

Official: 2016 BMW i8 Protonic Red Edition

BMW have released official images of a special edition, the BMW i8 Protonic Red Edition. The BMW i8 has been selling well. It is a unique blend of performance car and efficiency with a top speed of 155 mph and a combined 113 mpg figure. BMW sold 5,400 in 2015 alone, the new Protonic Red Edition is a celebratory model of sorts!

The BMW i8 Protonic Red Edition is available for a limited time. The paintwork, is Protonic Red with Frozen Grey metallic accents. BMW W-spoke 470 light-alloy wheels are also fitted, finished in Orbit Grey metallic. Inside, the BMW i8 Protonic Red Edition comes with red double-stitching, carbon fibre and ceramic trims.

Other than the above aesthetic changes, the produced at BMW i8 Protonic Red Edition is mechanically the same as the standard vehicle. This means it gets a 1.5 litre 3-cylinder petrol engine with BMW TwinPower Turbo. The engine produces 231 hp and 320 Nm which, when coupled with the 131 hp hybrid engine, combines for a full 357 hp.

In all-electric mode, the 7.1 kWh lithium-ion battery pack allows for an electric drive time of 37 km. The chassis is made largely from carbon fibre reinforced plastic. The i8 manages a 0-62mph time of 4.4 seconds and an electronically limited top speed of 155mph.

In the UK, the BMW i8 Protonic Red Edition retails for £112,535. It will be produced at the BMW Plant in Leipzig from July onwards with deliveries set to start from September.


Sourece : http://gtspirit.com

How to Drift a Car with Hand Brake: A Beginner Lesson

What is Drifting Exactly?

Drifting is a driving technique and motor sport where the driver intentionally oversteers the car, causing loss of traction in the rear wheels through corners while preserving vehicle control and a high exit speed.

Before I begin to show you how to drift, you need to be aware of several things:

* Drifting is considered dangerous and is illegal on public streets.
* There will be some potential mechanical breakdown to your car if you drift too many times without    proper maintenance on the car.
* Always practice only where you are permitted to. I recommend finding a local event where there       are  experienced drifters who can instruct you so you don't get caught by the police like I did. :)

* Drifting works better with rear-wheel-drive cars with LSD (Limited Slip Differential).

Hand Brake Drifting

There are several techniques that can help you initiate your drift. The hand brake (or ebrake) technique is usually the easiest and most common way to start off with. All beginners will have to get familiar with this technique first. If you are scared at first, you should also practice this technique until you are not afraid of the car sliding. Here are a few exercises to get you started. After your car starts to slide, the rest is all about your steering and gas pedal control.

1. 180 Degree Turn
    In an empty lot, set up a cone in the middle. Drive up to the cone and rip the handbrake when you       are almost at the cone in an attempt to do a 180 turn. Practice until you are no more and no less           than 180 degrees from where you started. Remember to practice both left and right 180 degrees.

2. 90 Degree Turn

    This exercise is very similar to the 180 degree turn, but this requires controlling how hard your rip     the ebrake. Practice until you are no more and no less than 90 degrees from where you started.             Make sure to keep your car going after the drift.
   
3. 360 Degree Turn (Donut)
    Now, this exercise focuses more on acceleration and handbrake control together. You start the             same way you would to do a 180. Once your car start to drift, you need to tap on your gas pedal to     give a little more spin to your rear tires so your drift can keep going. This is often a little hard for a     beginner, because too much gas will cause your car to oversteer too quickly, and too little gas will       not make your car keep sliding. You need to get a feel for how your car is reacting and keep               modulating the gas pedal in order to maintain a nice 360 degree turn around the cone. Keep trying       until you can reliably turn around the cone without hitting it or straying too far from the cone.             Practice in both clockwise and counterclockwise directions.

After you have mastered all three exercises, you should be very comfortable drifting around all kinds of corners with the ebrake technique. Remember that gas and steering control play very important parts in drifting, and practice makes perfect. If you happen to spin out your car or lose control, don't be disappointed; just learn from your mistake.

Source : http://hubpages.com