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Emirates Classic Car Festival

Classic car enthusiasts in the UAE and across the Gulf region can now register to participate in the fourth Emirates Classic Car Festival, the signature show organised by Emaar Properties in association with the UAE Ministry of Culture, Youth and Community Development; the Automobile & Touring Club of the United Arab Emirates (ATCUAE) – the official representative of FIVA; the ‘Fédération Internationale des Véhicules Anciens’ – the world-wide authority for historic vehicles.

One of Dubai’s most-awaited lifestyle events organised to complement the UAE National Day celebrations, the Emirates Classic Car Festival has expanded its scope to encompass classic motorbikes too this year.

The Festival will be held from Dec. 1 to 3 at its host venue, Emaar Boulevard, a spectacular boulevard that overlooks Burj Khalifa, the world’s tallest building in Downtown Dubai.

Underlining the evolution of Downtown Dubai as a ‘The Centre of Now,’ the past editions of the Emirates Classic Car Festival have attracted thousands of visitors from all over the world. Classic car owners from the region regularly take part in the show offering visitors a rare opportunity to witness elegantly designed automobiles that have weathered the test of time and chart the evolution of the automotive industry.

The event is also billed as one of the popular lifestyle gatherings in the UAE with the venue sporting a fair-like ambience including food & beverage stalls. The colourful parades that are a must-see attraction of the Emirates Classic Car Festival draw in festive crowds.

Classic car and motorbike owners can register for the fourth edition by emailing their entries with a description and photograph of the vehicle proposed to be displayed, to eccf@emaarinfo.ae A dedicated website will be launched shortly and will highlight the various aspects of the Emirates Classic Car Festival including images and videos from the past editions.

Mr Mohammed Ben Sulayem, the President of ATCUAE added: “The UAE has a rich history in classic cars, with several collectors who have some of the most-cherished automobiles that are historically invaluable.”

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Porsche Panamera Turbo video

2012 BMW M5 In Motion

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JAGUAR C X16 video

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BMW M3 LeMans Racer

Want the look of a GT2-class M3 GT but can’t afford the real thing? Then German tuning company CLP Automotive has you covered with this convincing body kit. Including all of the M3 GT’s various fins, flares, vents, and bulges, this kit gives you everything you need to turn your run-of-the-mill BMW M3 into a replica of Le Mans’ reigning GT-class champ.
A set of wide-body fender flares are added to accommodate the 19-inch replica BBS wheels, which measure nine inches wide in the front and a whopping 12 inches in the rear. This gives the car that race-ready stance, but to make you feel like you’re qualifying for the main event at the Circuit de la Sarthe every day when you drive to work, CLP demonstrates fanatical detail by including all the racer’s decals and aero bits in the kit as well.
With your M3 now sporting all the M stickers and sponsor decals of the M3 GT, there’s little left to distinguish it from the genuine article. The racing-spec fixed rear wing combined with a heavy-duty front splitter and unique rear bumper complete the look, making it appear as if it was plucked right off the grid of a Le Mans Series race.
But what good is looking like a race car if you don’t have the performance to back it up? On that front, CLP has you covered as well. Beneath that vent-laden hood lies an engine tuned to roughly 600 hp with the help of forced induction. For handling, CLP replaces the already capable suspension developed by BMW’s M Division with a system from Bilstein. After reading about all of this upgraded hardware and custom-made bodywork, you’re probably starting to add up the bill in your head. We’ll save you the trouble and spell it out for you. The total cost of the conversion comes to 69,000 euros (roughly $96,800) on top of the price of the M3 itself.
That may sound like a lot for what’s essentially just a body kit and power boost, but when you consider that buying a real M3 GT will probably set you back several times that amount, it’s not such a bad price.

Read more: http://wot.motortrend.com/bmw-m3-gets-the-le-mans-racer-treatment-with-100k-conversion-115361.html#ixzz1Y58kJWew

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2012 BMW Z4 First Drive

It's been 12 long years since BMW sold a four-cylinder engine to the U.S. market -- a market that in 1999 saw gas prices well under $2 per gallon, with burgeoning tech and telecommunications industries, and was generally considered to be experiencing boom times. In 1999, BMW thought the slower performance (and slower sales) of its four-cylinder option made little to no financial sense for lead-footed Americans. At the time, it was probably right.

But by now, things have changed. A gallon of premium gasoline routinely roller-coasters between the cost of a gallon of milk ($3.50 or so) and a cheap six-pack of beer ($4.99). Looming (and some say draconian) CAFÉ standards have every automaker scrambling to lower emissions and boost fuel economy -- and to do it quickly. According to BMW, that makes the time right again in the U.S. for a four-cylinder solution to an age-old problem -- offering acceptable performance while maintaining acceptable fuel mileage.

Fortunately, technology also has changed with the times. Thanks to tricky forced induction options, today's small-displacement turbocharged engines can pack a wallop normally reserved for larger, naturally aspirated six-cylinder units. BMW's small 2.0-liter turbocharged four-cylinder engine starts with an all-aluminum crankcase, adds direct-injection and variable valve timing (Valvetronic in BMW speak), and caps it all off with a twin-scroll turbocharger. The twin-scroll turbo is fed by two separate, spiral flows of exhaust gas, one from each of the two pairs of cylinders. The setup is said to optimize rotation of the turbine, producing more power while sharpening throttle response and reducing turbo-induced lag.

The end result is 240 horsepower and 260 lb-ft of torque -- 15 fewer horses than the outgoing 3.0-liter I-6 it replaces, but 10 more lb-ft at significantly lower rpm. While the turbo-four is appreciably more compact than the inline-six it replaces, you might be surprised to hear the weight difference isn't all that great. By the time the turbocharger and its associated plumbing and cooling systems have been added, BMW says the four-cylinder engine is just 22 pounds lighter than a six-cylinder unit producing comparable power. Total weight of the car remains roughly the same as the sDrive 3.0i at just under 3300 pounds.

As an aside, it's worth noting that this engine has longer legs than just the Z4 range. BMW will begin installing it in the 5 Series sedan this October, has already put it in the global X1, and will likely bring it to the all-new 3 Series when that car debuts later this year.

Goosing the throttle of a 2012 Z4 sDrive 2.8i with a six-speed manual transmission (an eight-speed automatic is also available) along California's famed Pacific Coast Highway, the I-4 Z4 doesn't disappoint in the torque department. The punch is noticeable from just below 2000 rpm, steadily powering the roadster out of the serpentine twists and turns that follow the jagged shoreline. It's not an overwhelming punch, but it is noticeable and it does help the car feel quick in the cut-and-thrust world of real city driving (BMW estimates mid-fives to 60 mph). The exhaust note that accompanies the rush of torque is fairly mellow -- a deep grumble that will pop and burble occasionally on the overrun. Nearly as loud as the exhaust is the whistle of the single turbocharger spooling up and doing its thing. To the enthusiast who appreciates such mechanical noises, it's not obtrusive. But with the casual driver, we suspect ears will be perked and questions asked ("What's that strange whistling sound, Betsy?") -- especially with the top down.

Start-stop functionality has been added to this Z4's repertoire in the name of heightened fuel economy, and the system seems to work well enough. Our only gripe is that restarts (typically initiated by clutching in when it's time to move off again) can be a bit rough, sending a shudder though the little roadster. It's guessed that fuel economy will be increased by around 20 percent over the outgoing naturally aspirated six-cylinder car, putting highway figures into the low 30-mpg range. That's something even sports car enthusiasts can get behind.

Unfortunately, it's the casual drivers who will appreciate this engine the most. BMW has specifically tuned the turbo for that low-end punch it gives, but at the sacrifice of the top end. Sadly, as we previously experienced with this engine in the small X1 crossover, the little 2-liter turbo runs out of steam at anything much above 5000 rpm. While that's well and good for keeping emissions low and fuel economy high, drivers who would otherwise revel in running the little mill out to its 7000-rpm redline will be rewarded only with a harsher, almost strained, exhaust note and no extra power.

That said, most buyers shopping for an entry-level Z4 won't care about any of that. They'll be too busy cruising around town, top dropped, chatting to friends via the new standard Bluetooth connection, listening to music via the new standard iPod connection, and appreciating the increased fuel economy their new sports car is getting at a price increase of roughly $1000 from the outgoing model. (Official EPA figures aren't yet available.) And for the rest of us, the rocket-powered, spine-tingling Z4 sDrive 3.5is is still available -- a consolation prize we'll gladly accept. Sounds like BMW's got a solid plan, then.

Read more: http://m.motortrend.com/roadtests/convertibles/1108_2012_bmw_z4_sdrive28_drive/index.html#ixzz1Y58RYcqO

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REDs favorite - Audi R8 GT

"GT" ostensibly means Grand Touring, but the Audi R8 GT is anything but a tourer. The most extreme variant of the R8 range, the GT is basically a street-legal racecar. Available only with a tuned-up version of the optional V-10 engine and single-clutch automated manual transmission, the R8 GT comes race-ready with a standard roll cage, four-point harnesses, fiber-reinforced plastic racing seats, fixed rear wing, race compound tires, lightweight aluminum and carbon-fiber bodywork, adjustable coilover suspension, and a sport exhaust. Only 333 will be built and only 90 will be shipped to the U.S.

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2012 Mustang V6 Review

NEWS EDITOR GREG MIGLIORE: The Ford Mustang V6 coupe is a secretary's special no more—this is a runner, complete with 305 hp and a fun six-speed manual gearbox. For enthusiasts, this car is one of the best values on the market. The price is reasonable, yet all of the iconic pony-car looks are offered. Plus the inside doesn't look inexpensive, a common pan for base Chevrolet Camaros.
This is a heck of an enjoyable drive, and the miles melted away as the sunlight faded as I capped a weekend with a Sunday-night drive at dusk. I couldn't believe I clicked off 30 more miles after ostensibly filling up and planning to go home. Windows down, radio up--it's a rolling rock song and an ode to modern American muscle on wheels.
The Mustang feels and is lighter than the Camaro and the Dodge Challenger, making for a tighter ride and less roll through turns. The Ford's steering is a bit light, but the V6's power and exhaust note compensate for any shortcomings.
But as fun as this car is and as good as it looks, it's far from perfect. The six-speed is a bit notchy, and the tail end seems to come unsorted rather easily. Obviously it's a rear-wheel-drive coupe with a lot of power, but even over bumpy roads the back end seems to get frazzled.
Otherwise, this coupe is a great time. I'd spec mine out differently, but this upgraded powertrain combo far outstrips the old V6/five-speed pairing. Let's keep the pony-car wars going.
DIGITAL EDITOR ANDREW STOY: It's not often we get a base-model V6 Mustang in the fleet, albeit one with the V6 performance package consisting of upgraded wheels and tires and a different rear-axle ratio. Having driven base Mustangs of Cologne V6 vintage, I wasn't expecting much despite knowing quite a lot about the new 3.7-liter V6 used in this car. It was an instance of expectations being not so much exceeded as flattened, wadded up and tossed out the window.
I honestly prefer the V6 Mustang to the GT as far as a daily-driver is concerned. Granted, one has to look at them as two very different vehicles, one being a new Ford sports coupe and the other being a rip-snorting, high-horse muscle car (I know, pony car, but go with me here). The V6 Mustang, with its deliciously cammy, mechanical engine note is as European from the fan to the very back of the driveshaft as the GT is American. The gearbox, when it's not being recalled, is a thing of beauty with ratios perfectly placed for the engine's broad torque curve. And clutch action is nigh well perfect.
But then we get to the live rear axle, and that's where things fall apart. The Mustang is fine on the highway, and in mild cornering, but hit any kind of surface imperfection while turning and the feeling is disconcerting at best. The Mustang handles better than it feels like it handles, but it's not a confidence-inspiring drive on rough surfaces.
Thing is, I don't really care. I truly enjoyed the overall Mustang V6 driving experience. And I proved that two child seats fit in the back. For the as-tested price, the Mustang V6 is near the top of my list.
MOTORSPORTS EDITOR MAC MORRISON: Jumping from the 2012 Ford Mustang GT Premium convertible into this 2012 V6-powered coupe, certainly there is no comparison in driver satisfaction, but then you likely would expect nothing else. The V6, which Ford is proud to say is the first production engine to deliver more than 300 hp and exceed 30 mpg on the highway (31 mpg when equipped with an automatic transmission, 29 in the case of a manual gearbox), moves the Mustang down the road well, and it's fun to drive this coupe even without the impressive kick that comes standard with the V8 engine.
What you definitely want, however, is the optional performance package that includes uprated springs in front and larger antiroll bars front and rear. Even with it installed, the car rides choppy at times, especially on bumps. The rear end feels as if it needs some work; it will clunk and bang over uneven surfaces and does not feel well-planted, especially compared with the GT.
Actually, I'd like to back-to-back a V6 Mustang with and without the performance pack to get a sense of which setup is truly better for the real world. In particular, I'm not sold on this wheel and tire package. The performance pack gives you 255/40 19-inch tires and wheels to match, and I think it might be a little too much. I suspect the optional 235/50 18-inch tires will provide plenty of grip while helping smooth out the ride more to my liking.
2012 Ford Mustang V6 Coupe
Base Price: $22,995
As-Tested Price: $25,685
Drivetrain: 3.7-liter V6; RWD, six-speed manual
Output: 305 hp @ 6,500 rpm, 280 lb-ft @ 4,250 rpm
Curb Weight: 3,470 lb
Fuel Economy (EPA/AW): 22/21.1 mpg
Options: V6 performance package including 255/40R-19 summer tires, 3.31-ratio limited-slip axle, 19-inch mach/painted aluminum wheel and painted side mirrors ($1,995); sensing system/security package including antitheft system, wheel locking kit and reverse park assist ($695)

Read more: http://www.autoweek.com/article/20110907/CARREVIEWS/110909915#ixzz1Y56z2mnA

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Porsche 911 Turbo History

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New Porsche 991

Beautiful New Bell & Ross

Bell & Ross Tourbillon Pink Gold & Aluminum

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Porsche 991 new 7 speed gearbox

The demise of the horsepower wars, predicted for years now, still hasn't come, but a new rival is rapidly gaining ground: the transmission wars.

Once it was dual clutch proliferation, but now Porsche looks to be taking it in a different direction for its new ‘991’ series 2012 Porsche 911: stick-shift gear count.

Seven-speed layouts are nothing new in automatic or dual-clutch transmissions, but in the manual, it's a curious step into an arms race we're not sure should be run.

Six-speed manuals are nice, and frequently an upgrade over their five-speed counterparts, thanks to the presence of a very tall highway cruising gear.

In the case of Porsche’s new seven-speed, the first six gears are grouped even closer, for sportier driving in the lower gears, however, the seventh gear has been made longer, to help curb fuel consumption when cruising on the highway.

The higher overdrive gear not only boosts fuel economy but it also reduces engine noise by allowing lower revs even at high speed highway driving.

We’ll have to wait until our own test drive of the manual-equipped 2012 Porsche 911 to determine whether this is a good move, but until then enjoy the video.

For full details on the 2012 Porsche 911, click here.

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Hamann has a knack for taking already impressive-performing vehicles and turning up the heat a few degrees. The styling choices along the way are hit or miss, but the vehicles always turn heads. One of the tuning company's latest vehicles is the Hamann 6 Series Cabriolet, which is quite clearly a BMW 6 Series with a host of upgrades.

The most notable change Hamann has made lies under the hood. Power output is up to 510 horses and the Hamann quad-tip stainless exhaust will make sure you hear every single one of them. Hamann also added an aggressive body kit to go with the angered-up engine note, and bolted on a set of 21-inch matte black forged alloy wheels. Lowering the 6 Series by 30 millimeters also adds to the sporty air of this droptop.

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For the second generation of the BMW 6 Series Cabriolets, HAMANN-Motorsport will present fascinating customization options at the 64th International Motor Show, the IAA in Frankfurt, Germany The difference between the standard production and HAMANN's customization can be seen at first glance: More dynamic, more style, and clearly more exclusivity, this is how the HAMANN Cabriolet presents itself when compared with the production model.

However that is not all – HAMANN can do much more than make a car look "pretty". The tuning specialist from Laupheim, Germany has been developing and producing individualized BMW automobiles since 1986. The HAMANN engineers have been benefiting from hundreds of successfully introduced motor sport applications. The experience gained is the base for the development of HAMANN Performance Products. The result: A powerful performance enhancement, distinctive 22-inch alloy rims, stylish modifications of the interior, and aerodynamic components that reduce the car's lift.

HAMANN perfectly attunes the individual components of the chassis package already at the design stages. This results in an exciting styling format with optimized airflow across the vehicle's silhouette. The new LED daytime running lights ensure an appearance that is unmistakable and at the same time provide positive points when it comes to active safety. The sporty-dynamic front spoiler in connection with the rear apron as well as the rear spoiler's profile reduces lift and generates a new, attractive overall appearance. The HAMANN side skirts provide for a visual and aerodynamic link between the front and rear.

The HAMANN rim program can fulfill nearly all individual requests from its BMW 6 Series customers. Whether you like it sporty, distinctive, elegant, or classy – HAMANN can offer you a variety of wheel designs and sizes. A one-piece wheel, the ANNIVERSARY EVO, is offered as 21-inch design. The recommended front wheel/tyre combination of this exclusive rim design is available as 9Jx21 inch wheel with 265/30 ZR 22 tyres. The rear is fitted with 11.0Jx21 inch rims to be used with 295/25ZR21 tyres.

An additional highlight of this program is the three-piece HAMANN alu wheel called the EDITION RACE "ANODIZED". The matte black anodised spokes and the titanium bolts of the highly polished rim flange emphasise the racing character. Using the latest forging technology, the rims are extremely light and improve handling, acceleration, and deceleration behaviour due to reduced, unsprung masses. The wheel/tyre combination is offered with 9Jx21 inch wheels and 255/30ZR21 tyres in the front. The rear is fitted with 11Jx21 rims and tyres size 295/25ZR21. The HAMANN Sport Maxx tyres supplied by technology partner Dunlop provide the necessary grip to the road. The special suspension that lowers the sport cabriolet's center of gravity up to 30 mm adds to the sporty appearance.

The turbo engine that will be boosted to an impressive 510 hp is already on the drawing board. The HAMANN Sport Exhaust System with four stainless steel tail pipes provides the roaring sound effects.

In addition to the existing, factory-supplied interior design, HAMANN Accessories offers components made of the finest black anodise aluminium. Upon request, HAMANN can produce anything your heart's desires – from personalised foot mats to embroidered headrests or even fitting the entire interior with the finest leathers - all made with the highest degree of craftsmanship and precision.

For more information about the extensive HAMANN tuning programme, please visit the web site www.HAMANN-MOTORSPORT.com

Bentley GTC

2012 Bentley GTC

When one of Volkswagen's higher-end marques unveils a new version of one of its core products, you know one thing for certain: the debut is just the beginning. Because after the first new version rolls out, there will be a veritable landslide of variants to follow.

That's the case with the Porsche 911, that's the case with the Lamborghini Gallardo and that's certainly the case with the Bentley Continental. The GT coupe was the first to be updated, the Flying Spur sedan is sure to follow in due course, and we can presume to see Speed and even Supersport versions as well. But before they come along, the Crewe has official lifted the veil on theGTC drophead.

The convertible model follows the lead of the updated Continental GT, only with a folding fabric roof. That gives the 6.0-liter twin-turbo W12 and all its 567 horsepower ample opportunity to fill the cabin with its silken rumble and gracefully tousle the hair of its occupants.

Xenatec Maybach Cruiserio 

Last week we brought you reports of the next-generation Mercedes-Benz S-Classexpanding into numerous body-styles, but the coupe, convertible and pair of sedans in two different wheelbase lengths may not be the extent of it. Reports indicate that Daimler is considering a new four-door coupe to slot in above the CLS.

The model would target the BentleyContinental in a high-end model with even more dramatic styling (for those who feel the second-generation CLS is too conservative) and a range of AMG engines to help justify the engrossed pricetag.

While the new model is being touted as a Mercedes, a potential Maybach version could also be in the cards, like theXenatec Cruiserio coupe pictured above.

Today's Favorite - CLS Brabus Rocket

Brabus has been making supersedans out of Mercedes-Benz four-doors since 1996 when it introduced the first E V12 that could only go 205 miles per hour. With each successive sedan, the German tuner managed to inch that top speed ever higher until recently when it claimed a top speed of 230 mph for the latest E V12 based on the current generation E-Class. As it goes with the standard cars, whatever the E-Class gets can’t be far behind for the CLS-Class. And so Brabus has introduced its second CLS-based super saloon, the Rocket 800, at this year’s Frankfurt Motor Show sporting the same mechanicals as the latest E V12.
What that means is stuffing a twin-turbocharged (or biturbo, as the Europeans call it) version of the V12 engine that Mercedes uses in its 600-Series cars into the welcoming bay of a CLS. The monster motor has had its capacity increased from 5.5 liters to a more a generous 6.3, which helps it produce the car’s namesake 800 horsepower. Torque is also up to a claimed maximum of 1,047 pound-feet that’s electronically limited to 811 lb-ft, which we presume is to prevent the powertrain from annihilating itself. Backed by a seven-speed automatic, Brabus’ own limited-slip diff and a range of final drive ratios, the Rocket 800 can reach an ultimate speed of more than 230 mph in certain configuaration, but is limited to just 217 mph for on-road excursions. 0-62 mph happens in just 3.7 seconds.

Of course, to be a Brabus you have to look the part, and the Rocket 800′s exterior is adorned with all manner of carbon fiber filigree that performs the very real task of directing air where it needs to go (either into the engine or across a spoiler to keep the car planted). It looks suitably more menacing than a standard CLS or even the AMG model, but not so garish that you wouldn’t want to be seen in one – something we haven’t always been able to say about Brabus products.

The Bugatti Veyron of performance boats

Statement Marine's vision is building the undeniable pinnacle in performance boats, targeted at being the Bugatti Veyron of the offshore world.

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7 Series w/ Glowing Rims I LIKE IT!

Today's Favorite (a RED Creation)

Today's Favorite (a RED Creation)

Jaguar C-X16 Concept (Very Nice)

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