poliziottesco

Non chietemi da dove li ho tirati fuori...stasera sono stato a cena con un discreto gruppo misto di ispanici ed il risultato e' questo http://www.youtube.com/watch?v=-KVgUnPJVlY ai tempi del liceo mi ingrippavano parecchio

Posto qui questa piccola prova su strada della G40R, seguita da una bella intervista al proprietario della azienda... DRIVEN: GINETTA G40R Real racers don't drive road cars to the pub on Sunday... Ginetta G40R costs from £29,995 and offers 208bhp/tonne Remember the days when a chap might drive his MGA roadster up to Oulton Park for the weekend, have a bit of a dice for silverware with a few like-minded club racers, then drive home with change from his student grant for a fish supper? If not, ask your granddad. Or maybe ask Lawrence Tomlinson. No paint, only gelcoat. At a lean and limber 47, Ginetta's owner/driver is far from ready for a bed in one of the old folks homes that helped to make his fortune, but the slightly wistful historical reference at the new G40R's media drive debut hints at his old-school appreciation for things that ain't wot they used to be. One of those things, as Lawrence points out in typically jocular fashion, was the not insignificant chance of said imaginary MGA driver missing the drive home from Oulton Park altogether, due to being dead or similarly inconvenienced. A risk that Ginetta's engineers have gone to decent lengths to minimise for customers of its new road-going racing car - the G40R. That's because a full FIA-approved safety cage, made from laser-cut and TIG welded tubes, is the starting point for every G40 racer and thus also for its new sibling the G40R. They are essentially the same machine, the latter with lights and number plates. Oh, and a late substitution on the engine front because, instead of the racer's 1.8 litre, 150bhp Ford Zetec lump, the new road car has a zingy 1999cc 175bhp four lifted directly from the Mazda MX-5, along with its slick shifting six speed gearbox and differential. The Ginetta has a bespoke propshaft though, because at 3748mm nose-to-tail it's a tiny little thing. The latest MX-5 is 4020mm. Styling is arresting and compact... In spite of the G40R's diminutive size the safety cell should, the company suggests, impart a level of protection to occupants in 'worst case scenarios' above and beyond that which might be expected from certain rival products offering a racing car-type experience on the road. Especially those products first conceived in the late 1950s in Norfolk, one might infer, but that's just a premise for a jolly good argument. Life isn't all about safety, or the man upstairs would never have fashioned space for a driving seat on his first horse prototype. (Mule, shurly? Ed.) And Ginetta wouldn't be a racing car company. Fortunately the G40R's compact yet muscular GRP body means it's pretty enough to sell on looks alone, I reckon. At least from a reasonable distance. Up close, and certainly from inside the cabin, you quickly understand the difference between a road-prepared purpose built racing car like this, and even the most extreme version of any mass-produced hot hatch you'll get to play with. The car's not painted for starters, the six-part body shell comes instead with a gelcoat colour finish, and the shutlines are... well, not too bad actually. The lightweight door linings feel flimsy, and there's exposed roll cage all over the place (although not in the roof where a trim panel is fitted), and there's none of that 'exposed structure equals art' approach espoused by the Ariel Atom. ...or you might just call it pretty. On the plus side, there's a nice Alcantara-type covering over a full-width dashboard, a tidy central switch panel with a starter button and fully working air conditioning as an option. Except they're still, er, working on it... Also on the plus side are Ginetta racing seats and steering wheel, a heated windscreen, and a 200 litre boot that we happen to know can accommodate a finely-proportioned (if reasonably compact) adult female. Why you might want to know this too, we can't imagine, except perhaps as reassurance that tent, luggage and beer can all be carried on your Le Mans trip next year. (That 'golf bag' thing is so boring, isn't it?) So, the little G40R is already heaps of fun (in case you were wondering), and we haven't even fired it up yet. Press the starter and the grin will widen instantly as the four cylinder rumbles and rattles life into the machine. 'Noise, Vibration and Harshness'? Yep, we've got plenty. If you want to listen to birdsong on your cross-country jaunts, then buy the MX-5 and find out how a bit of sound-deadening and a few creature comforts can add 400kgs to the weight of a sports car. And how taking off the roof lets so many noises escape from the cabin.... G40R body is moulded in six pieces Many buyers with the necessary £29,995 to spend will have left PH's virtual showroom already, so those remaining presumably share a madcap urge to experience driving as a raw, elemental and visceral pleasure focused entirely inwards on the driver. The G40R could be the drug they're looking for. It weighs 795kgs, giving it 208bhp/tonne, and the sort of performance that will easily take your mind off the cacophony of mechanical, wind and road noises that flood the cabin. When you're in the mood and setting the car at a B-road like a bull in a china shop, it's entirely intoxicating. Although that Le Mans trip - or any significant high-speed 'cruising' - will probably require a set of ear plugs. (The Ginetta engineers are mulling the possibility of adding a bit of sound deadening over the back axle, but once you go down that road, where do you stop? Best leave it, perhaps, as it's all part of this car's special 'USP'.) Cockpit is snug but accommodating We tried the G40R first on Elvington Airfield near Ginetta's impressive factory/HQ, and the car is - unsurprisingly - a hoot on track, as well as on the Great British B-road. The lightweight chassis allows the engine to zing round to its 6700rpm peak power point with scintillating ease, accompanied by a macho rorty bark. The easy action of the six-speed gearbox encourages swift shifts up and down, the steering is direct and nimble without being twitchy. Basically the whole plot feels like it just wants the nuts thrashing off it, with the promise it will come right back for more. Bedroom number crunchers may not be overly impressed by a 5.8sec 0-60 time and a 140mph maximum these days, but they'll be missing the point. This is a car where power really does come with the responsibility for controlling it and, thanks to the insidious creep of digital control systems, that's already something beyond the experience of many. It's even got a dashboard Indeed the opportunity to play with dampers, springs and geometry is all part of this car's proposition, so you can have a stiff track-focused weapon that will shake your fillings out, find a comfortable GT-style ride for your favourite B-road blat or anything in-between. In fact, it's easy enough to fiddle with these things in the paddock, so you can switch set-ups before and after those hot laps at Oulton. But you'll probably leave it in the hardcore track set-up, I reckon. Because if you buy one of the 100 G40Rs that Ginetta hopes to sell each year, you're probably half way to certifiable already. And if you're not predisposed to occasional bouts of maniacal laughter, after this you will be. fonte: www.pistonheads.com Ginetta - the new TVR Steve Sutcliffe Can’t tell you how glad I am to have driven the new Ginetta G40R; to have met the people and specifically the man behind the company – the amicable but exceedingly rich Lawrence Tomlinson – and to have read how enthused you lot are about it all. In many ways Ginetta feels to me like a new, improved version of TVR. Its aim is to produce sportscars that are relatively simple in their design and ambition, but which satisfy their drivers in a way that no mass-produced machine ever could. And the chap behind it all, LNT as he’s known, is truly a chip off the old block when it comes to liking what he says, and saying what he bloody well likes, much like Peter Wheeler was back in his day. Take this, which is what Tomlinson thinks about cars with paddles. “Paddles are brilliant – so long as you’ve got a left pedal. Take away the left pedal and it’s like chopping the driver’s balls off because you’ve lost all proper control of the car. I’m not a big fan of paddles on the road, to be honest, because how often do you honestly ever use them?’ I don’t entirely agree with him, as you probably know, but in this case that’s hardly the point. Or how about this. “I’m not going to create an MX5. Our thing is to make a car that you can drive to the circuit in, put a different set of tyres on maybe, fly round the circuit, go as fast or faster than a Murcielago, then bolt your road tyres back on and drive home in, having spent a tenth of the money in the process.” What’s most refreshing of all about Lawrence Tomlinson’s new Ginetta, though, is how much of an open shop his business appears to be. I spent a day at the factory recently and there was a real vibrancy to the place. Be it the thinkers in the design rooms, tapping away at their computers, or the machinists down below – to a man (and plenty of women, too) the staff working for Tomlinson seem happy; each and every one of them lit up when LNT walked their way. That’s a great sign, no matter how simple it may seem, and it’s not one you see too often in a business that employs over 1200 people in 2011 (not all of whom work for Ginetta, it must be said; Tomlinson is an entrepreneur of some magnitude and is one of the bosses of the so-called Yorkshire Mafia). And the great thing is, the best is very much yet to come from Ginetta Cars, and Ginetta Supercars. Just so long as the world economy doesn’t eat us all up in the meantime, they could really go places in the next 5-10 years. fonte: www.autocar.co.uk Ho messo in grassetto alcuni passaggi salienti della intervista PS: ora non ho tempo, dopo magari traduco l'essenziale, anche se sono convinto che chi verra' a mettere in naso qui dentro () non ne avra' bisogno...

Bellissima 2 - la vendetta. Frontale ultramoderno, fiancata filante e posteriore retro'. Con due lanciafiamme dietro sarebbe una perfetta moderna batmobile. Fotonica.

cribbio, leggo Martin Venator e mi preparo a parlare di Lynch, un personaggio che insieme ad alcuni musicisti mi ha stravolto la vita, poi vedo il messaggio di McNab...:rotfl: porca puttena non ci avevo mai pensato, sto ridendo cosi' tanto che il baccalazzo di birra che ho tra mani sembra uno tsunami in miniatura

In base alle tue esigenze, al budget ed alle auto che hai citato io andrei decisamente di A1 1.4 tfsi con DSG. Usata con pochi km sei in pieno budget e la trovi anche bella carica. Potresti anche considerare la sorella Polo, meno modaiola ma altrettanto valida. La classe A la scarterei perche' meno raffinata come cambio e motori (benzina, il diesel lo escluderei nel tuo caso), perche' comunque venendo tu da una mini sentiresti la differenz ain manier eccessiva e perche' se non hai necessita' di spazio in particolare la vedo una scelta non necessaria, appunto. La Y deve piacere, e' sicuramente fatta peggio rispetto alla A1 come finiture e, correggetemi se sbaglio, ha il robotizzato abbinato solo al bicilindrico. Tuttavia, proprio grazie a cio', ha dei costi di gestione sicuramente minori rispetto alla A1.

Ciao e benvenuto . Qualche domanda: 1) quanti km fai all'anno? 2) fai molta citta'? 3) hai particolari necessita' di spazio?

A me piace molto, a parte ovviamente il frontale carpesco e cromature glitter e paillettes modello europride (senza offesa). Un'auto abbastanza inutile ma piacente. Piuttosto stento a capire il senso della DS4. Certo che se sgarrano con il prezzo non avranno vita facile...

Non per fare il cacazzi ma ricordo che questa auto, se il paragone lo vogliamo fare con giulietta, avra' probabilmente finiture migliori (ed in parte anche la attuale serie 1 post restyling le ha), particolare che nella giulietta lascia abbastanza a desiderare. Senza dimenticare che, sparatemi pure, ma aldila' della motivazione (ovvero leggi e' quello che avevano in casa), questa C deriva da un'auto di seg D

Certo, per questo ho preso il la' da quello che hai postato per dire cosa ne pensassi io, non volevo mica dire che il mio pensiero fosse legge. Per inciso a me Vedder ed i Pearl JAm fanno impazzire comunque, sono l'ultimo grande gruppo che ho visto dal vivo (2 anni fa a Londra) e, personalmente, li considero la piu' grande band ri rock americano vivente. Semplicemente trovo che la voce di Vedder ha delle sfumature calde che rendono meglio su pezzi poco furiosi. Per il film, aldila' della regia (e preciso che Penn e' uno dei miei preferiti, ho la sua filmografia al completo e, a cicli, me la riguardo), la storia (non ho letto il libro) non mi piace perche', chiedo scusa se dico qualcosa di apparentemente immorale, esprime una certa dose di stupidita'. Detto questo chiudo sul film, se va a te o ad altri, si puo' continuare nella sezione apposita Tornando alla musica, rapito dalla versione italiana di "Celentano", non poteva che venirmi in mente Patton, quindi .. eccellente

:8-io me la farei anche cosi'...che splendore!

Non sapevo dell' EP in italiano, appena posso posso procedo all'ascolto!

Oggi in macchina mi sono intrippato con questi signori

razie, non avevo realizzato che fossero praticamente la stessa auto, in verde ci guadagna alla grande, l'ulitma foto che hai postato e' splendida...la NA era mitica in blu Grande Puffo, questa ora per me diviene mitica in verde Hulk. FAcci un pensierino In effetti, a me non sembra mica un valore assurdo per una sportivetta...pero' in effetti la ben piu' pesante slk 200 emette 158g/CO2 e la elise s solo 149g/CO2 Per carita', grande handling e divertimento ma decisamente un'auto meno fruibile della miata

@drucker - grazie per le foto, anch'io ho cercato roba in rete ma non c'e' stato verso. Data la presenza di riflessi non riesco a capire se si tratta semplicemente di nero o se e' presente effetto carbonio. Come e' dal vivo? Altra domanda, gli interni prevedono la fascia in colore carrozzeria verde o nera? In ogni caso e' davvero bella, il verde acido, unito a cerchi, tetto e specchietti neri con il plus degli interni in pelle-alcantara la rendono veramente interessante. Peccato sia stata dedicata solo al mercato tedesco. qui qualche piccola aggiunta (in realta' i particolari scarseggiano): "There will also be an optional ‘sports’ package available which adds an improved exhaust system, lower suspension, different floor mats and, that most sporty addition of all, an iPod adaptor. As it stands, the Karai is only set to be sold in Germany where 165 units will be put on the market starting at €30,000." Fonte: www.coolmotors.co.uk Pacchetto sport disponibile, inclusivo di sospensioni ribassata, scarico modificato, tappetini appositi ed adattatore iPod.

Esteticamente mi piace di piu' Delta, tuttavia questi interni ricercati che non rappresentano un misero take over (uno dei peggiori difetti di delta, imho) potrebbero richiamare piu' clienti, cina o non cina.

complimenti per l'acquisto, proprio ieri sera ho fatto un giretto su una 996 carrera cabrio, acquistata con pochissime miglia all'attivo dal marito di una mia collega. Per quanto la 996 non mi sia piaciuta esteticamente, il flat six e' godurioso ed ha una bella tonalita'. Se puoi pubblica delle foto!

Radica dotata di bella marezzatura, meglio di una fiorentina. Ci fossero anche i sedili tigrati della mitica kia shuma sarebbe da infarto.

Oltre alle fantastiche ma poco emozionali skoda octavia e superb, dovendo cercare qualcosa di capiente ma piu' modaiolo, motore diesel 2.0 140 o 170 ciuchini abbiamo...Fiat Freemont

New sports Jag to rival Boxster 01 August 2011 Jaguar is poised to finally reveal its all-new sports car, 36 years after consigning the iconic E-type to history. Codenamed the XE, the £40,000 rival to the Porsche Boxster “will blow the rest of the industry away”, according to a source within the company. Although the new car is not due to go on sale until late 2012, insiders suggest that Jaguar will unveil a concept car at the Frankfurt motor show this September, and in so doing upstage the launch of the latest Porsche 911 and the wider German car industry on its home territory. See a rendering of the Jaguar XE The styling of the XE, Autocar understands, follows the company’s philosophy of “expressing lightness”. This is a new Jaguar styling principle that should result in the shape of future models “visually reflecting” the fact that they are made entirely of aluminium. Insiders claim the XE has been conceived in the spirit of the E-type, rather than as an attempt to recreate the original. However, some of the E-type’s styling cues will inevitably appear on the XE, particularly those of the rare 1963 Lightweight model. The XE is based around Jaguar’s next-generation all-aluminium roadster platform. The production version will be 4.3 metres long — 450mm shorter than its XK sister car due in 2014. However, it will be almost as wide as the bigger car. This is because of the large transmission tunnel demanded by the rear-drive layout and the minimum crush space required to meet side impact regulations. Most of the length reduction of the XE has taken place in the chassis structure — in the space behind the front seats and ahead of the rear wheels. Ironically, as our scoop picture of the first engineering mule clearly shows, the resulting short-rear, long-bonnet proportions are a clear reflection of the original E-type. Today’s XK cabriolet weighs a hefty 1700kg in its lightest specification. Jaguar’s next-gen sports car platform will be lighter, although it will still use a combination of pressed and riveted aluminium panels, backed up by large aluminium extrusions. The extrusions underpin the centre section of the car and provide rigidity for the open-top version. The upshot is that the XE should weigh just over 1500kg, around 50kg more than today’s Boxster. While the concept version of the XE will be a roadster, it is not yet clear whether Jaguar will also invest in a coupé. The Porsche Cayman, which is a hard-top version of the Boxster, has not been a sales success with the buying public, despite being one of Porsche’s best-handling cars. The XE, which will be built alongside the next XK at Castle Bromwich, is expected to use V6 petrol engines in normally aspirated and supercharged forms. A turbocharged four-cylinder petrol unit is also being considered. Combined with the XE’s aluminium construction, an eight-speed automatic gearbox and stop-start technology, this latter engine should deliver remarkable economy and CO2 figures for a car in its class. A V8 is to be reserved for an extreme-performance range-topping model due to be released shortly after the initial XE launch. Whether there will be a diesel option is not clear. The biggest question mark is over what to call the XE, which itself will be part of a revised naming strategy for Jaguar’s future cars. At present, there is reluctance from some within the company to give the XE E-type badging because of the associations with the original. Fonte: Autocar.co.uk Questa volta definita rivale di Cayman, concept forse presente a Francoforte quest'anno e commercializzazione per fine 2012. Lunghezza sui 4.3 metri, larghezza prossima a quella della sorella maggiore XK. Piattaforma largamente in alluminio, peso sui 1.500kg. Contenimento dei pesi dovuto alla riduzione dello spazio tra cabina e ruote posteriori, caratteristica che conferirebbe l'aspetto muso-lungo-culo-corto, classico della E-type. Insicuro se sara' solo spider o anche coupe' (le vendite lente della Cayman potrebbe costituire un monito). Io aggiungo, una coupe' fastback sarebbe spendida! Motori V6 aspirati e supercharged. Fose anche un 4 cilindri e V8 per le versioni piu' spinte. Citato il cambio automativco a 8 rapporti. Dubbi sul nome, in quanto la casa madre potrebbe voler evitare l'utilizzo della lettera E, che riporterebbe all'inarrivabile antenata.

[COMUNICAZIONE DI SERVIZIO] - ho postato qui http://www.autopareri.com/forum/prove-e-recensioni-auto/50494-autocar-mercedes-benz-slk-200-blueeff-amg-sport-road-test.html#post27749693 una prova su strada della SLK 200 Sport AMG

Mi ripropongo sempre di ignorare questo topic poi cedo e qualche volta apro...babba bia, e' peggio di una peperonata a mezzanotte, non va giu'. PS: mi sembra che sul bmwpassion l'abbiano citata tra le 10 (o 20 ) auto piu' brutte nella storia dell'automobile