Grazios masinytes (...man labai patinka, bet ne mitsubishi)

[Euraz]

O siaip nesupykit, bet seni amerikonai man nekelia jokiu emociju, o kai zmones prasneka kaip gerai valit ivairus 200 sx ir kt japaskes, man iskart galvoj formuojas kontraargumentas "..o jei as tureciau eMke"

[ZEX]

Sitas man piktas

[Riebus]

no comments...

[Salkiz]

turgui uzmatytas =] kaina kazkas tik 100.000eu

[ZEX]

Bet tai kai jaustis furistui kai tokius krovinius veza Sedi kokie jauciu 5 su UZI aparatais

[Salkiz]

Bet tai kai jaustis furistui kai tokius krovinius veza Sedi kokie jauciu 5 su UZI aparatais

prieki dar buvo ant tos furos nauja audine a6 nu man rodskokiu 2005-2006 metu, virshui craisleris 300C , dar buva craisleris crosfieris 2 duru, ir A klases mescas naujausias =/ sakyciau kad uzi vien neuztektu

[Mantas]

Pora nesusipykusiu su dizainu zemisku egzemplioriu :

Retas grazus svediskas daiktas :

Retas grazus universalas (praktiskai grazesnis uz sedana) :

Eurai, po situ nuotrauku prasedu abejot tavo skoniu

[TADAS]

Bet tai kai jaustis furistui kai tokius krovinius veza Sedi kokie jauciu 5 su UZI aparatais

cia tik tau taip atrodo kad ten labai brangus krovinys po tentais daznai slepias gerokai brangesni kroviniai

[Matosas]

o kuom tau grazi 300ZX? gal nesigincykim del skonio

o kodel nesigincint visi visada sako ok skonis skonis nepradedam o davai pradedam

nissanas gal pradziai pasakyciau nera toks isreklamuotas kaip supra todel net nereikia jokiu tiuningu kad butu isskirtinai grazus (nekalbekim apie musu marijos zeme nes cia ir supra ir 300zx yra dievai)

beto jos stora rura man per stora todel auto su siek tiek kampuotesnius suluetu ziurisi graziau

prieksi supros kaip issigandusios pandos nu nieko daugiua neprimena tos apvalainos lempos

salone kas liecia priborus tai speedikas ir visi kiti veukt isvis

na šiaip tai supra per gilette reklamą laksto tai gal kažkam kokios asotisacijos vyriškumo aukštumos mol
suprots neatsisakyčiau dėl tech duomenų, apie 300zx'us su riebalu irgi viskas apkalbėta, bettieisog manau kad čia nėra neįperkama svajonė

beje čia ne tas iš talyšų bo labia jau glušai tokie patys

[Mantas]

Manau sitas APARAC yra vertas buti idetu i foruma



Vehicle type: mid-engine, all-wheel-drive, 2-passenger, 2-door coupe
Base Price: € 1,127,210 (£757 359, $1,440,800)
Engine type: quad-turbocharged and intercooled DOHC 64-valve W-16, aluminum block and heads, direct fuel injection
Displacement: 7993 cm³ (488.8 in³)
Performance ratings :


Zero to 60 mph (97 km/h): 2.5 s
Zero to 100 mph (161 km/h): 5.5 s
Zero to 150 mph (241 km/h): 11.3 s
Zero to 200 mph (322 km/h): 22.2 s
Zero to 250 mph (402 km/h): 55 s [5][6]
Zero to 100 km/h: 2.5 s
Zero to 200 km/h: 7.3 s
Zero to 300 km/h: 16.7 s
Zero to 400 km/h: 55 s [7][8]
Top speed (Electronically Limited): 253 mph (407.5 km/h)
Theoretical Top Speed: 257 mph (414 km/h) [9]


Fuel economy:

EPA city driving: 8 mpg U.S. (30 L/100 km)
EPA highway driving: 15 mpg U.S. (16 L/100 km)
Steady 253 mph (407.5 km/h): 2.1 mpg U.S. (115 L/100 km) so it will empty its 100l tank in 12 minutes

According to Volkswagen, the final production Veyron engine produces between 1020 and 1040 metric hp (1006 to 1026 SAE net hp), so the car will be advertised as producing "1001 horsepower" in both the US and European markets. This makes it the most powerful production road-car engine in history. Peak torque is 1250 N·m (922 ft·lbf).

Top speed was initially promised to be 252 mph (406 km/h), but test versions were unstable at that speed, forcing a redesign of the aerodynamics. In May 2005, a prototype Veyron tested at a Volkswagen track near Wolfsburg, Germany, and recorded an electronically limited top speed of 400 km/h (249 mph). In October, 2005, Car and Driver magazine's editor Csaba Csere test drove the final production version of the Veyron for the November 2005 issue. This test, at Volkswagen's Ehra-Lessien test track, reached a top speed of 253.2 mph (407.5 km/h).

The Veyron is the quickest production car to reach 100 km/h (62 mph) with an estimated time of 2.5 seconds. It also reaches 200 and 300 km/h (124 and 186 mph) in 7.3 and 16.7 seconds respectively. This makes the Veyron the quickest-accelerating production car in history. It also consumes more fuel than any other production car, using 40.4 L/100 km (5.82 mpg) in city driving and 24.1 L/100 km (10 mpg) in combined cycle. At full-throttle, it uses more than 125 L/100 km (2.1 mpg), which would empty its 100 L fuel tank in just 12.5 minutes. The car's everyday top speed is listed at 234 mph (377 km/h). When the car reaches 137 mph (220 km/h), hydraulics lower the car until it has a ground clearance of about 3 1/2 inches (8.9 cm). At the same time, the wing and spoiler deploy. This is the "handling" mode, in which the wing helps provide 770 pounds (3425 newtons) of downforce, holding the car to the road.[2] The driver must, using the key, toggle the lock to the left of his seat in order to use the maximum speed of 253.2 miles per hour (407.5 km/h). Theoretically it can go faster but it is electronically limited to 253.2 miles per hour (407.5 km/h) to prevent tire damage. The key functions only when the vehicle is at a stop when a checklist then establishes whether the car—and its driver—are ready to enable 'top speed' mode. If all systems are go, the rear spoiler retracts, the front air diffusers close and the ground clearance, normally 4.9 inches (12.4 cm), drops to 2.6 inches (6.6 cm).

The Veyrons' brakes utilize unique cross-drilled and turbine vented carbon rotors, which draw in cooling air to reduce fade. Each caliper has eight[2] titanium pistons. Bugatti claims maximum deceleration of 1.3 g on road tires. Prototypes have been subjected to repeated 1.0 g braking from 194 to 50 mph (312 to 80 km/h) without fade. With the car's fearsome acceleration from 50 to 194 mph (80 to 312 km/h), that test can be performed every 22 seconds. At speeds above 124 mph (200 km/h), the rear wing also acts as an airbrake, snapping to a 70-degree angle in 0.4 seconds once brakes are applied, providing 0.5 g (4.9 m/s²) of deceleration.[2] Bugatti claims the Veyron will brake from 252 mph (406 km/h) to a standstill in less than 10 seconds.[2] The braking is also so evenly applied that the car will not deviate from a straight path if the driver lets go of the steering wheel, even with the brakes fully applied starting from close to top speed.


Bugatti Veyron
By Jeremy Clarkson of The Sunday Times

Utterly, stunningly, jaw droppingly brilliant

When you push a car past 180mph, the world starts to get awfully fizzy and a little bit frightening. When you go past 200mph it actually becomes blurred. Almost like you’re trapped in an early Queen pop video. At this sort of speed the tyres and the suspension are reacting to events that happened some time ago, and they have not finished reacting before they’re being asked to do something else. The result is a terrifying vibration that rattles your optical nerves, causing double vision. This is not good when you’re covering 300ft a second.
Happily, stopping distances become irrelevant because you won’t see the obstacle in the first place. By the time you know it was there, you’ll have gone through the windscreen, through the Pearly Gates and be half way across God’s breakfast table.
It has always been thus. When Louis Rigolly broke the 100mph barrier in his Gobron in 1904, the vibration would have been terrifying. And I dare say that driving an E-type at 150mph in 1966 must have been a bit sporty as well.

But once you go past 200mph it isn’t just the suspension and the tyres you have to worry about. The biggest problem is the air. At 100mph it’s relaxed. At 150mph it’s a breeze. But at 200mph it has sufficient power to lift an 800,000lb jumbo jet off the ground. A 200mph gust of wind is strong enough to knock down an entire city. So getting a car to behave itself in conditions like these is tough.

At 200mph you can feel the front of the car getting light as it starts to lift. As a result you start to lose your steering, so you aren’t even able to steer round whatever it is you can’t see because of the vibrations. Make no mistake, 200mph is at the limit of what man can do right now. Which is why the new Bugatti Veyron is worthy of some industrial strength genuflection. Because it can do 252mph. And that’s just mad — 252mph means that in straight and level flight this car is as near as makes no difference as fast as a Hawker Hurricane.

You might point out at this juncture that the McLaren F1 could top 240mph, but at that speed it was pretty much out of control. And anyway it really isn’t in the same league as the Bugatti. In a drag race you could let the McLaren get to 120mph before setting off in the Veyron. And you’d still get to 200mph first. The Bugatti is way, way faster than anything else the roads have seen.

Of course, at £810,000, it is also jolly expensive, but when you look at the history of its development you’ll discover it’s rather more than just a car . . .
It all started when Ferdinand Piëch, the swivel-eyed former boss of Volkswagen, bought Bugatti and had someone design a concept car. “This,” he said, “is what the next Bugatti will look like.” And then, without consulting anyone, he went on. “And it vill have an engine that develops 1000 horsepower and it vill be capable of 400kph.”

His engineers were horrified. But they set to work anyway, mating two Audi V8s to create an 8 litre W16. Which was then garnished with four turbochargers. Needless to say, the end result produced about as much power as the earth’s core, which is fine. But somehow the giant had to be cooled, which is why the Veyron has no engine cover and why it has 10 — count them — 10 radiators. Then things got tricky because the power had to be harnessed.

For this, VW went to Ricardo, a British company that makes gearboxes for various Formula One teams.

“God, it was hard,” said one of the engineers I know vaguely. “The gearbox in an F1 car only has to last a few hours. Volkswagen wanted the Veyron’s to last 10 or 20 years. And remember, the Bugatti is a damn sight more powerful than any F1 car.”

The result, a seven-speed double-clutch flappy paddle affair, took a team of 50 engineers five years to perfect.

With this done, the Veyron was shipped to Sauber’s F1 wind tunnel where it quickly became apparent that while the magic 1000bhp figure had been achieved, they were miles off the target top speed of 400kph (248mph). The body of the car just wasn’t aerodynamic enough, and Volkswagen wouldn’t let them change the basic shape to get round the problem.

The bods at Sauber threw up their hands, saying they only had experience of aerodynamics up to maybe 360kph, which is the effective top speed in Formula One. Beyond this point Bugatti was on its own.

Somehow they had to find an extra 30kph, and there was no point in looking to the engine for answers because each extra 1kph increase in speed requires an extra 8bhp from the power plant. An extra 30kph then would need an extra 240bhp. That was not possible.

The extra speed had to come from changing small things on the body. They started by fitting smaller door mirrors, which upped the top speed a bit but at too high a price. It turned out that the bigger ones had been keeping the nose of the car on the ground. Without them the stability was gone.

In other words, the door mirrors were generating downforce. That gives you an idea of how much of a bastard the air can be at this speed.
After some public failures, fires and accidents, and one chief being fired, they hit on the idea of a car that automatically changes shape depending on what speed you’re going.
At 137mph, the nose of the car is lowered by 2in and the big rear spoiler slides into the slipstream. The effect is profound. You can feel the back of the car being pressed into the road.

However, with the spoiler in place the drag is so great you’re limited to just 231mph. To go faster than that you have to stop and insert your ignition key in a slot on the floor. This lowers the whole car still further and locks the big back wing down. Now you have reduced downforce, which means you won’t be going round any corners, but you have a clean shape. And that means you can top 400kph
That’s 370ft a second.

You might want to ponder that for a moment. Covering the length of a football pitch, in a second, in a car. And then you might want to think about the braking system. A VW Polo will generate 0.6g if you stamp on the middle pedal hard. You get that from the air brake alone on a Veyron. Factor in the carbon ceramic discs and you will pull up from 250mph in just 10sec. Sounds good, but in those 10sec you’ll have covered a third of a mile.

That’s five football pitches to stop.

I didn’t care. On a recent drive across Europe I desperately wanted to reach the top speed but I ran out of road when the needle hit 240mph. Where, astonishingly, it felt planted. Totally and utterly rock steady. It felt sublime.

Not quiet, though. The engine sounds like Victorian plumbing — it looks like Victorian plumbing as well, to be honest — and the roar from the tyres was biblical. But it still felt brilliant. Utterly, stunningly, mind blowingly, jaw droppingly brilliant.

And then I reached the Alps where, unbelievably, it got better. I expected this road rocket to be absolutely useless in the bends but it felt like a big Lotus Elise.

Occasionally, if I accelerated hard in a tight corner, it behaved strangely as the four-wheel-drive system decided which axle would be best equipped to deal with the wave of power. I won’t say it’s a nasty feel or dangerous. Just weird, in the same way that the duck-billed platypus is weird.
You learn to raise an eyebrow at what’s only a foible, and then, as the road straightens out, steady yourself for Prince Albert’s boiler to gird its loins and play havoc with the space-time continuum. No, really, you come round a bend, see what appears to be miles and miles of dead straight road, bury your foot in the carpet and with a big asthmatic wheeze, bang, you’re instantly at the next bend, with your eyebrow raised again.

From behind the wheel of a Veyron, France is the size of a small coconut. I cannot tell you how fast I crossed it the other day. Because you simply wouldn’t believe me. I also cannot tell you how good this car is. I just don’t have the vocabulary. I just end up stammering and dribbling and talking wide-eyed nonsense. And everyone thinks I’m on drugs.

This car cannot be judged in the same way that we judge other cars. It meets drive-by noise and emission regulations and it can be driven by someone whose only qualification is an ability to reverse round corners and do an emergency stop. So technically it is a car. And yet it just isn’t.

Other cars are small guesthouses on the front at Brighton and the Bugatti is the Burj Al Arab. It makes even the Enzo and the Porsche Carrera GT feel slow and pointless. It is a triumph for lunacy over common sense, a triumph for man over nature and a triumph for Volkswagen over absolutely every other car maker in the world.

VITAL STATISTICS

Model Bugatti Veyron 16.4
Engine 7993cc, 16 cylinders in a W
Power 1001bhp @ 6000rpm
Torque 922 lb ft @ 2200rpm
Transmission 7-speed DSG, manual and auto
Fuel 11.7mpg (combined)
CO2 574g/km
Acceleration 0-62mph: 2.5sec
Top speed 253mph
Price £810,345
Rating Five stars
Verdict Deserves 12 stars. Simply as good — and as fast — as it gets

[marasco]

O siaip nesupykit, bet seni amerikonai man nekelia jokiu emociju, o kai zmones prasneka kaip gerai valit ivairus 200 sx ir kt japaskes, man iskart galvoj formuojas kontraargumentas "..o jei as tureciau eMke"

nu nepykstu Euraz,bet tikrai galvoju,kas pas tave per skonis?

[pelioks]

o kuom tau grazi 300ZX? gal nesigincykim del skonio

Aš pritariu riebalui- jei ir pirkčiau kokią "mašiną, kuri stovi savaitgaliams"- imčiau 300ZX

Aš ir riebalą su 300ZX ginčiau

[Nasas]

jau labai darosi man atrodo nesigincijam del skonio aš už supra

[Euraz]

O siaip nesupykit, bet seni amerikonai man nekelia jokiu emociju, o kai zmones prasneka kaip gerai valit ivairus 200 sx ir kt japaskes, man iskart galvoj formuojas kontraargumentas "..o jei as tureciau eMke"

nu nepykstu Euraz,bet tikrai galvoju,kas pas tave per skonis?

Geras klausimas Gal kada prie pasnekesim, plati tema cia labai

[pelioks]

jau labai darosi man atrodo nesigincijam del skonio aš už supra

gerai