Lamborghini Veneno Roadster

Lamborghini Veneno Roadster – a collector's Masterpiece of Engineering and Design

As a further highlight of its 50th anniversary year, Automobili Lamborghini is presenting one of the most exceptional super sports cars of all time. The Lamborghini Veneno Roadster is an open racing prototype with an extreme design and breathtaking performance. And it is one of the world's most exclusive automobiles – not more than nine units will be built during the course of 2014 and sold at a price of 3.3 million Euros (excl. tax).

The Veneno Roadster is extreme and guarantees an intense driving experience – because open means truly open. There is no roof, just a strong rollover bar for optimum safety. The design is focused on optimum aerodynamics and stability through fast corners – with handling akin to that of a racing prototype. Yet it is fully road legal.

With a maximum output of 552 kW / 750 hp, the Veneno Roadster accelerates from 0 to 100 km/h in just 2.9 seconds and top speed stands at 355 km/h. The Lamborghini Veneno Roadster is driven by a twelve-cylinder engine with a displacement of 6.5 liters and is equipped with the extremely fast-shifting ISR transmission with five modes, permanent all-wheel drive and a racing chassis with pushrod suspension and horizontal spring/damper units.

The Lamborghini Veneno Roadster brings the aerodynamic efficiency of a racing prototype to the road. Every detail of its form pursues a clear function – exceptional dynamics, optimum downforce with minimal drag and perfect cooling of the high-performance engine. Therfore the Veneno Roadster is unmistakably a Lamborghini; it sticks firmly to the consistent design philosophy of all the super sports cars from Sant'Agata Bolognese. That includes the extreme proportions, as well as the powerfully arrow-shaped front end and the interplay between razor-sharp lines and precise surfaces.

The entire design of the Lamborghini Veneno Roadster has been laid out for perfect airflow and downforce. The front end works as a large aerodynamic wing. The visual division of the rear fenders from the car body is a reference to the world of racing cars and optimizes the aerodynamic flow. The smooth underbody transitions into a substantial diffuser framing the four sizable exhaust pipes divided by a splitter. Large openings serve to ventilate the engine bay and direct airflow to the rear wing. The design of the adjustable rear wing is the product of motorsport experience and extensive aerodynamic simulation to ensure optimum airflow in the interaction of the rear wing with the rear diffuser.

The design of the exclusive alloy wheels is also determined by aerodynamic functionality – a carbon-fiber ring around the wheel rim works like a turbine to deliver additional cooling air to the carbon-ceramic brake discs. The intense paint color "Rosso Veneno" was developed exclusively for the Veneno Roadster, although each single customer will be able to individualize his own vehicle to suit his personal preferences.

The Veneno Roadster is further proof of Automobili Lamborghini's unique competence in CFRP-based lightweight design. A monocoque made from carbon-fiber reinforced polymer forms the basis of the Roadster. All exterior parts are made from CFRP. The Veneno Roadster meets all safety and registration requirements worldwide, and naturally also incorporates a full complement of safety systems from airbags through to the adapted ESP handling system.

Carbon fiber dominates also the interior of the Veneno Roadster. The carbon fiber monocoque is visible inside the car around the central tunnel and the sills. The two lightweight bucket seats are made from Lamborghini's patented Forged Composite. The woven carbon-fiber CarbonSkin is used to clad the entire cockpit, part of the seats and the headliner. Like a hi-tech fabric, this extremely fine-looking carbon-fiber matting fits perfectly to any form and reduces the weight of the vehicle.

The systematic, carbon-fiber, lightweight design of the Veneno Roadster is not only visible, it is also evident on the scales: with a dry weight of just 1,490 kilograms (3,278 pounds), the Veneno Roadster benefits from a power-to-weight ratio of just 1.99 kg/hp (4.38 lbs/hp) which guarantees a performance that is nothing short of mind-blowing. Even the stunning acceleration figure of 2.9 seconds cannot adequately describe it. Despite an aerodynamic setup configured for extreme downforce, the Veneno Roadster possesses exceptionally low wind resistance which allows it to reach a top speed of 355 km/h (221 mph).

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Lorenzo Pole Nicky Hayden First Front Row Start on Motegi

Jorge Lorenzo will start from the front in the AirAsia Grand Prix of Japan, having clinched his second pole position within the space of a week. At the end of a single 75-minute qualifying session, the Yamaha Factory Racing rider headed Marc Marquez and Nicky Hayden, who picks up a first front row start for over a year.

On a weekend heavily disrupted by inclement weather, Qualifying on Saturday afternoon marked the first time the MotoGP™ riders had taken to the track at Twin Ring Motegi. In order to allow the field as much track time as possible, one single session of 75 minutes replaced the usual setup of 15-minute Q1 and Q2 periods.

Already quickest on a drying track, Lorenzo recorded blistering pace as conditions improved towards the end of the period, registering an effort of 1’53.471. Marquez (Repsol Honda Team) went second on his final flying lap, demoting Hayden to third; nevertheless, the Ducati Team rider still achieves his best qualifying result since the Spanish Grand Prix at Jerez in 2012. He now aims to take advantage of his grid position with Ducati before switching to Power Electronics Aspar next season.

Lorenzo’s impressive pace was demonstrated by the fact that all riders from third place downwards were over a full second in arrears. Behind, Row 2 will be occupied by Dani Pedrosa and Valentino Rossi for Honda and Yamaha respectively, with the second Ducati of Andrea Dovizioso in sixth position. GO&FUN Honda Gresini’s Alvaro Bautista will line up seventh – despite a crash at Turn 7 - from LCR Honda MotoGP’s Stefan Bradl, with the German returning from a fractured ankle. Aspar’s Aleix Espargaro was ninth, having already claimed the overall CRT honours for 2013.

Yonny Hernandez completed the top ten for Ignite Pramac Racing, while wildcard Katsuyuki Nakasuga enjoyed a strong session en route to 12th place for Yamaha YSP Racing Team. However, it was a difficult time for Monster Yamaha Tech3 as Cal Crutchlow and Bradley Smith could manage no more than 11th and 13th spots. Nakasuga’s compatriot Hiroshi Aoyama will begin his home race from 18th position on the grid with the Avintia Blusens FTR machine.

Should he be able to end the race with a points lead of 26 or more, 20-year-old Marquez will become the youngest ever MotoGP™ World Champion and first rookie title winner for 35 years. Taking place over the course of 24 laps and with dry conditions expected, Sunday’s 2013 AirAsia Grand Prix of Japan is set to begin at 2pm local time (GMT +9).

MotoGP

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Moto2 Qualifying Kallio Pole Rafid Topan P5 Motegi

Mika Kallio will start from pole position for the AirAsia Grand Prix of Japan, picking up the top spot in Moto2™ for the first time. The Marc VDS Racing Team rider will share the front row with Xavier Simeon and Johann Zarco, while title contenders Tito Rabat, Pol Espargaro and Scott Redding line up sixth, seventh and 15th.

Ahead of Qualifying, there had been no track action for any category through a lack of visibility and heavy rain at Twin Ring Motegi. Eventually, the intermediate class had one hour of running time in which to set up bikes as well as posting lap times for grid position. On a mostly dry circuit as the sun began to set in Japan, Kallio topped the timesheets with 2’01.248, edging out Simeon by two tenths of a second; this marked Kallio’s first pole since the 250 season closer in Valencia six years ago.

Less than one tenth of a second covered the riders filling spots two to four, with Simeon (Maptaq SAG Zelos Team) second as Zarco (Came Iodaracing Project) demoted Simone Corsi (NGM Mobile Racing) to fourth place in the lack knockings of the session. There was a top five effort from QMMF Racing Team’s Rafid Topan Sucipto of Indonesia, first to be top 5 for Indonesian Rider while Tuenti HP 40 pairing Rabat and Espargaro will line up sixth and seventh from Technomag carXpert’s Dominique Aegerter. The top ten was rounded out by Danny Kent (Tech3) and Mattia Pasini (NGM Mobile Racing).

It was a difficult day all-round for Redding. On Thursday, the erstwhile championship leader had been cleared to compete, having missed the last race in Australia after breaking his left wrist on the Saturday. In pain today, the Marc VDS rider rode to 15th position ahead of a day on which Espargaro could win the 2013 title; to claim the ultimate honour, he would need to finish inside the top seven, with Rabat not winning and Redding far enough behind to be left outside of touching distance. The current margin between Espargaro and Redding is 16 points, with a maximum of 50 remaining.

Sunday’s Moto2™ AirAsia Grand Prix of Japan is schedule to commence at 12:20pm local time (GMT +9), being decided over the course of 23 laps.

MotoGP

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Mazda 3 2014

Such was the plight of the previous-generation Mazda 3 four-door sedan and five-door hatchback. The grotesque smile and black-tongued face no mother could adore kept these otherwise excellent compacts from earning the respect they deserved.

Celebrating its 2010 clean break from the Ford Motor Company, Mazda is strutting its small-car stuff with an all-new 2014 3 family designed and developed in-house with no Blue Oval collusion. The four- and five-door bodies are back, sans grinning grilles, on a 2.4-inch longer wheelbase with a 1.6-inch width stretch. The family resemblance to the CX-5 crossover and the 6 flagship sedan is clear, yielding some of the more attractive small cars less than $30,000 will buy.

The five-door is 1.8 inches shorter overall versus the half inch snipped from the four-door. Models with an “i” suffix are powered by a new 2.0-liter four-cylinder, while an “s” signifies a 2.5-liter. Both fours abide by the Skyactiv ethos consisting of variable valve timing, direct injection, a 13.0:1 compression ratio, and a penchant for revs. The little engine’s redline is 6800 rpm while the bored-and-stroked big brother tops out at 6500. Four trim levels are available with the 2.0 and three with the 2.5; factor in the body and engine choices and you’ve got eleven different Mazda 3s to choose from.

The 3i Grand Touring tested here is a middle child with a starting price of $24,040 (versus the basement model’s $17,740) and only four options—a $70 cargo mat, a $100 rear bumper guard, $125 door-trim plates, and a gorgeous metallic paint job costing $300 extra. Standard GT equipment consists of 16-inch aluminum wheels, automatic climate control, a seven-inch touch screen with navigation and a rear camera, and a split-folding rear seat. The GT’s Bose sound system boasts nine speakers, HD and satellite radio, two USB inputs, Pandora, Stitcher, and Aha audio. Bluetooth and SMS message delivery and reply are also standard GT fare.

Shift and Shout

Even with this equipment bounty, our test car weighed a reasonable 2892 pounds. While the spunky 2.0-liter engine is happy at its work, it doesn’t move this package with excessive enthusiasm. The run to 60 took 7.9 seconds with but 87 mph showing on the speedometer during the 16.3-second quarter-mile sprint. You’re justified blaming tall gearing for some of that languor, but without it the stick-shift 3i wouldn’t earn the 40-mpg EPA highway rating essential for competing against compact-class competitors, hybrid or otherwise.

Need more speed? Locking the right pedal to the floor yields an impressive 131 mph, attributable to the five-door’s 0.28 drag coefficient and modest frontal area. Alternatively, you can ante up $3250 to $5000 for a 2.5-liter 3s, which adds 29 horsepower to clip 0.7 second from both zero-to-sixty and quarter-mile times.

The attractively tailored, red-stitched upholstery isn’t real leather, although it would take a lab-grade sniff test to confirm that. Painted plastic and faux carbon-fiber accents included with the Grand Touring trim are equally impressive. While the seven-inch touch screen can be an enigma at times, the ‘Commander’ knob on the console does a reasonable job of mimicking Mercedes-Benz’s COMAND controller at a fraction of the cost. The station tuning and seek switches on the steering wheel are much handier to use than the redundant controls hidden in the screen menus.

This first run through our test gauntlet bodes well for better things to come when the Mazdaspeed performance division turns its attention to the new 3. Replacing the smiley face and Ford flavoring with Skyactiv technology was a brilliant move, worthy of a most improved player award in the brutally competitive compact class.

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MINI S Paceman 2013

It’s increasingly clear that the product planners at Mini don’t feel constrained by the brand’s name, an attitude that might have been inspired by Humpty Dumpty’s draconian take on definitions. Just before having his great fall, Humpty said, “When I use a word, it means just what I choose it means—neither more nor less.”

The Paceman is the latest proof of the elasticity of the word Mini. Using the elongated architecture that supports the five-door Countryman, the three-door Paceman is about the same size as a Hyundai Veloster—not exactly elephantine, but far from petite. Compared with the base Mini hardtop, still the brand’s bestseller, the Paceman is 15.6 inches longer, 4.0 inches wider, and 4.5 inches taller. And at 3331 pounds, it’s as much as 800 pounds heavier.

Performance Math

The engines available in the Paceman are the same three variations of the 1.6-liter four employed across Mini’s entire product line—one naturally aspirated, two turbocharged. The sum of their specifications doesn’t add up to blazing performance, especially with the optional ($1250) six-speed Steptronic automatic transmission fitted to our test car. Even with the automatic in manual mode, the shifts are deliberate, but not a performance asset.

Propelled by the milder of Mini’s two 1.6-liter turbos (181 horsepower, 177 lb-ft), our Cooper S Paceman ALL4 (as in four-wheel drive) required 7.3 seconds to reach 60 mph, covered the quarter-mile in 15.7 seconds at 89 mph, and consumed 21 seconds reaching 100 mph. Contrast those results with the numbers we wrung from a Cooper S hardtop: 0 to 60 in 6.2, the quarter-mile in 15.0 at 95, and 0 to 100 in 16.7. And the 1.6 turbo in that Cooper S was rated for 172 horsepower; the additional nine ponies came later.

Inevitably, mass will have its say in matters of acceleration and general dynamics. Adding several hundred pounds to the equation mitigates transient response, although in this area the distinctions become less tangible. The Paceman is heavier and taller, but it has the moves and feel that help set Minis apart from the herd. The king-size Mini might not be quite as quick on its feet as its smaller counterpart, but the fun-to-drive factor—limited body motions; quick, tactile steering; a gratifying sense of connection with the car—is undeniably present.

The downside of this last point is something common to all Minis. The stiff springs, the aggressive damping, the hard bushings, and the low-profile run-flat tires (Pirelli P Zero 225/40-19s) provide respectable grip (0.86 g) and okay braking (169 feet from 70 to 0 mph), but at the expense of ride quality that doesn’t take much uneven pavement to become seriously abrupt.

EPA fuel-economy ratings aren’t great for such a small car, at 23 mpg city and 30 highway. We achieved 24 mpg over 684 miles.

Size Matters

But if the Paceman gives something away to the hardtop in terms of performance, it does have some advantages. Specifically, there’s room for a pair of adults to reside comfortably in the rear seats. Try cramming a pair of your pals into the rear of a hardtop Mini, and see how long they continue to like you. The hardtop’s rear seat is essentially a parcel shelf. In the same vein, the Paceman offers substantially more cargo room, with 11.7 cubic feet behind the rear seats and 38.1 cubic feet with the rear seats folded flat. So if utility is an issue, the Paceman delivers.

Beyond that, the Paceman is one of just two Minis to offer the brand’s ALL4 all-wheel-drive system (the Countryman is the other).

Arguably, if utility is the objective and the prospective buyer wants to stay within the Mini family, the Countryman, with its extra set of doors, makes more sense. On the other hand, if style tops the list of priorities, then the Paceman has a definite edge in visual cool versus its five-door cousin. The three-door preserves the proportions, rising beltline, and sloping roof of the hardtop on a bigger scale, with its own interpretation of the Mini grille and a going-away view dominated by a set of oversize round taillights.

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Review Suzuki Swift 1.4

Not long since his return to Indonesia at the end of 2012, the figure is now the latest generation Suzuki Swift is a lot we meet on the streets of Greater Jakarta and other cities in the archipelago. Yes, that's the best response to the Indonesian market newcomers in the hatchback segment. It is not only experienced by Swift, but also by its rivals such as the Hyundai Grand Avega 1.4, Ford Fiesta 1.4, KIA Rio 1.4 and Chevy Aveo.

Especially if the main reason is not because of the cars in this segment offers an attractive design, adequate performance, economical fuel consumption, and the price is relatively affordable. So also with its compact dimensions and further confirms its nature as an urban car. And the most important is the design of digandruingi many young drivers.

This is why many manufacturers who participate lowering products in this segment. Then what is the mainstay of the latest generation Suzuki Swift hatchback market to break this growing demand?

Although all components of the platform and the car was new, but this latest Swift still looks very similar to the old one. In fact, when viewed at a glance when the car was speeding, almost difficult to distinguish from the previous generation. The owners of Swift Swift is like the previous figure, it is the reason Suzuki maintains almost the same shape it.

Previous generation Swift has been known as a good-looking car with a roof that sharp, like a knife, plus a black front pillar. However, because this car is a generation that is really new, of course, are required to be able to display the Suzuki Swift design is also impressive new, with the old design considerations so diminaticharus carried over into the next generation. This is why the evolution of the design is done with great caution.

Her face became more refreshed headlight design with longer and more curved look. Similarly, back, side trunk opening is made higher in order to support the robustness of the structure. Design rear combination lamps are also made ​​to be more - fused with the body contour. House mirrors have now been equipped with turn signal. Finally, all four wheels now appear more sporty design with a new 16-inch alloy wheels.

The rest, all new Swift just look fatter and bigger dimensions present the results of a longer 155 mm, and 5 mm wider than its predecessor. Evolution minimalist design is expected to attract more consumers to choose the new Swift.

The platform used is the same platform used - with Suzuki Ertiga. That is, the Swift has a level of NVH ( noise , vibration, harshness ) which is similar to his Big brother 's. Structure made ​​of steel it is also equipped with side impact beams to protect against side impact.

This time its power is generated from a rather unusual source. When Swift previously offered with a 1.5 liter engine, now Swift is only coded K14B engine equipped with a capacity of 1.4 liters. Strength decreased from 100 hp to 95 hp and a peak torque of 133 Nm also reduced to 130 Nm. However, the engine is also used in the Ertiga is claimed to be more fuel efficient.

Just like the previous model, the Swift still uses McPherson struts front suspension and torsion beam with coil behind. The damping system is also used on its twin, Ertiga. So even with a 4 - speed automatic transmission is a transmission that used the same as those used in the Ertiga matic has just been released.

Suzuki Swift now has a length of 3,850 mm. This length is approaching the latest Honda Jazz ( 3,920 m ) and the Chevy Aveo ( 4,031 mm ). So, this car should have been able to give the cabin area of ​​the competitors.

But in fact, the maximum back-row legroom is only 630 mm. Indeed, 5 - passenger hatchback can accommodate three adults in the back seat, but they are more comfortable if the back row is filled by three children or adolescents, because lower roof makes the cabin rear headroom ( 820 mm ) to be more limited.

The same was seen in the trunk. Luggage capacity of 204 liters is not exactly great, even when the second row seats folded though. More than that, the rear seats can not be folded up flush with the surface of the trunk floor.

Baggage door openings are small little difficult access accommodation goods. Indeed, for a supermini size, no rival Honda Jazz luggage capacity ( 399 liters ).

Luckily, Swift cabin soundproof is excellent. Quality of NVH ( noise , vibration, harshness ) is a mainstay Ertiga, also can be felt from the Swift cabin is quiet. Why, minimal vibration K14B engine that sits on rubber pads and is positioned away from the firewall. As a result, engine vibration is reduced succeeded well, as well as with his voice not so audible from inside the cabin. It's just that at high speed, voice articulation tires sized 185/55 R16 are still investigating into the cabin.

Which is also enjoyable Swift is the quality of the cabin interior materials . Plastic material used is better than its competitors . The design is neat and simple , not a lot of instruments and a scattering of buttons on the dashboard .

Meter cluster of interest is now also equipped with multi- information display ( MID ) that can display full information about mileage , fuel consumption , air temperature outside the cabin , until the hour indicators .

Swift is now also features automatic air conditioner . So even with the head in- dash audio unit that is equipped with audio control switches on the steering wheel , and come equipped with a USB socket .

Swift is not equipped with leather seats. However, the thick seat cushion with back support is quite comfortable when occupied for a long time. Availability seat adjuster and adjustable steering wheel makes it easy to find the position of driving.

Storage compartment provided was plentiful with a wide center console, bottle holders in each door, and a large glovebox . Increased convenience features come with the presence of start-stop button . Safety features include dual airbags for front passengers .

95 hp does not sound too great . Maximum torque of 130 Nm is also just , but the rate is higher than the Ford Fiesta 1.4 liter ( 128 Nm ) .

Suzuki admits that despite lower energy depot capacity of 1.5 liter form the 1.4 liter , but the performance of the engine is no less than its rivals . Evidently, Swift managed to drag from rest to the 100 kph in 13.0 seconds . 1.7 seconds faster than the Ford Fiesta 1.4 which recorded 14.7 seconds . In fact , Swift lost only 0.4 seconds from the Toyota Yaris larger 100 cc engine .

K14B engine has been using drive -by-wire technology and has the dimensions of a ring - cash and lightweight . Not only the engine , Suzuki even replace the radiator fan made ​​of metal with a plastic . Total weight of the vehicle from the previous generation was reduced to 75 kg . This achievement is also supported by a new frame structure that is lighter but more rigid .

That is, power and torque are reduced , managed to offset the weight of the vehicle decreased significantly.

4 - speed automatic transmission with gear ratios are tight enough to contribute to channel power from the engine vigorously . Is typical of such transmission is very supportive of the distinctive character of Swift and nimble , but the beat is generated at every turn of his teeth enough reducing comfort .

Meanwhile , rests ventilated disc brakes in front and solid discs at the rear . As a result, the car can stop from a speed of 60 kph in 2.2 seconds and a distance of 15.8 meters . Brake Swift also is equipped with ABS and EBD .

Engine
Installation Front
Type K14B, DOHC, VVT 4 inline 1.372 cc
Bore/stroke 73,0 x 82,0
Compression ratio 1:10
Power 95 hp@ 6.000 rpm
Torque 130 Nm @ 4,000 rpm
Power to weight 95,1 hp/ton
Torque to weight 130,1 Nm/ton

Type  Front Wheel Drive
Gearbox Otomatis, 4-speed

Length 3.850 mm
Width 1.695 mm
Height 1.510 mm
Wheel base 2.430 mm
Ground clearance 140 mm

Chassis
Construction Monokok
Weight 1.000 kg
Wheels 185/55R16
Tyres R16

Suspension
Front McPherson Strut + Coil Spring
Rear Torsion Beam + Coil Spring

Type  Electronic Power Steering

Brakes
Front Ventilated disk
Rear Disc
Anti-lock ABS, EBD,

Performa
0-20     1,4 second
0-40     3,4 second
0-60     5,8 second
0-80     9,0 second
0-100 13,0 second

Fuel Consumption
City 16,4 kpl
Highway 20,3 kpl

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Arsenal Blast Norwich City 4-1

Tepat sebelum kick-off , Liverpool telah pergi ke puncak klasemen Premier League dengan hasil imbang 1-1 di Newcastle . Meskipun mereka turun ke urutan kedua , hasilnya berarti sisi Arsene Wenger akan jelas dengan kemenangan atas Norwich .

Manajer bermunculan kejutan dengan meninggalkan keluar Aaron Ramsey , bisa dibilang pemain Arsenal musim ini sejauh ini. Namun kelalaian diperbolehkan Santi Cazorla kembali untuk pertandingan pertamanya sejak derby London Utara pada tanggal 1 September .

Ini adalah pertama kalinya Santi Cazorla dan Mesut Ozil telah bermain bersama. Perubahan lain dari hasil imbang di West Brom dua minggu lalu melihat Bacary Sagna menggantikan Carl Jenkinson .

BABAK PERTAMA

Arsenal mulai dengan keyakinan dimengerti meskipun Norwich yang tegas . Meskipun tekanan terus-menerus , tim tuan rumah hanya memiliki dua pemandangan gol di 15 menit pertama - Cazorla tembakan rendah dan memblokir upaya Oliver Giroud itu .

Tapi pertama kalinya mereka memotong melalui mereka menciptakan gol ahli .
Wilshere mulai dan selesai beraktivitas . Pada menit ke-18 Inggris meluncur melewati beberapa lawan di tepi daerah sendiri sebelum memasangnya off .

Beberapa detik kemudian dia hanya luar kotak Norwich dan , setelah paling menyenangkan satu sentuhan interaksi antara dirinya , Cazorla dan Giroud , voli bola ke sudut. Ini adalah gol pertama Liga Premier Wilshere di Stadion Emirates .

Dan itu mungkin salah satu yang terbaik mencetak gol di tanah sejak dibuka pada bulan Agustus 2006 . Tujuannya memberi Arsenal bantal dan , dalam kebenaran , Norwich menunjukkan sedikit tanda menyebabkan mereka kesulitan. Akibatnya , tim tuan rumah melaju .

Delapan menit sebelum jeda , mereka bangun dengan kaget . Kieran Gibbs dirampok Russell Martin dan menyeberang rendah ke tiang dekat . Pertama kali tembakan Giroud adalah rendah dan renyah tetapi John Ruddy membuat menyimpan baik-baik saja .

Baru setelah itu , Mathieu Flamini pergi . Orang Prancis itu mungkin masih grogi setelah benturan kepala dengan Alex Tettey . Sebelum istirahat , Ruddy juga diselamatkan dari voli Sagna .

Tapi Norwich berakhir setengah dengan mantra tekanan dan mereka diuji Wojciech Szczesny untuk pertama kalinya ketika Leroy Fer telah mencoba tendangan dari kejauhan. Sebuah gol cukup menakjubkan dari Jack Wilshere, Arsenal memimpin 1-0 saat istirahat.



BABAK KEDUA

Hal ini hujan gol luar sana orang - mendapatkan orang brollies keluar. Ini adalah tujuan lain dari Arsenal yang hanya jeritan Arsenal - sebuah serangan balik selesai dengan itu penyihir kecil Mesut Ozil. Terlalu banyak gol untuk melakukan sedikit lebih dari titik O nya, sayangnya.

Sore yang nyaman untuk Arsenal hanya berubah sedikit kurang begitu. Jonny Howson - salah satu dari 24 mantan pemain Leeds di skuad Norwich - menawarkan selesai dikendalikan indah dari tepi area penalti setelah Per Mertesacker gagal pergi ke mana pun pada khususnya.

Mesut Ozil mencetak dua gol saat ledakan babak kedua meraih kemenangan Arsenal atas Norwich untuk memperpanjang keunggulan mereka di puncak klasemen Liga Premier.

Jonny Howson menemukan sudut bawah dengan 20 menit tersisa untuk keributan saraf . Tapi Aaron Ramsey mencetak gol kesembilan indah musim untuk membuatnya 3-1 sebelum Ozil menyamakan kedua mudah .

Meskipun Norwich mengancam pada beberapa kesempatan , para pengunjung tertangkap oleh tiga momen kelas sebagai Arsenal pemanasan untuk Liga Champions bentrokan dengan Borussia Dortmund pada Selasa dengan kemenangan klinis.

Kekalahan berarti Norwich sisi Chris Hughton ini telah kehilangan empat dari lima pertandingan liga terakhir mereka dan tetap di bawah tiga.


@aditya_flux is a GUNNERS #COYG #VCC

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Pole Position Lorenzo For Australian GP

Jorge Lorenzo has clinched pole position for the Tissot Australian Grand Prix, beating Marc Marquez and Valentino Rossi to the top spot in a highly dramatic shootout at Phillip Island.

With only three rounds remaining in the 2013 MotoGP™ season and Marquez able to clinch an historic premier class title win this weekend, the qualifying session at Phillip Island would prove to be one of the most incident-packed of the year.

Ultimately, Lorenzo clinched his third pole of the campaign – his first since Jerez in May – courtesy of a best lap of 1’27.899, but this was only after the reigning World Champion’s Yamaha Factory Racing bike clipped a seagull. The margin at the front would be two tenths of a second, with Marquez able to secure the world crown on Sunday if he ends the race with a points advantage of 51 or more.

The 20-year-old newcomer has now also amassed a points margin large enough to become unassailable in the BMW M Award, successfully winning the prize on his first attempt.

In third place, Rossi – who on only three occasions in his career has failed to finish on the podium at Phillip Island – will start on the front row for the second consecutive race, ahead of GO&FUN Honda Gresini’s Alvaro Bautista who qualified fourth but went off-track at the end of qualifying. Fifth will be Sepang winner Dani Pedrosa (Repsol Honda Team) - who is the only rider other than Marquez and Lorenzo who retains a mathematical possibility of winning the championship - from Monster Yamaha Tech3’s Cal Crutchlow, who will start sixth. Row 3 will be occupied by Tech3’s Bradley Smith plus Ducati Team pairing Nicky Hayden and Andrea Dovizioso.

Tenth on the grid will be Energy T.I. Pramac Racing’s Andrea Iannone, who entered the Q2 shootout from Q1, as was also the case with Dovizioso. It was towards the end of Q1 when Iannone was involved in an on-track disagreement with Power Electronics Aspar’s Aleix Espargaro, who failed to feature in Q2 for only the fourth time this in 2013. In the meantime, Colin Edwards set the CRT pace as he qualified 11th for NGM Mobile Forward Racing, one position in front of Randy de Puniet while the Frenchman’s teammate Espargaro will be 13th on the grid; both de Puniet and Edwards suffered incidents in the Q2 shootout.

LCR Honda MotoGP’s Stefan Bradl has taken no further part in the weekend since attempting to ride in opening practice, having fractured his right ankle at Sepang one week ago; the German hopes to return at Motegi next weekend. Australian Bryan Staring will start his home race 21st on the Gresini CRT bike, with fellow countryman Damian Cudlin having qualified 23rd for PBM on his 31st birthday.

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Legenda MotoGP, Casey Stoner

Casey Stoner dilantik sebagai Legenda MotoGP ™ di Phillip Island, Sabtu. Juara Dunia tahun 2007 dan 2011 menjadi Legenda MotoGP ™ ke-20, bergabung pengendara seperti rekan Wayne Gardner dan Mick Doohan.

Stoner bergabung di kelas utama MotoGP ™ pada tahun 2006, tergabung dengan tim LCR Lucio Cecchinello sebelum beralih ke Tim Ducati dan merebut gelar pengendara perdananya pada tahun 2007. Sebuah mahkota kedua datang pada gadis Repsol kampanye Tim Honda New South Wales pengendara tahun 2011, kemudian pensiun pada akhir tahun berikutnya.

" Ini sangat istimewa, " kata Stoner sebagai ™ Legenda MotoGP. " Tampaknya sedikit tidak realistis ketika saya ditawari ini, tapi saya tidak akan menolaknya.

" Saya menghargai yang menempatkan bersama pengendara seperti itu, meskipun kadang-kadang aku tidak merasa seperti saya pantas berada di sana. Saya sangat bangga dengan prestasi kami memiliki selama waktu kita di Grand Prix. Kami tidak mendapatkan keberhasilan yang kita harapkan dalam kategori yang lebih rendah, tetapi dengan MotoGP ™ di tahun kemudian - kecuali beberapa kejuaraan saya pikir kita bisa berjuang agak sulit untuk kami selalu sangat bangga dengan apa yang kami raih. Sungguh merupakan suatu kehormatan bagi saya untuk ditambahkan ke daftar orang-orang seperti itu. "

CEO Dorna Sports Carmelo Ezpeleta menambahkan pentingnya membuat Stoner MotoGP ™ Legenda - ide pertama kali ke Australia pada akhir musim lalu.

" Ini adalah senang untuk memiliki Casey sini dengan kami hari ini dan untuk bisa memperkenalkan dia ke Hall of Fame MotoGP ™ Legends, " komentar Ezpeleta. " Casey telah menjadi pembalap luar biasa bagi kami dan benar-benar sebuah legenda di seluruh dunia. Saya benar-benar menghargai memiliki dia di sini.

" Kami berbicara tahun lalu di Valencia, di akhir kejuaraan, saya mengusulkan kepadanya, ia mengatakan ia akan sangat senang untuk melakukannya dan kami sepakat untuk melakukannya di sini Phillip Island adalah tempat untuk melakukannya dan kami sangat senang dan bangga melihat Casey dan keluarganya di sini. Hal ini sangat penting. Casey adalah bagian dari sejarah kita dan harus ada di sini. "

Casey Stoner lahir pada 16 Oktober 1985, yang berarti ia merayakan ulang tahun 28 -nya pada Rabu pekan ini. Selama karir Kejuaraan Dunia, yang dimulai di kelas 125 pada tahun 2001, Stoner meraih total 45 kemenangan Grand Prix, 89 podium, 43 pole position dan 33 lap tercepat serta pasangan nya gelar juara dunia.



MotoGP

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New World Champion Marc Marquez?

Setelah kagum dengan penampilannya di 2013, Marc Marquez bisa menjadi termuda MotoGP Juara Dunia di Australia akhir pekan ini. Haruskah ia melakukannya, 20 tahun akan menjadi pembalap rookie pertama untuk mengklaim hadiah utama sejak Kenny Roberts melakukannya 35 tahun yang lalu, pada tahun 1978.

Takdir Marquez di Australia akan tergantung pada posisi finishing Yamaha Factory Racing Jorge Lorenzo dan Repsol Honda Team Dani Pedrosa rekan, serta apakah pendatang baru ini mampu mencapainya, tetapi dia harus menyelesaikan setidaknya kedelapan untuk mengklaim mahkota.

Marquez akan menjadi Juara Dunia di Australia di bawah kondisi berikut :

- Marquez menang dan Lorenzo finis ketiga atau lebih rendah

- Marquez selesai kedua , Lorenzo kelima atau lebih rendah dan Pedrosa tidak menang

- Marquez selesai ketiga, Lorenzo kedelapan atau lebih rendah dan Pedrosa tidak menang

- Marquez selesai keempat , Lorenzo 11 atau lebih rendah dan Pedrosa tidak menang atau finis kedua

- Marquez selesai kelima , Lorenzo 13 atau lebih rendah dan Pedrosa tidak finis di podium

- Marquez selesai keenam , Lorenzo 14 atau lebih rendah dan Pedrosa tidak finis di podium

- Marquez selesai ketujuh , Lorenzo 15 atau lebih rendah dan Pedrosa tidak finis di podium

- Marquez selesai kedelapan , Lorenzo gagal mencetak gol dan Pedrosa tidak finis di empat besar

Tahun lalu , Marquez mensegel gelar juara dunia Moto2 pada sirkuit yang sama, Phillip Island.




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NEW HONDA CB 300R

The Honda stopped making CBX 250 Twister 6 months ago, retired model, and now the successor is the beautiful CB 300R. The bike that 'borrowed' the design for the CBR 300 was Honda CB Hornet 600F which was launched earlier this year. Twister was the 7th bike more sold in the country last year, and has an audience that loves the bike, since launch in 2001 were manufactured nearly 500 thousand units.

The triangular headlight is 60W and has a small fairing that brings the patch panel, the tail is short and a single exhaust outlet is shorter than the old version. Increasing the cubic capacity of the engine was to attend the third phase of Promot 3 without harming the performance of urban naked. "We work on an engine that meets the Brazilian legislation. Promot In this new phase, we need a greater ability to have a lower emission of pollutants, especially in measurements up to 120 km / h. 291.6 cm ³ The fruits are an increase in diameter and the piston stroke (79.0 x 59.5mm). Finally, the architecture remains the same: a cylinder, dual overhead cams command (DOHC), four valves and cooling mixed (air with oil cooler).

So far nothing new, except the capacity. ducts and intake and exhaust valves were reworked to adapt to food for electronic fuel injection system - programmed (PGM-FI) - designed by Keihin to CB 300R. The new bike has more power obviously it has 26.5 hp 24 hp against the Twister. bike has A torque of 2.81 Nm at 6,000 rpm.

Already the bike is more power Honda opted for a 5-speed rates , this to avoid gear reductions mainly uphill streets and hills. With more modern design and robust compared to the CBR 300R Twister gives an impression of being a large bike. This is because the 18-liter tank contributes to this impression Twister was 16.5 liters of tank capacity. the new model comprises two air deflectors that, besides the aesthetic function, assist in cooling the motor.

Pirelli tires into Sport Demon wider measures: the front 110/70 and rear 140/70 (Twister used tires 110/80 and 130/70, respectively). Both alloy wheels in 17 inch with new design. Impressions Turning on the bike it is noticed that the pilot tip in a more comfortable position due to the position of the legs, the bike is safer because it has an anti-theft system in the ignition of the bike. gorgeous With a panel with marker-speed digital and analog RPM marker noted that Honda used the Hornet as a basis for devising this bike.

The motor has instant answers at the touch of the throttle. At low speed the bike did not gasp as the 250cc version and also the Twister was a lot of noise when running. A new CB 300R is quieter and has a well agreed that rates allows the engine too. Testing the bike at high speed the bike is observed that reached 142 km / h. Finally Honda took the electronic injection system that will bring greater fuel economy and, for the old Twister was pretty ugly but lost in the technology for the Yamaha Fazer.

The bike was a quieter, more stable the whole suspension and dampers and breaking more economical because it was almost 30 km per liter of petrol while Twister was 24 km per liter.

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Ford Focus TDCi Econetic 1.6

Detail refinements including unique low-drag wheel trims further improve the existing 1.6 TDCi Focus Econetic’s headline economy figure from 76.4mpg combined to 83.1mpg, with CO2 emissions dropping from 99g/km to 88g/km.

That 99g/km model remains on sale alongside this even cleaner version. The two share an engine, mechanical spec and power and torque outputs of 104bhp and 199lb ft respectivey.

In keeping with the ‘less is best’ eco philosophy, however, the 88g/km Focus is only available in lower-end Edge trim (you can have your 99g/km model in Titanium spec, though, should you so choose).

Cruise control, steering wheel-mounted audio controls, USB and aux-in connectivity all come as standard, but if you want Ford’s SYNC tech package including DAB radio and Bluetooth, you’ll have to pay an extra £340.

To drive, almost indistinguishable from the 99g/km 1.6 TDCi Focus.

Which is to say engine performance that’s doggedly workmanlike at best, pedestrian at worst, and frustratingly mated to a chassis that displays all of the best dynamic sparkle that an everyday Ford has to offer (which is a considerable amount).

Our previous criticisms of the 1.6 TDCi’s low-rev recalcitrance hold just as true here, with an asthmatic off-boost delivery leading to some awkward moments when pulling away. The sure-fire cure is to give it a heavy boot from a standstill, but that’s entirely at odds with the Econetic Focus’s fuel-saving ethos. With practice and familiarity pulling away becomes less fraught, but it always feels like a more conscious effort than it should be.

That laggy obstinacy tends to be less of a problem once rolling but it never goes away entirely. The motor feels at its best once flowing freely on A-roads and motorways, but it’s punchy and rewarding enough around town providing you time your upshifts carefully. However, an opportunist open-road overtaker this is not.

The compromises in performance do pay off, though. On one particularly feather-footed motorway/urban run, we returned an impressive 72mpg, although such figures have to be worked for. It’s quite conceivable that with even greater restraint it would be possible to edge even closer to the Focus’s official 83.1mpg combined economy figure.

Ford Focus Econetic Edge 1.6 TDCi

Price £18,145; 0-62mph 11.8sec; Top speed 116mph; Economy 83.1mpg (combined); CO2 88g/km; Kerb weight 1350kg; Engine 4 cylinders in line, 1560cc, turbodiesel; Power 104bhp; Torque 199lb ft; Gearbox 6-speed manual


autocar.uk

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VW e-UP

VW isn’t used to following trends, of course, but its electric car strategy has long been one of biding its time, the reasoning being that there is no economic case for rushing in, as customer demand has been too small. Now sales are growing in tune with political pressure and a need to establish a pioneering reputation in the field.

Drivetrain aside, the e-Up is almost entirely familiar. The 81bhp, 155lb ft electric motor sits up front, while the 18.7kWh lithium ion battery pack weighs 230kg and lies in the floor, so the centre of gravity is lower than in a combustion engined car. There are no interior space compromises, and the interior fittings are near identical to standard, save for the charging and eco-orientated instrumentation.

As ever, it is the on-the-move experience that sets an electric car apart. The silent progress is broken only by road noise and the instant torque is a revelation that does much to put the 12.4sec 0-62mph time to the back of your mind. As a result, the VW e-Up is a car that feels swift and special, so long as you are willing to reset your established values.

It’s a surprise, too, how little the additional weight impedes the car. At 1139kg all-in, it is far from light, but there are palpable benefits in ride quality. Handling, too, is reasonable, even if the suspicion is that the extra weight negates any benefits from the lowered centre of gravity. Only the steering disappoints, delivering virtually no feel, although VW is far from alone from facing that accusation in this field.

VW says it has stolen a march on its opposition via its energy recovery system, which at first sounds daunting, but is quickly intuitive to use. Via the shifter that sits in place of the traditional gearstick, you can select from four energy recovery modes of varying aggression, the lightest of which gently slows the car and the harshest of which is the equivalent of a good press of the brake. Examples of opportunities to use the modes include downhill runs or when approaching traffic lights, and if you anticipate the road and traffic conditions well you soon find you hardly need the footbrake.

There are also three driving modes – normal, eco and eco plus – which progressively reduce power and electrical systems depending on how energy minded you want to be.

As with all cars, the e-Up's range depends on how you drive. Measured on the New European Drive Cycle, the new VW e-Up electric car has a theoretical range of 160km or 99 miles. However, wary of over-stating the case and being pilloried by stranded customers, VW revises that figure, suggesting that a more realistic expectation should be 75-103 miles in summer and 50-75 miles in winter.

For what it's worth, we drove 70 miles on hilly public roads with energy conservation in mind at all times, consuming energy at the rate of 9.3Kwh/100km – which gave the Up a genuine range of 112 miles from its 18.7Kw battery. That's a reasonably extreme example, but shows VW's claims are realistic. It is an impressive distance to cover on a charge costing around £2.80, too.

The suitability of the e-Up to you depends on how you live your life. As ever, if you drive distances longer than its range, forget it. Likewise, you need to use it frequently to make the required running cost savings to compensate for the high purchase price.

However, a standard plug will take nine hours to fully charge the car from empty, while a supercharger can do the job in half an hour - both of which open up distinct possibilities for using the car as a daily driver. The infrastructure around you is critical to whether it is a good buy, but it is worth remembering that few people drive as far as it can cover on a daily basis.

The final assessment of this undoubtedly fine car must also wait until we know its exact price. In Germany it will sell for around £22,500 pre-grant. As a result potential buyers will have to weigh up the benefits of owning their battery, as in this case, or paying out less initially and leasing the battery, as with the Renault Zoe.

What’s clear, though, is that the arrival of more competition, and smaller electric cars, is bringing prices down and widening the niche of potential buyers for which they have a practical benefit.

autocar.uk

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