Cars are.

John Moore is a self-confessed car nut, but when he made the move from Montreal to Toronto, he dumped two of his cars — an Audi A4 and a Jeep Grand Cherokee, but he couldn’t part with the third — a 1990 Mazda Miata.

“I remember it coming out. I remember reading a review of it and liking the look of the car right away. I still remember the review. It said, ‘with a backside so cute you want to pinch it.’ People were just nuts about it back then,” says Moore, who worked in radio at CFRB’s sister station in Montreal before moving to Toronto.

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Auckland car auction firm Turners is holding one of its largest auctions of luxury cars with more than $1 million worth of top-range cars going under the hammer on Saturday from midday.

Many of the cars are on sale after their original owners defaulted on repayments. A number of the cars have been repossessed from finance companies - it would appear that not all of the people driving cars at the luxury end of the market could afford them.

Top makes at auction include Bentley, Aston Martin, Ferrari, Mercedes Benz, Porsche, Land Rover, Audi, BMW and Chrysler.

One of the examples up for grabs on Saturday is a 2005 Bentley Continental GT. For the first time at a Turners prestige auction, bidders will have the choice of two of these grand touring machines.

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F1 Distrutta una F430

Schumi e il prototipo distrutto

Schumacher-Ferrari, un binomio che continua a far parlare. L’accoppiata tra il Cavallino e il pluricampione del mondo di Formula 1 è finita di nuovo in prima pagina, per un prototipo Ferrari F 430, volato fuori pista nel cirtuito tedesco del Nurburgring, alla velocità di 250 chilometri orari. Niente di anomalo, tranne il fatto che l’incidente ha destato la curiosità del quotidiano tedesco Bild che, nell’edizione di ieri avanzava strane ipotesi. «Misterioso incidente a 250 km/h. Chi era al volante?» titolava il giornale.

Domanda che la testata crede plausibile, dal momento che l’incidente è stato tenuto stranamente segreto. «Circostanze misteriose - secondo il giornale tedesco - Dopo l’impatto il pilota di test della Ferrari ha trovato la vettura distrutta e abbandonata. Dov’era Schumi? Gli addetti al soccorso e la polizia sono stati messi in allarme, ma la polizia non ha indagato, in quanto il circuito era stato affittato per uso privato e non c’erano danni alle persone».

Versioni contrastanti sarebbero state poi fornite, secondo il quotidiano popolare, su chi fosse realmente alla guida della vettura al momento dell’incidente: «Parecchie persone presenti sul circuito hanno affermato che a guidare era Schumi». Il portavoce della Ferrari, Luca Colajanni, ha invece dichiarato al giornale che «Michael ha testato un prototipo. Era a bordo, ma a guidare era il pilota di test Raffaele de Simone».

Ma alla Bild non basta, perché corre voce che nell’auto ci fosse anche il figlio di Schumi, Mick. Notizia subito smentita dalla portavoce dell’ex pilota tedesco, Sabine Kehm. Un incidente che rimarrà comunque avvolto nel mistero perchè il tedesco, subito dopo l’incidente, si è dileguato a bordo di un’altra macchina, senza rilasciare dichiarazioni per accontentare la fame di scoop dei suoi connazionali.

Simone Di Stefano - Pubblicato su L’Unità del 29-07-2008

Comecei a fazer uns estudos bem despreocupados esses dias, ai acabou dando num caminho bacana. Vou desenvolvendo esse pra ver como fica. Nesse eu até que me senti um tanto confortável em fazer os três ângulos. Não sei bem porque, pra ser sincero. Será que é porque é algo mais fora dos padrões de carros normais?  Hmm…  a se pensar…

Был на шоу. Успел посетить только основной павилион. Но тем не менее, открыл для себя две машины: 1. Citroen C5 Tourer; 2. Range Rover Vague s/c SE. Первая удивила тем, что спидометр был размещен не по центру, а как у всех нормальных автомобилей - за рулем. Вторая поразила своим роскошным салоном. Больше ничего интересного не было.

P.S. Porsche опять не было.

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Most of us will most probably never have the chance of owning a Ferrari. But all of us will definitely dream of having one. And what a better way to start dreaming than having Ferrari’s newest offering, the F430 Scuderia right on your desktop. This amazing set of 73 high-res images includes static and motion pictures, details of the interior and exterior and God knows what else. Follow the jump and enjoy. (more…)

4/23/08…9:43 a.m.

Day 2. Hell’s Revenge Trail. From the trailhead we can see massive, bulbous formations of sandstone running above us. This is where we’re headed. This is pure climbing. No loose rock. No “waterfalls.” A lesson in grip.

The rock starts up from the sand. We climb onto them, climbing up from the sand—and suddenly find ourselves on a tightrope. A tightrope of rock. A thin line of rounded slick-rock with 100-foot drop-offs on either side. We drive straight.

We cruise into the trail’s canyons, work our way up and over a handful of sandstone mounds, gasping and holding our breath as the vehicles take 35° inclines, and as the landscape around expands. Even with occasional gusts of wind, one can see all the way to the horizon. To the end of the state, practically.

“How many people never see this?” Burns asks. And it’s true. Not many of us get a chance to see this kind of landscape. We do. Our vehicles let us. We see soft rolling rock hills. We climb them with ease, watching the vista drop down on either side of us. It’s smooth and beautiful—and requires a different kind of technical expertise than the tough, loose rock-crawling we tackled the day before.

We stop on top of a petrified sand dune and look out as the clouds pass over the sun, changing shadows on the landscape. We go down an incline—a 40° grade, easily.

As we make progress, I notice the LR3 engaging its ABS as it descends rock formations. I ask about it. It’s an ingenious use of the system. More so than for emergencies, the ABS allows for superior control if any wheel slippage occurs. That’s the essence of these vehicles. They are in total control. At all times. And they make innovative use of technology to support virtually any off-road challenge.

The sights are truly immense. All of us—the Range Rover, the Range Rover Sport, the LR3s—take time to step outside and look at the landscape. We gawk so much, we get an hour behind schedule. Which is fine. This is what we’re here for. The terrain is varied. Sand parts thrown between mini rock shelves and outcroppings. But it’s all quite a bit smoother and more comfortable than the craggy rocks of the previous day.

We stop at the top of an expansive 360° view of the La Sal Range, the Colorado River and the town of Moab far below us—which looks so small beneath us, it could be a miniature garden.

Another surprise. We’re heading down an extremely steep slope (another grade in the upper-30° range), and I feel the LR3 lift—even beyond its normal raised suspension. I learn that the vehicle is self-adjusting, extending its suspension automatically as it senses that it needs a slight bit more clearance. As Burns puts it, “The vehicle senses that there’s not enough terrain to grip—and it finds it.” These Land Rovers are constantly thinking, and it’s a marvel to consider the amount of engineering that’s gone into their abilities, and the constant computations that go into each movement.

I drive in the Range Rover Sport on the way down. It’s seat envelopes me, holding me tighter than the LR3 did. Like a cockpit. It’s an interesting lesson in character. Each Land Rover has its own particular sense of self. By the time our cars finish the descent, and we’ve made our way back down to the trail entrance, fatigue has set in. And satisfaction. We’re all utterly amazed at the landscape we’ve seen, the nature we witnessed.

4/22/08… 12:08 p.m.
At high noon, the trail evens out at the top of the shelf. We reach an expanse of sand. We switch the LR3’s Terrain Response setting to Sand mode, which allows for sure-footed acceleration and superior control over the slippery, finely grained trail surface.

We reach another section of medium-sized boulders, lined up in front of us in step-like shelves. It’s intense. Gripping the wheel, I look to our guides for instruction. Burns directs me, finding a good path in the rock—a “line” as he calls it. I ease the vehicle up and over the shelf, setting it down gently, riding up the face of the rock.

This is the amazing part about these vehicles. You look outside; you look up and forward; you see these rocks in front of you—and you can’t believe it’s crossable. You simply cannot believe it. But the Land Rover moves up and over, assuredly, carefully, effortlessly, softly.

And then we’re at one of the most bracing parts of Poison Spider Mesa. A thin, V-shaped cleft in the rock, like the trough of an ocean wave. This is the “Half-Pipe.” There’s only enough room for our vehicle’s wheels to balance on their outer rims. I move forward. Cautiously. Burns stands in front of the LR3; points the way. And with only the outer rims making contact, the Land Rover makes its way through the cleft—makes it way through and up the rock.

The payoff is dazzling. We reach a little bluff of rounded rock that opens into a steep canyon—an archway, through which we can see the Colorado running far below us.