Zenvo or Zenvo Automotive is a Danish sports car company located near Viby Sjælland on the Danish island of Zealand. It is managed by Jesper Jensen, the founder and financier, and Troels Vollertsen. The name 'Zenvo' is derived from a combination of their names.
Elegant Zenvo Cars
Impressive Zenvo Cars
Zenvo Automotive was founded in 2004. The prototype was completed in December 2008 and after the final phase of testing, production began in 2009. The designation of the car is Zenvo ST1. Only 15 cars are to be built and will be sold to approved customers.
Zenvo Cars On The Road
Zenvo Cars View Detail
Zenvo Cars Front Seat
The Zenvo is a high performance sports car. While power is available through its supercharger and turbo, it will still be driveable for everyday use. Its 7-litre V8 engine will achieve 1,104 hp (823 kW) at 6,900 rpm and 1,430 N·m (1,050 lb·ft) of torque at 4,500 rpm. Indeed, according to The Motor Report, recent tests returned a 0-100 km/h time of 3.0 seconds, while 0-200 km/h took only 8.9 seconds, and a top speed of 233.014mph.Zenvo offers keyless entry, satellite navigation, power telescoping steering wheel, and leather electrically adjustable racing seats.
Zenvo Cars Hatchback
Despite its power and large alloy wheels, the car is small, at just 15.3 ft (4.7 m) long, 6.7 ft (2.0 m) wide, and 3.9 ft (1.2 m) tall. It weighs just over 3,020 lb (1,370 kg) thanks to carbon fiber body panels.
2010 VW Passat Photo
2010 VW Passat Pics
The Lancia Stratos HF, widely and more simply known as Lancia Stratos, is a car made by Italian car manufacturer Lancia. The HF stands for High Fidelity. It was a very successful rally car, winning the World Rally Championship in 1974, 1975, and 1976.The Stratos was a very successful rally car during the 1970s and early 1980s. It started a new era in rallying as it was the first car designed from scratch for this kind of competition. The three leading men behind the entire rallying project were Lancia team manager Cesare Fiorio, British racer/engineer Mike Parkes and factory rally driver Sandro Munari. The bodywork was designed by Marcello Gandini, head designer at Bertone, and the technical layout was loosely based on a (Lancia Fulvia V4 powered) concept car called Stratos Zero which had been first shown at the Turin Motor Show in 1970. The body was wedge-shaped, and unusually short and wide, providing maximum traction. In 1971 Lancia presented the Lancia Stratos HF prototype at the Turin Motor Show. The prototype (Chassis 1240) was fluorescent red in colour and featured a distinctive crescent-shaped-wrap-around windshield providing maximum forward visibility with almost no rear visibility. The prototype had three different engines in its early development life: the Lancia Fulvia engine, the Lancia Beta engine and finally the mid-mounted Dino Ferrari V6. Lancia did extensive testing with the Stratos and raced the car in several racing events where Group 5 prototypes were allowed during the 1972 and 1973 seasons. Production of the 500 cars required for homologation in Group 4 commenced in 1973 and the Stratos was homologated for the 1974 World Rally Championship. The Ferrari Dino V6 engine was phased out in 1974, but 500 engines among the last built were delivered to Lancia. Production ended in 1975 when it was thought that only 492 were made. Manufacturer of the car was by Bertone in Turin, with final assembly by Lancia at the Chivasso plant. Powered by the Dino 2.4 L V6 engine that was also fitted to the rallying versions, but in a lower state of tune, it resulted in a power output of 190 bhp (142 kW; 193 PS), giving the road car a 0-60 time of just under five seconds, and a top speed of 144 mph (233 km/h). The car was sold as the Lancia Stratos Stradale.
For racing, the engine was tuned up to 280 hp (209 kW) and even to 560 hp (418 kW) with a single KKK turbocharger. However, turbocharged versions were only allowed to compete in Group 5 and were never as reliable as their naturally aspirated counterparts. The car won the 1974, 1975 and 1976 championship titles in the hands of Sandro Munari and Björn Waldegård, and might have gone on to win more had not internal politics within the Fiat group placed rallying responsibility on the Fiat 131 Abarths. As well as victories on the 1975, 1976 and 1977 Monte Carlo Rally, all courtesy of Munari, the Stratos won the event with the private Chardonnet Team as late as 1979. Without support from Fiat, and despite new regulations that restricted engine power, the car would remain a serious competitor and proved able to beat works cars in several occasions when entered by an experienced private team with a talented driver. The final chapter of the Stratos' racing career at international level took place as late as 1981, at the Tour de Corse Automobile, another World Rally Championship event, with a victory by longtime Stratos privateer Bernard Darniche. When the Fiat group favored the Fiat 131 for rallying Lancia also built two Group 5 turbocharged 'silhouette' Stratos for closed-track endurance racing. These cars failed against the Porsche 935s on closed tracks but proved successful in hybrid events. While they failed in the Tour de France Automobile, one of these cars won the 1976 Giro d'Italia Automobilistico, an Italian counterpart of the Tour de France Automobile. Unfortunately one of the cars was destroyed in Zeltweg, when it caught fire due to overheating problems. The last surviving car would win the Giro d'Italia event again before it was shipped to Japan to compete in the Fuji Speedway based Formula Silhouette series, which was never raced. The car would then be sold and reside in the Matsuda Collection before then being sold to the renowned collector of Stratos', Christian Hrabalek, a car designer and the founder of Fenomenon Ltd, who has the largest Lancia Stratos Collection in the world, 11 unique Lancia Stratos cars, including the fluorescent red 1971 factory prototype and the 1977 Safari Rally car. His interest in the car led to the development of the Fenomenon Stratos in 2005.Another unique Group 5 car is the Lancia Stratos HF of Austrian Rallycross driver Andy Bentza. The car was first driven by his Memphis team mate Franz Wurz, father of Formula One pilot Alexander Wurz. In 1976 Wurz claimed the first ever European Rallycross title recognised by the FIA with the car, by then still equipped with a 2.4 litre engine. For the ERC series of 1977 Wurz was entrusted with two experimental crankshafts by Mike Parkes, to bring the engine capacity up to just under 3000 cc. For 1978 Bentza took the Stratos over from Wurz, sold his own 2.4 litre Stratos to compatriot Reneé Vontsina, and won the GT Division title of the ERC. The one and only 3.0 litre Stratos was raced by Bentza till the mid 1980s, is nowadays still his property and ready to race. However, one of the two experimental crankshafts received from the Lancia factory was destroyed during a Rallycross event in the early 1980s.
In 1978, Bertone created and designed a concept car based on the Stratos called the Sibilo, although it was never intended for production.At the Geneva Auto Show of 2005, a British design firm known as Fenomenon debuted a retromodern concept version of the Stratos, designed by Christian Hrabalec and following its exhibition at the Frankfurt show, developed by Prodrive. The concept was based around a mid-mounted 419bhp V8. It turned out that this company had the rights to the Stratos name.Following the stalled Fernomenon project, one interested backer was convinced to fund a one-off model. Commissioned by Michael Stoschek (a keen rally driver and chairman of Brose Group) and his son, Maximilian. Announced in 2010, the new Stratos based on the overall design and concept of the original seventies Stratos and was designed by Pininfarina. The car made use of a Ferrari F430 Scuderia as a donor car, making use of the chassis (shortened by 200mm) and much of the mechanical elements including the 4.3L V8 engine. It was reported that if sufficient interest was shown it would result in a small production run. The car appeared in Michael Jackson's 1988 film, Moonwalker as well as in his music video for Smooth Criminal. In the anime Ex-Driver the main character Lisa Sakakino drives a Stratos. In the manga and anime series Ghost in the Shell, Batou drives a Stratos. Wheeljack, a character in the Transformers franchise, transforms into a Stratos sporting Alitalia racing livery.
The Artega GT, another automobile brand from Germany, debuted at the Geneva Motor Show earlier this year on March but it’s on display again at the 2007 Frankfurt Motor Show. The price tag of the Artega GT is at €74,948 or $104,000 in Germany with taxes. The car is powered by a VW 300 Hp 3.6 liter V6 direct-injection engine located right behind the driver and produces maximum torque of 350 Nm at 2400/min. The Artega Gt is weighted at 1100 kg without passenger. Artega claimed that the GT could sprints from 0 to 100 km/h in less than 5 seconds and with a top speed of more than 270 km/h. The Artega GT will be on sale in early 2008.
Sporty 2011 Artega GT
2011 Artega GT With The Top Speed
Technical specification of the Artega GT. Frame: Aluminum spaceframe. Rear module tubular space frame of high-tensile stainless steel. Bodywork: Carbon fiber reinforced compound material. Dimensions (L X B X H): 3950 x 1880 x 1180 mm. Empty weight: About 1100 kg. Kg/PS: About 3.6 kg/PS. Engine: V6 direct-injection engine in the rear. Displacement: 3597 ccm. Performance: 221 kW (300 PS) at 6600/min. Torque: 350 Nm at 2400/min. Drive: Rear-wheel-drive. Transmission: Six-speed direct-shift with Artega inverting stage (pat.appl.). Acceleration 0 – 100 km/h: less than 5 sec. Speed: more than 270 km/h.
Elegant 2011 Artega GT
Exotic 2011 Artega GT
It’s often said that with today’s safety standards, it’s impossible to design a car with the stunning and savage grace of the Lamborghini Miura. Henrik Fisker would say otherwise. This is the Artega GT, the designer’s compact, mid-engined supercar. The thing exudes brutal beauty. Its muscular form terrifies asphalt, threatens twisty roads. Sure, it’s not as graceful and sleek as the Miura, but I think it’s as close as we’re gonna get in this era of hyper safety standards. Performance wise, the Artega GT would give the Miura a run for its money. The 2,400-pound sports car can hit 60 miles per hour in 4.8 seconds and reach a 170 mph terminal velocity—without achieving liftoff. It’s powered by a 300-horsepower, 3.6-liter VW V6, which isn’t the sexiest power plant around, but it gets the job done. Price? A steal at less than $90,000. The Artega GT is supposed to be available late this year. Hit the jump for more pics.
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2011 Toyota Corolla C0ncept
2011 Toyota Corolla Hatchback
2011 Toyota Corolla Audio System
2011 Toyota Corolla Luxury Interior
2011 Toyota Corolla Front Seat
2011 Toyota Corolla Machine
The Range Rover Sport is a luxury-type sport utility vehicle (SUV) produced by the Jaguar Land Rover business unit of India's Tata MotorsThe chassis has been adapted from the integrated bodyframe, semi-monocoque, independently suspended design which debuted on the Discovery 3 in 2004. This allegedly gives the Range Rover Sport the refinement and structural rigidity advantages of a monocoque chassis with the robustness of a separate chassis design for off-road applications. It also allows for less expensive manufacturing of the vehicles due to a large number of common components. Although sitting on a modified version of the Discovery 3’s chassis, it is smaller than its more utilitarian sibling in every dimension with a wheelbase shorter by 140 mm (5.5 in). Its smaller dimensions and its raked roofline make it impossible to accommodate third-row occupants like the Discovery 3, but as a sports tourer it was never intended to be a seven-seater. Brembo front brakes are standard on all models except the TDV6. The Range Rover Sport made its first appearance in late 2004, in concept car guise as the Range Stormer. This was a low-slung, short wheelbase 3-door coupe that depicted a significant aberration in design brief for a Land Rover. The marque's first complete concept car sported split-folding gullwing doors, one-piece skeletal seats and 22 inch alloys. To the disappointment of many, the Range Rover Sport was comparably of much more conservative design featuring five doors and a wheelbase hardly shorter than that of the Range Rover Vogue.
The range-topping Sport is powered by a supercharged 4.2 litre all-aluminium Jaguar AJ-V8 producing 390 hp (290 kW) and 550 N·m (410 lb·ft), making it the second most powerful vehicle in the company's history, second to the larger Range Rover Vogue Supercharged which produces 400 hp (300 kW). A naturally-aspirated 4.4 litre variant produces 300 hp (220 kW) and 425 N·m (313 lb·ft) and has been adapted by Land Rover with a slightly greater capacity and increased torque. Both petrol engines have been designed with a sump and oil pick-up system to allow for operation at extreme angles. Due to lack of popularity, the naturally-aspirated power plant was omitted from the UK market in 2007. The advanced 2.7 litre turbodiesel TD V6 is an adaptation of the PSA/Ford development and produces 190 hp (140 kW) and 440 N·m (320 lb·ft) in Land Rover guise. It features a compacted graphite iron block and aluminium cylinder head with fast switching piezo crystal injectors. Debuting in both the Sport and Vogue in 2007 was the 3.6 litre twin turbodiesel TDV8. This engine is a further adaptation of the TDV6 but features a 90 degree block (as opposed to a 60 degree layout), twin variable geometry turbochargers and inlet valve deactivation. Unlike the TDV6 (and despite consistent rumours about the engine making an appearance in Jaguar or Ford products) the TDV8 has so far remained a Range Rover-only engine. All engine variants are mated to an adaptive six-speed ZF automatic transmission with CommandShift which reacts and adapts to varying driving styles. CommandShift gives the driver the freedom to sequentially manipulate gear changes.The Sport has suspension components similar to a Porsche 911. Cross-linked air suspension, as standard, gives the driver the option of three ride height settings including a standard ride height of 172 mm (6.8 in), an off-road height of 227 mm (8.9 in) and a lowered access mode. There is also an extra height available which is accessed by holding the respective button for when the off-road ride height is not enough. When the vehicle bellies out, its control system will sense weight being lessened on the air springs and the ride height is automatically raised to the suspensions greatest articulation. The cross-link aspect of the suspension system, which debuted on the L322 Range Rover in 2002, results in better off-road performance by electronically operating valves in pneumatic lines which link adjacent air springs. In the event of a wheel on one side being raised when travelling off-road, the pneumatic valves are opened and the adjacent wheel is forced down, simulating the action of a live axle setup.Land Rover’s patented Terrain Response system which debuted on the Discovery 3 is fitted as standard on all models. Terrain Response allows the driver to adjust chassis and transmission settings to suit the terrain being traversed. Five settings are available via a rotary knob on the centre console. These include general driving; grass, gravel, snow; mud and ruts; sand; and rock crawl. Suspension ride height, engine management, throttle mapping, transfer case ranges, transmission settings, electronic driving aids (such as electronic traction control (ETC), dynamic stability control (DSC) and hill descent control (HDC)) and electronic e-diffs are all manipulated through the Terrain Response system. All Range Rover Sports are equipped with a standard centre e-diff from Magna Steyr Powertrain which electronically locks and unlocks and apportions torque via means of a multi-plate clutch pack located in the transfer case which also offers ‘shift-on-the-move’ dual-range operation. A rear e-diff is optional on all Range Rover Sport models and is able to lock and unlock instantaneously. An in-dash display is available which, among other things, is linked to Terrain Response and displays important off-road information such as the status of the e-diffs, the angle of the steering and wheel articulation. It is also able to inform the driver of wheels which do not have contact with the ground.
