Friday, 26 December 2014

MEC Design Unveils Stunning Mercedes-Benz SLS AMG Roadster

here's plenty of life left in this old car

Built for a customer in Finland, MEC Design has revealed one of its latest programs based on a Mercedes SLS AMG Roadster. While the AMG GT hogs the limelight, the SLS is still a firm favorite with the Silver Star faithful. The owner of this particular model has added the German tuner's body kit, including a new front bumper with integrated LEDs, a carbon-finish lip spoiler, a rear bumper, carbon-finish mirror caps, spoiler and diffuser inspired by the Black Series, and carbon-trimmed tailpipes.

New side skirts and wheel spacer kit for the original wheels round off the exterior treatment, while inside the drop-top SLS receives a full carbon interior with carbon/Alcantara steering wheel and carbon shift paddles.

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2016 Cadillac CTS-V revealed

Ask the company's executive team, and they'll tell you "this is the maximum Cadillac V-Series." It's the2016 CTS-V sedan, and it packs the very best of what's possible at Cadillac. And the company says it doesn't think "anyone thought it was possible that we could push [the CTS-V] this far."

The big news is what's underhood: General Motors' supercharged, 6.2-liter LT4 V8, tuned to 640 horsepower and 630 pound-feet of torque. That's 10 hp and 20 lb-ft less than the monstrous Corvette Z06, and the result is the most powerful car Cadillac has ever produced. With rear-wheel drive, launch control and the eight-speed automatic transmission (sorry, folks – no more manual transmission here), Cadillac says the 2016 CTS-V will sprint to 60 miles per hour in just 3.7 seconds, on its way to a top speed of 200 miles per hour.

Naturally, Cadillac's engineers say they have tuned the CTS-V to ensure it can put all that power to the ground with the most precision and poise possible. That starts with the excellent Magnetic Ride Control active damping system (with a claimed 40-percent increase in responsiveness)and a 25-percent increase in structural stiffness that should improve overall handling and steering. What's more, a high-performance Brembo brake package comes standard, as do 19-inch alloy wheels wrapped in seriously sticky Michelin Pilot Super Sport tires that will reportedly offer 1g in lateral acceleration.

Cadillac also says that all changes to the bodywork are functional. That includes a carbon-fiber hood, front splitter, rear spoiler and diffuser that are super light and aid with aerodynamics and weight reduction – all of which will be available as an optional package for folks who like the exposed carbon look. Inside, it's more of what we're used to on lesser CTS models, but there's newly optional carbon fiber trim, microfiber suede upholstery trim, and some seriously awesome Recaro seats.

Additionally, as we exclusively reported earlier, Cadillac will offer GM's Performance Data Recorder in the CTS-V. It records high-definition video with data overlays that's sharable via social media. Beyond that, Cadillac will offer the usual smattering of tech goodies, including Siri Eyes Free, OnStar with 4G LTE, CUE infotainment with navigation and Bose audio.

The CTS-V will launch later next year, following the debut of the smaller ATS-V. In the meantime, the sedan will officially bow at the 2015 Detroit Auto Show in just a few weeks. Pricing has yet to be announced, but we assume it'll be revealed in the not-too-distant future. In any case, this thing looks seriously good, and to say we're stoked to drive it would be an understatement. This ought tobe the maximum Cadillac V-Series, indeed.

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One Goal to Bring Together Industry Leaders

One Goal to Bring Together Industry Leaders for healthy competition, China International Motorcycle Trade Exhibition (Cima Motor) and PCMIC has One Voice
Are Chinese motorcycles posing threat’ to the Japanese & Indian industry Or It’s just another country doing business?
The Organizers Cima Motor and Pakistan China Motorcycle Industry (PCMIC) invite industry leaders to the 13th Annual Global China International Motorcycle Trade Exhibition (hereafter refers as CIMA Motor 2014), the largest motorcycle exhibition in Asia, Friday, Nov 14 through Sunday, Nov 17, 2014 in Chongqing, China.
This year’s theme, “Economic Parity: One Voice, One Goal,” will provide opportunities for the motorcycle makers and parts companies to join the exhibition & conversation in leveling the playing field for minority companies to do business.
The three-day exhibition & conference will connect automotive executives, entrepreneurs, suppliers, dealers, automotive manufacturers, advertising agencies, media outlets and others from across the motorcycle and parts spectrum to discuss strengthening and creating opportunities for people of color.
With the appearance of some credible-looking bikes like the CF Moto 650NK and 650TR, Loncin LX650 and the Qianjiang QJ600GS in recent months there’s been growing rumbles in the bike press about the Chinese industry.
Words like ‘threat’ and ‘invasion’ are inevitably bandied about, as if Chinese bike makers are dead set on crossing borders in massed ranks, wiping out the opposition through strength in numbers and cheap price tags.
The fact is that yes, China is becoming a bigger player on the world market, with overall numbers of Chinese-made bikes expected to surpass sales of Japanese machines in the near future (albeit mainly uber-cheap scooters, so while sales volumes are high they still account for a far smaller chunk of the overall amount of money being spent on motorcycling).
But those expecting the Chinese to come in and wipe out or seriously damage existing brands, mimicking the effect that Japanese imports had on European manufacturers in the 1960s and 1970s, have got the wrong end of the stick. History doesn’t tend to repeat itself quite like that, and China’s situation is very different to that of Japan fifty years ago.
Japan’s export strength was a function of the country’s engineering abilities, honed during WW2, and the fact that its economy was on its knees after the war. ‘Export or die’ might have been a British post-war saying but in Japan it carried even more truth, leading to government-controlled cooperation between companies with the simple intent of bringing more money into the Japanese economy. Firms were forced to work together, sometimes even merge, for the greater good of the Japanese economy. And the European manufacturers that Japan’s bike makers hurt were generally complacent, over-confident and unwilling to change in response to their new rivals. Those that rose to the challenge survived, those that dismissed it didn’t. Modern businesses, those that survived the Japanese challenge, were part of that challenge or have grown up since it, aren’t likely to behave in the same way. They operate in a global market quite unlike that of the 1960s, when national pride, tax strategies and insular thinking meant buyers were far more likely to buy home-grown products than imports.
China is in a quite different economic position to 1960s Japan. Its economy is already huge – the second largest after America – and wealthy (it’s the largest creditor in the world, lending money to other nations). It’s also got an enormous population with fast-improving standards of living and wages. The result for Chinese bike firms is that the big money is to be made not by exporting to Europe and making large-capacity, Euro-friendly models but by concentrating on the ravenous home market. Sure, Chinese scooters are doing well in the UK, but largely as a result of western import businesses seizing opportunities to buy cheap bikes over there and flog them for peanuts over here. For the Chinese manufacturers themselves, we’re small fry in comparison to the millions of potential customers they have on their own doorsteps.
Yes, now some big bikes are startingto emerge from China, but once again the target isn’t a Japanese-style export boom – they’re simply reflecting the growing affluence in China itself (where the likes of Ducati now also sell bikes to
the growing numbers of wealthy Chinese businessmen that seem at odds with
the concept of a communist country).
If those bikes also appeal over here,
then why not offer them to us as
The bikes they’re turning out look increasingly decent, and in future you might well end up riding a Chinese-made bike (don’t scoff, your dad probably would have done the same if you’d once suggested he’d ride a Japanese one). However, it won’t be because Chinese bikes have somehow destroyed the industry elsewhere, it will be through choice. There’s also a good chance it won’t be a Qianjiang, Lifan or CF Moto, but something with a much more familiar name; after all, your iPod was almost certainly made in China but it’s still an Apple product. Honda has factories in China, along with other established brands, while yet more already outsource production of components to Chinese firms. The fact is that China is already a world-stage player in the bike market – not a ‘threat’ or an ‘invasion’ but just another country doing business.
In addition to shifting from transportation-oriented motorcycles to large-displacement motorcycles, Chinese motorcycle manufacturers must change their marketing approaches to meet new market requirements. Consumers of large-displacement motorcycles are completely different from consumers of small-displacement motorcycles in terms of education background, life style, consumption levels, consumption habits, and consumption psychology. However, researches reveal that the manufacturers adopted the same showroom sales approach for the two different types of product. In overseas markets, manufacturers pay more attention to culture display and product experience for every large-displacement motorcycle model. Instead of launching advertisements that have poor message delivery effect, manufacturers tie brand value with services and influential public events such as club activities and motorcycle race sponsorship to generate culture recognition.
About Author:
Muhammad Yousuf Shaikh, An Auto Industry Consultant, Motorcycle Industry Expert, Motorcycle Designer, China Sourcing Expert, Serial Entrepreneur and the Founder & Chairman of Pakistan China Motorcycle Industry Council (PCMIC), offers his analysis of the motorcycle trade & industry trends from Pakistan & China.  The Chairman PCMIC working with motorcycle trade & industry for over two decades, Yousuf believe that new projects could help motorcycle industry to design and produce new design, new tech & large displacement motorcycles in Pakistan to compete with Indian motorcycle industry as Pakistan offered exclusive incentives in taxation on new entrant to manufacture new design, new tech & large displacement motorcycle. For further details and for assistance please email at

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Electric Rickshaws Will Hit The Roads of Pakistan Soon

It seems like a great time for electric vehicles in Pakistan. We are seeing more and more hybrid cards on the street, initiatives aiming to replace motorcycles with E-bikes are gaining steam and now, we will also be seeing the Electric Rickshaw on roads in Pakistan. The new vehicle is called the Z5 E-Tricycle and it is going to be launched by Zar Motors.
The E-Rickshaw looks sleek and visually, it is a step up to the traditional ones we see on the roads currently. It converts sunlight into energy and is expected to have significantly lower running costs.

Electric Rickshaws

The E-Rickshaw looks sleek and visually, it is a step up to the traditional ones we see on the roads currently. It converts sunlight into energy and is expected to have significantly lower running costs.

Charging and Mileage:

The biggest issue for electric vehicles is charging and it seems like the Z5 takes care of that nicely. It can be charged through any normal outlet (100V-240V) just like your cellphone. You can charge the battery up to 80% capacity in 2 hours while a full charge would take around 7 hours. The 80% charge will last for about 50 kilometers.
While there is no information about pricing just yet, it’s safe to assume it will cost more than a traditional rickshaw. According to the company’s own estimates, the cost of buying an E-Rickshaw will be paid off in 14 months. The Rickshaw will have capacity for 1 driver and 3 passengers although it can be extended upon request.
For major cities like Lahore, the E-Rickshaw could be an amazing replacement. We know that we’d prefer it over regular rickshaws for the noise and air pollution reductions alone.
For major cities like Lahore, the E-Rickshaw could be an amazing replacement. We know that we’d prefer it over regular rickshaws for the noise and air pollution reductions alone.
Khwaja Ahmad Hassan, adviser to CM Punjab, was recently seen testing the Z5 E–Tricycle recently at the CM Office in Lahore. That makes sense since the use of these new vehicles is already covered under the Rozgar scheme by the government. We just hope that the benefits of the E-Rickshaw outweigh the initial costs so that Pakistan can move towards a greener future.
Price and Availability: 

The price and availability of the E-Rickshaw are unknown at the moment.
Detailed specs for the Z5 R-Tricycle are provided below:

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Panther Tyre awarded Brand of the Year Award-2013

Governor Punjab, Chaudhry Muhammad Sarwar awarded the prestigious “Brand of the Year Award-2013” to Panther Tyres limited. This significant award in the category of “Motorcycle Tyres & Tubes ” was received by Mr. Azhar Hanif, Regional Sales Manager South, Panther Tyres Limited. This spectacular award event           was      held            in         Karachi.
Commenting on this achievement a spokesman of the Company said; Panther Tyres Ltd., an illustrious name in Tyre industry is striving hard to expand the scope of Pakistani Tyres & Tubes locally as well as by exporting quality tyres & tubes around the globe.

Panther Brand has been a trade mark for quality tyres & tubes since many decades. Panther products range is available in a broad range of sizes and designs for Motorcycles, Rickshaws, Light commercial vehicles, Tractors, Truck Bus radials and Passenger car radials.

Panther Tyres Limited, Manufacturer of a wide range of tyres and tubes in different categories is considered as the number one Pakistan based motorcycle tyres and tubes company and this status has been re-confirmed after receiving “Brand of the year award, 2013”. The uncompromising quality of the product is also recognized by other local manufacturers of motorcycles tyres in Pakistan. ISO 9002 certificate is another proof of company’s commitment to maintain quality standards.Panther Tyres  Limited is determined to continuously play leading role with pride, in order to earn greater respect for company and country. The company attained this position by offering high quality products to local and international customers.

Panther continue to stay committed to enhancing the quality of products and upgrading technologies. It goes without saying that adheres to the highest standards of safety in Pakistan.

Panther enjoys long-standing relationships with leading OEMs like Honda, Super Power, Super Star, Unique, Suzuki, Road prince, Zimco, New Asia, Sazgar, Qingqi , Millat Tractors & Al-Ghazi. Working closely with partners’ Research and Technology departments to manufacture scientific, highly-durable customized Tyres for all customers. By creating new business opportunities, reducing costs, getting to market faster and increasing customer satisfaction, OEM partners have empowered us to grow exponentially.
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2015 Aston Martin Vanquish.Eight-Speed Transmission

There's something really special about an Aston Martin Vanquish. It's not my favorite model in the British automaker's range – I'm more of a Vantage guy, if I'm being choosy. But every time I drive one, I feel like I'm piloting something fit for royalty, $300,000 price tag and all. It's stunning to look at, even in the rather drab shade of gray pictured here. It makes an absolutely killer noise, the free-breathing V12 firing from beneath the hood and out the back with a truly intoxicating sound. And from behind the wheel, it feels like a truly proper grand tourer. Well, almost.

The one major hiccup with the Vanquish I drove last year was its six-speed automatic transmission. In a word, it was awful. Really jarring shifts, delayed manual control through the paddles, and really, just a hugely misaligned piece of an otherwise excellent puzzle. So I was happy to hear that for 2015, Aston Martin had fitted a new, ZF-sourced, eight-speed unit – you know, the transmission being used by automakers like BMW, Jaguar, Audi, and many more. I normally have zero issues with this silky gearbox. But in the Vanquish, it wasn't smooth sailing like I expected – it feels like it still needs some final calibrations. But that doesn't make this car any less special.

Drive Notes
I love this engine. The 5.9-liter, naturally aspirated V12 makes 569 horsepower and 465 pound-feet of torque, and it absolutely loves to rev. That's a good thing, since the siren song of the Vanquish's V12 is most pronounced at higher engine speeds. In fact, it's not really all that audible right from the get-go. You have to work it up past 2,500-3,000 rpm before this thing really starts to sing. But when it's turned up to 11, it's one of the best-sounding engines I've ever heard.
That said, getting the Vanquish going is kind of an awkward process. There's a surprising momentary lack of power delivery right at throttle tip-in, and then the Vanquish suddenly jolts forward. It's alarming – I found myself raising an eyebrow and yelling "GO!," especially when trying to quickly merge into the traffic flow. But it'll go, when it's ready, and hitting 60 miles per hour takes just 3.6 seconds.
The transmission is still an issue here. When left to its own devices, it doesn't have a problem finding the right gear for the occasion, but the actual shifts don't fire off with the smoothness and quickness that I've come to expect from this tranny in other models. Even when using the paddles, it's an often rocky affair – far more akin to an older-generation automated-manual transmission rather than something fluid and modern. It takes away from the otherwise excellent driving experience.
By excellent, I mean the Vanquish moves down the road like a GT should. Fast, smooth, and well-tuned for long-distance cruising, while still offering enough feedback through the steering and chassis to inspire confidence from the driver's seat. The brakes are excellent, and it feels pretty light and nimble (for its 3,833-pound heft, anyway). It's no track star like a Vantage, but it'll likely out-handle competitors like the Mercedes-Benz S63/S65 AMG Coupe or the Bentley Continental GT.
It looks absolutely brilliant while doing so, too. Aston's design language is indeed getting a long in the tooth, but no one will argue that the Vanquish isn't a pretty car, especially with all of the exposed carbon fiber bits seen on this test car. Big wheels, flowing lines, and seriously wide rear hips give this thing an impressive stance on the road. And that booming V12 exhaust note doubly ensures that this Aston will generate head-snap reactions from folks on the street.
Inside, it's mostly what you'd expect from any $300,000 car – fine leathers and materials, screwed together nicely and free of creaks, squeaks, rattles or other obscenities. The front chairs, seen here in contrasting gray and leather orange (which I kind of like, truth be told) are both very supportive and really comfortable. The rear seats are pretty much useless, except as a place to put gift bags or maybe your briefcase, but up front, the cabin is relatively spacious and overall, pretty nice.
The only issues with the Aston's cabin continue to be its tech – it's just dated, really. The pop-up navigation/infotainment screen looks tacky, the controls are clunky and the graphics look old. That said, the center stack is relatively free of clutter, with prominent pushbuttons for P-R-N-D, and other logical setups for radio and heating/cooling controls. It's kind of a shame, though, that Mercedes does a far better interior, full-stop, at roughly half the price of this Vanquish.
That's kind of what it comes down to, for me. The Vanquish still feels really nice, and truly special. But if anyone in this class is thinking with a mindset of value or even performance, there's a lot more stuff to be had with lower price points. A Bentley Continental GT still looks the business, and in V8 S guise, is a seriously good-driving piece of machinery. And that Mercedes S-Class AMG Coupe is an incredibly fine piece of work.

It's charming, this Vanquish, but its age is definitely showing. And the new eight-speed transmission doesn't do enough to improve the driving experience over last year's model – it needs further calibration to become the great gearbox we know that it can. That said, you can't argue with the Vanquish's presence and style, or the fire-breathing sound of the V12 engine underhood. It's damn special, alright – but I'm starting to think that might not be enough anymore.

Engine:5.9L V12
Power:569 HP / 465 LB-FT
Transmission:8-Speed Auto
0-60 Time:3.6 Seconds
Top Speed:201 MPH
Drivetrain:Rear-Wheel Drive
Engine Placement:Front
Curb Weight:3,833 LBS
Cargo:6.6 CU-FT
MPG:13 City / 21 HWY
Base Price:$287,820
As Tested Price:$306,695

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Thursday, 25 December 2014

2015 Suzuki Alto (JDM)

Believe it or not, you're looking at a brand new car. Not an old model from the '80s that's still being manufactured in some far-flung corner of the world, not a rehash of old technologies, but an all-new model introduced in Japan for the Japanese domestic market.

Looking like a cross between a Jimny and a VW Up!, the new Suzuki Alto is a different machine entirely from the somewhat ungainly but comparatively modern model of the same name manufactured in India by Maruti Suzuki for markets around the world. This is the JDM version, built to Kei car specifications, and shares little more than its badges with the Indian model.

Based on a supposedly all-new platform, the new Alto boasts what Suzuki claims is the best fuel economy of any non-hybrid in Japan. That's partially because of its spritely curb weight, down by 132 pounds over the model it replaces to tip the scales at just 1,345 pounds. That's over 600 pounds lighter than a Smart Fortwo

Power comes from a 660cc three-cylinder engine mated to either a five-speed automated manual or CVT in a number of configurations that ought to help Suzuki sell even more of these than the 4.8 million Altos it's sold in Japan alone since its introduction 35 years ago.
. The whole thing rides on a tiny 97-inch wheelbase, of which 80 inches are taken up by the passenger compartment.

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