Super Luxury Caravan

It’s really really a super luxury caravan! I’m sure that you do not need more house if you have it. Everything are available on this bus, even a garage for your sedan. The only thing you need in your life and not available here are swimming pool, jogging track, and tennis court ..  .

Hope the owner of this caravan will come to this blog and tell us his experience driving this great car ..

source :otocontest.com

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Renewable Fuels for Alternative Energy

The Germans have really taken off when it comes to renewable fuel sources, and have become one of the major players in the alternative energy game. Under the aegis of the nation’s electricity feed laws, the German people set a world record in 2006 by investing over $10 billion (US) in research, development, and implementation of wind turbines, biogas power plants, and solar collection cells. Germany’s “feed laws” permit the German homeowners to connect to an electrical grid through some source of renewable energy and then sell back to the power company any excess energy produced at retail prices. This economic incentive has catapulted Germany into the number-one position among all nations with regards to the number of operational solar arrays, biogas plants, and wind turbines. The 50-terawatt hours of electricity produced by these renewable energy sources account for 10% of all of Germany’s energy production per year. In 2006 alone, Germany installed 100,000 solar energy collection systems.

Over in the US, the BP corporation has established an Energy Biosciences Institute (EBI) to spearhead extensive new research and development efforts into clean burning renewable energy sources, most prominently biofuels for ground vehicles. BP’s investment comes to $50 million (US) per year over the course of the next decade. This EBI will be physically located at the University of Illinois Urbana-Champaign. The University is in partnership with BP, and it will be responsible for research and development of new biofuel crops, biofuel-delivering agricultural systems, and machines to produce renewable fuels in liquid form for automobile consumption. The University will especially spearhead efforts in the field of genetic engineering with regard to creating the more advanced biofuel crops. The EBI will additionally have as a major focal point technological innovations for converting heavy hydrocarbons into pollution-free and highly efficient fuels.

Also in the US, the battle rages on between Congress and the Geothermal Energy Association (GEA). The GEA’s Executive Director Karl Gawell has recently written to the Congress and the Department of Energy, the only way to ensure that DOE and OMB do not simply revert to their irrational insistence on terminating the geothermal research program is to schedule a congressional hearing specifically on geothermal energy, its potential, and the role of federal research. Furthermore, Gawell goes on to say that recent studies by the National Research Council, the Western Governors’ Association Clean Energy Task Force and the Massachusetts Institute of Technology all support expanding geothermal research funding to develop the technology necessary to utilize this vast, untapped domestic renewable energy resource. Supporters of geothermal energy, such as this writer, are amazed at the minuscule amount of awareness that the public has about the huge benefits that research and development of the renewable alternative energy source would provide the US, both practically and economically. Geothermal energy is already less expensive to produce in terms of kilowatt-hours than the coal that the US keeps mining. Geothermal energy is readily available, sitting just a few miles below our feet and easily accessible through drilling. One company, Ormat, which is the third largest geothermal energy producer in the US and has plants in several different nations, is already a billion-dollar-per-year business—geothermal energy is certainly economically viable.

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Advanced Vehicles

When we think of advanced vehicles it reminds us of speed that a vehicle has and all the newer vehicles that are coming out with all the modern gadgets and gizmos.  Every time we turn the ignition on our vehicle we are sending a bad sign out into the world and the atmosphere.  Scientist have worked rather hard at coming up with a way that our cars can be safe for our planet.  So how is that done?

Advanced fuel systems include energy storage which is the batteries that help power it instead of the fuels, power electronics, thermal comfort and systems analysis.  These fuel systems are constantly being studied and have made outstanding research and development topics.  The main focus on the fuel systems in advanced vehicles is to find an alternative fuel in order to cut down on pollution and to restore our economy.  We cannot continue buying fuels forever.  We need an alternative to fuel.  Sometime in the future, fuel will no longer be available for us to use.  Advanced vehicles are designed to make it more efficient to run at top speeds. Convenience is another advantage to the advanced vehicles.

They plug in and charge instead of running out of fuel and refilling the tank. Running these cars may not break any records but it can help tremendously knowing that they are running clean.  Ultracapacitors are designed to provide additional power to accelerate for climbing hills.  Vehicle power electronics controls the amount of electricity through the devices.  This may be the ignition, DC to DC converters, inverters, and motor controllers.

Vehicle Thermal comfort is how you control your temperature inside the car. You may have to roll the windows down or put them up.  Turn the heat on or the air conditioning on.  No matter what you have to do this is thermal comfort. The main goal for such an invention is to come up with a vehicle that can get us where we need to go in the amount of time that we allow ourselves.  In the fast paced world that we live in today, it is hard to find someone who has the time to spend waiting on their vehicles to get repaired or refueled.  That is because we need that vehicle to be up and running when we need it the most.  Scientist are studying the car factor and what it will do for us in the future and what it has done for us in the past.  As they strive to gather more information they can better the way the advanced vehicles have made it through.

Advanced vehicles are on the go and will one day be the car that we decide to buy because that may be our only choice in the future.  When the fuels run dry we will no longer be able to drive what we currently have now. Though these vehicles do allow some restriction, that will no longer be as we progress into the future and all the bugs will be worked out.

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Hybrid Electric Car: Technology for the Future Environment

A hybrid-electric vehicle, or HEV, combines an electrical energy storage system with an occupied means of generating electrical energy, usually through the consumption of some type of fuel. Each type of HEV has its own operating quality and chosen design practices, as well as advantages and disadvantages.

The development of interior ignition engine vehicles, especially in automobiles, is one of the supreme achievements of modern technology as a new rising energy saving and environment -friendly vehicle, that’s why the hybrid-electric vehicles were created to give convenience to every human.

In the process of creating the hybrid electric car, the most important is the energy saving and the environmental protection. Wherein nowadays this are the common problems faced by the society.

Having the hybrid-electric car evolved from the electric car. However, the main disadvantage of the electric car is that it is mainly dependent on the batteries. Therefore, has limited range.

First of all, the hybrid electric car was supposed to be an electric vehicle with batteries for power storage and is also equipped with an on-board heat engine-powered generator. This means that this type of hybrid has an extended range.

The heat engine power and the battery power are specifically intended as an important scheme that constantly modulates the excess between the heat engine and the battery power systems. This will also depend on the driving schedule.

Since the beginning of the use of automobiles, electric cars have been already recognized and conceptualized. Even though the electric power train is better in various aspects, as an energy source, the battery was unequal to the superior-energy content, easiness in terms of the handling, and inexpensive and profuse supplies of motor fuel.

Now, it has almost been a century since the electric car has been popularly discussed, but recent developments in the HEV technology and the growing concerns for the environment has revived the drive for an HEV and this has become a realization today.

We can consider the personal means of transportation as a very important bond in the economic chain of today’s modern societies and that a private vehicle appears to be the popular choice.

Electric vehicles are more energy efficient than the contemporary vehicles wherein the electric vehicles operates at approximately 46 percent of effectiveness, while a contemporary vehicle operates at about 18 percent only.

There are studies that generally concludes that electric cars with batteries are approximately 10 to 30 percent more efficient with energy than the usual gasoline cars, depending on the exact assumptions of the vehicles energy usage and energy chain efficiency.

Certainly, the comparisons of the electric vehicles and the conventional vehicles are comparisons between an extremely developed power system that is nearly in the end of its research and development, and the innovative power system in the beginning stages of the development wherein important development can be expected as the new technology evolves.

Furthermore, the advantages of electric powered modes of transportation extends beyond the true outlook of economizing energy. Electric generation plants can use substitute fuels that are not adaptable to portable power systems.

Electric vehicles are the definitive alternative fuel vehicles because their power is taken from the source fuels utilized to produce electricity. Aside from that, the flexibility of the fuel alone can offer important useful and economic advantages especially in relation to a variety of energy resources.

The electric car is truly a promising technology that could transform one’s means of transportation into a far more environmentally type of commodity. Through this innovation emission controls become more important, effective and economically beneficial.

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Bugatti Veyron 16.4 Super – 2011

The insane in Spain feels mainly like a plane.

Sun-sopped Andalusia, home to Picasso and the flamenco, is a solitary landscape of rolling cordovan-hued hills stitched by vineyards and olive orchards and best explored on the back of a donkey. At 204 mph, Andalusia sprays at you in a brown and green smear.

At 204 mph, even freshly rolled pavement, paid for with lavish European Union loans, feels perilously lumpy as the subtle mounds and sags that are invisible at sane speeds become terrifying whoop-de-dos. At 204 mph, if you look down to check your speedometer for just one second, you’ll miss the next 299 feet. Our cerebral cortexes flirt with signal overload at 204, but a Bugatti Veyron 16.4 Super Sport is just getting its wind up and will accelerate another 54 mph before tripping its electronic speed limiter. Drop-down oxygen masks and lighted placards over the emergency exits just might make this thing FAA certifiable.

Apparently, it’s because the regular Veyron is such a pansy jellyfish of a car that Bugatti brings forth the Super Sport. The model will be the last word in Veyrons, representing the final 40 cars in a total production run of 300. Price: one hundred thousand trillion billion dollars, or it might as well be.

For the $2,426,904 a Super Sport costs (at the time of this printing), you could also buy 10 Ferrari 458 Italias and have $127,654 left over for lunch. In its quest to build the ultimate stroke job for the super-rich, the Molsheim operatives don’t seem very concerned with pragmatic constraints such as fiscal prudence or, indeed, the laws of physics.

For example, the Super Sport needed more than just another 20 horsepower to separate itself from the $1.7 million rental-fleet Veyron with its piddly 1001 ponies. Why not another thou? Bugatti probably considered it. But it was decreed that a 20 percent bump in output, to 1200 horsepower and 1106 pound-feet of torque is genug. Enough. So say the Germans who run Volkswagen’s crazy-bus subsidiary, and they don’t say that very often.

Consider these facts: Bugatti prices the Super Sport at 1.65 million euros and will charge the 10 to 12 expected American buyers based on the spot exchange rate. Thus, if the dollar softens by a mere cent against the euro, the car’s window sticker jumps more than $16,000.

Every U.S. Super Sport buyer also pays a 2.71 percent import duty, or about $62,000, plus a $51,000 delivery charge and $6400 in federal gas-guzzler tax. Adding an extra year to a regular Veyron’s two-year factory warranty costs about $70,000, though Super Sport buyers get it free.

A set of the Super Sport’s special Michelin tires costs $42,000 and may last 10,000 miles if you’re careful, though they last only 15 minutes at the car’s top speed (at that pace, however, the 26.4-gallon tank is sucked dry in just 10 minutes, and there’s no place on Earth to safely go that fast that long anyway, so no worries). At the third tire replacement, Michelin requires that you also swap out the $69,000 wheels—coincidentally, the only wheels that fit those tires—to ensure a proper bead seal.

Personal touches are available, such as your own initials instead of Ettore Bugatti’s etched into the gas cap. One customer paid for illuminated doorsills with “words that can’t be repeated,” said a Bugatti staffer. If you want the Super Sport’s body finished in clear-coated carbon fiber instead of paint, add $428,180—just a bit more than the price of a new Rolls-Royce Phantom Coupé.

Let’s be blunt: This car is completely mental. At the Super Sport drive in the dusty hills near Jerez de la Frontera, even its chief engineer, Wolfgang Schreiber, admitted that it’s easier to find an honest hedge fund-manager than places to use 1001 horsepower, let alone 1200.

“Most of our customers drive very normal. Actually, slow,” said Schreiber. “So we needed changes you could see and feel at any speed.”

Since 2005, Bugatti has put 243 Veyrons into customer hands, enough to constitute a focus group of sorts. According to Schreiber, the buyers say they would like a skosh more edge to the car’s handling. We feel their pain. Every Veyron we’ve encountered has accelerated like a line drive off the cricket bat of Shiva but has steered no better than your average Lexus. Perhaps that’s why that guy in Texas made Youtube history by driving his into a lagoon. Either that or he is just an idiot.

Whatever. Bugatti says the Super Sport embodies everything it has learned about the Veyron and its customers over five years. No, it doesn’t come with an inflatable dinghy, but the revised shock tuning and stiffer sway bars do help to elevate the driver’s connection and involvement. The nose dives for turns with far more enthusiasm, and body motion is better controlled, giving the pilot a clearer sense of where the threshold lies between acing a fast corner and flying off into low orbit.

That’s rather vital in a hypercar that can easily triple its speed between mailboxes. So are brakes, and the Super Sport’s carbon-composite discs (15.7 inches in front) are literally breathtaking. Should a truck suddenly turn into your lane, you can drag down the Bug from 140 mph to, say, 53.7 with astonishing alacrity and enough foot control to leave a gap twice the width of your front license plate should you desire to cause cardiac dysrhythmia in your passenger.

To get the Super Sport to its 268-mph production-car land speed world record (real production Super Sports are limited to a tire-saving 258 mph), Bugatti did a little smoothing of the Veyron’s Humpty Dumpty shape. Most noticeably, the polished aluminum bazookas on the regular Veyron’s back that sluice air to the engine are gone. In their place is a sort of carbon-fiber turtle shell that forms a tunnel through which the driver sees what he just left far behind and which is cut with flush-fitting twin NACA ducts.

If you want to show off the engine, it takes two trained technicians about 30 minutes to remove the couple-dozen fasteners holding down the shell. Nevertheless, Schreiber says the ducts increase power by creating a greater ram-air effect than the bazookas while also offering reduced drag.

Further, Bugatti opened up the front radiator nostrils, added a pair of slots under the headlights that feed wind directly to the front brakes, and reshaped the front splitter and rear diffuser for increased downforce. With the reprogrammed rear wing deployed, the body generates 882 pounds of downforce at its top speed. At 204 mph, we can report that it feels slot-car stable.

The extra output—199 horsepower and 184 pound-feet of torque—comes via four turbos that are 10 percent larger and bolted to the otherwise unchanged 16-cylinder warp drive in back. A less restrictive exhaust contributes as well. Fuel pressure is turned up, and an extra pair of in-tank fuel pumps—there are two in the base car, four in the Super Sport—do the juicing. The seven-speed, dual-clutch automated manual drives beefier prop shafts through a reinforced second and third gear and a taller seventh gear, which makes for a claimed 10 percent highway-mileage bump.

With its carbon-fiber outer panels, the Super Sport is 110 pounds lighter than the base, aluminum-bodied Veyron. A new, stiffer carbon-fiber weave is employed in the tub and saves 55 pounds alone. Bugatti also relocates the rear-differential cooler from the passenger-side gill to the rear diffuser, which reduces plumbing hardware, and unique wheels shave a net 25 pounds.

The Super Sport is still much too big and way too heavy to feel like a second skin. With its high sills and dash, it feels more like a really fast Jacuzzi. It’s loud inside—and not the delicious kind of loud you get in a Ferrari. The tires moan oppressively at any speed, and the engine’s voice is mostly a white noise of whirring and whooshing.

It exists mainly as an objet d’art for its owner and a one-car circus parade for the fawning public. It is perhaps the apogee of internal-combustion performance, the final word before the dawning dictatorship of electric pods. It is a Bugatti.

Specifications:

VEHICLE TYPE: mid-engine, 4-wheel-drive, 2-passenger, 2-door coupe

BASE PRICE: $2,426,904

ENGINE TYPE: quad-turbocharged and intercooled DOHC 64-valve W-16, aluminum block and heads, port fuel injection

Displacement: 488 cu in, 7998 cc
Power (SAE net): 1200 bhp @ 6400 rpm
Torque (SAE net): 1106 lb-ft @ 3000 rpm

TRANSMISSION: 7-speed dual-clutch automated manual

DIMENSIONS:
Wheelbase: 106.7 in Length: 175.7 in
Width: 78.7 in Height: 45.1–46.9 in
Curb weight: 4400 lb

PERFORMANCE (C/D EST):
Zero to 60 mph: 2.4 sec
Zero to 100 mph: 5.0 sec
Standing ¼-mile: 9.7 sec
Top speed (governor limited): 258 mph

PROJECTED FUEL ECONOMY (C/D EST):
EPA city/highway driving: 7/15 mpg.

Source: www.caranddriver.com

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