Know The Kind Of Art Of The Bugattis


OXNARD, CALIF. – Aficionados have argued for ages over which individual has had the greatest influence on the automobile.

Enzo Ferrari is a favorite. Traditionalists may side with Ettore Bugatti. Henry Ford has got the American vote, while Soichiro Honda rates high for innovation. Modernists might are the current chairman of the Volkswagen Group’s supervisory board, Ferdinand Piëch.

The Mullin Automotive Museum here, about 60 miles west of La, takes a broader view within its exhibition, “The Art of Bugatti.” The show, which opened last month, honors not just Ettore Bugatti, whose grand machines remain landmarks of design and engineering, but three generations of the Bugatti family, who produced a fascinating selection of creative works, though every one of those geniuses deserves a major show of his creations.

There are other genius families, concedes Peter W. , founder of the museum and chairman of M Financial, but they often follow a single discipline (with exceptions like Johann Sebastian Bach the Younger).73 and Mullin Mr. Both tied to the car business, though piëch may be the grandson of Ferdinand Porsche.

Mr. Mullin, a Best of Show winner at the Pebble Beach Concours d’Élégance and a lover of French cars, along with his guest curator, Brittanie Kinch, researched the family members’ artistic pursuits and gathered representative works by each.

Carlo Bugatti (1856-1940), born in Milan but living much of his adult life in France, was the patriarch. He was also known as a painter and designer of silver and jewelry tableware, despite the fact that his discipline was mainly Art Nouveau furniture.

Rembrandt Bugatti (1884-1916), a son of Carlo, experienced both tragedy and success. Given his name by an uncle – the noted Italian painter Giovanni Segantini – the story goes, this Rembrandt was a sculptor, specializing in animals cast in bronze. Located in Belgium in early 1900s, he would arrive early in the day at menageries like the Antwerp Zoo and fashion animal likenesses whilst the creatures were most active, all the easier to capture them in motion.

The tragic part: Rembrandt’s suicide at 31, thought to have been a direct result depression caused by his serving at a Red Cross military hospital in World War I and through the wartime killing of many of the zoo animals which had been his subjects.

Ettore Bugatti (1881-1947), Rembrandt’s brother, have also been an artist, but his medium was the automobile. Ettore’s creations ranged through the Type 10, a car so small he was able to build it in his basement, to the huge, and aptly named, Royale. His Type 35 is one of the most successful Grand Prix cars in history; what type 55s were arguably the epitome of pre-World War II sports cars; along with the various Type 57 models were a sublime blend of speed and type.

Yet that wasn’t enough. In their factory at Molsheim in Alsace – under German rule when the factory was established, but later component of France – Ettore designed huge railcars, small boats, even a radical airplane.

Jean Bugatti (1909-1939) was Ettore’s son and a mix of his forebears. While able to keep pace with this father’s technical prowess, Jean showed his creative side by designing bodies for Bugatti chassis. Lots of the elegant Type 57 bodies came from Jean’s drawing board, the most spectacular being the Atlantics. Only two Atlantics remain, one out of the Mullin museum and the other within the collection of Ralph Lauren.

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Tragedy struck the Bugatti family again when Jean died in the freak accident in 1939 while testing a racecar known as the Tank, a Type 57G that had recently won the round the clock of Le Mans.

Those are the main characters in the Bugatti drama, though the show also displays paintings, drawings and sculptures by Lidia Bugatti, a daughter of Ettore.

In the museum, decorated similar to a prewar French auto salon, Carlo’s work stands out for the decidedly eclectic design, including thronelike chairs with nonmatching posts on either side, one with a carving at its top, one other post appearing to be topped by a lampshade.

One should not be certain how comfortable the chairs might be, but they are a visual treat. Mr. Mullin relates the story the classic model of Bugatti grilles was taken not coming from a horseshoe, as widely believed, but the curves of Carlo’s chair legs.

In the exhibition, one could readily begin to see the passion in Rembrandt’s work: a bellowing elephant (one version that graces the hood of Type 41 Royale models) and a bison, its surface a shaggy coat you would love to touch. Still, Rembrandt’s specialty may have been big cats, an illustration of which is a stretching panther, its musculature as well as the curve of their back ultimately causing the arc of its tail, thoughtfully placed next to the Type 57SC Atlantic.

For all the flamboyance of Carlo’s creations and also the sublime appeal of Rembrandt’s bronzes, it is the cars that dominate this show, thanks to their fame – and their size.

The star is quite likely the Atlantic, considered by some being the Mona Lisa of motorcars. Today’s Bugatti Automobiles, part of the Volkswagen Group, produced the modern 1,200-horsepower Veyron 16.4 Super Sport in the show, and also sent for display a 19-foot 6-inch-long Royale assembled in 1932.

As opposed is the tiny Type 10 Le Petit Pur Sang, whose name translates to little thoroughbred. You will find a Type 55 Roadster, produced by Jean Bugatti, rotating slowly on a platform. Five unrestored vehicles, such as a wood-sided truck, serve as a reminder of the textile magnate Fritz Schlumpf, an infamous Bugatti hoarder.

For the beauty inside the exhibition, probably the most fascinating display is of a well-rusted hulk with only two wheels.

“Most people walk in to see the Atlantic but go out talking about the sweetness from the deep,” says Mr. Mullin, who is even the chairman in the Petersen Automotive Museum in Los Angeles.

It’s a story involving a 1925 Bugatti Type 22 lost in a poker game, its new owner unable to pay import duties and the car ending up 170 feet down in Lake Maggiore in Switzerland in excess of 70 years. The car was recovered in 2009, and Mr. Mullin purchased it at auction the next year for about $370,000.

In another display, an unfinished shell appears to levitate above a Type 64 chassis in Mr. Mullin’s collection who had never been bodied. Mr. Mullin had Jean Bugatti’s preliminary drawings for the car, which included papillon – French for butterfly – doors, hinged in the roof, predating Mercedes-Benz’s gullwing design.

Mr. Mullin asked Stewart Reed, head of the transportation design department at the Art Center College of Design in Pasadena, Calif., to “reimagine” a body for that chassis. Not wanting to hide the charm of the frame, wheels and driveline, Mr. Mullin has got the completed body – purposely unpainted – hovering above.

Then there is the 100P airplane. Ettore started working on it in the 1930s, intending to build a speed record setter. An unusual design, it has wings that sweep forward, a V-shape tail and a pair of 450-horspower engines behind the cockpit driving counterrotating propellers in the front. Only one was built, and is particularly at the AirVenture Museum in Oshkosh, Wis.; the 100P in the exhibition is a reproduction planned for flight this coming year.

While a closing date for “The Art of Bugatti” has not been set, anyone planning a visit – an experience bound to offer the feeling of stepping into the 1938 Paris Motor Show – should do so by year-end.

Three Perks of Graduating College and Getting a Job

The entire time you are a kid, you dream of being done with school and being able to do whatever you want. However, actually graduating can be really scary when you discover that you have to pay your student loans and have to work a real job. Don’t fret – there are real plusses to finally being done with school and living like a grown up.

1. You Can Invest More into What You Love

DTLA Nissan 6-1

College may offer some free time, but you may also have a lot of time taken up by studying while also having very little money. This means that spending real time and money on hobbies, especially expensive one, may have been difficult. Once you are done with school, it is likely that your job will have somewhat set hours and you will have more money. This means that you may actually be able to invest a little more in that new video game system you want, or spend a weekend mountain biking when you would have otherwise had to study for midterms.

2. You Can Have a Nicer Car

DTLA Nissan 6-2

If you had a car at all in college, it is pretty likely that it wasn’t a great one. The great thing about having a steady income is that you can get a newer car that won’t break down as often and will look a ton better. A great car to start with would be the Nissan Altima from Cerritos Nissan. The Altima offers all sorts of great features and really stands out when you are going out or heading to work. Best yet, at under $25,000, you can still afford the payments. Find out more about the Altima at Downtown Nissan.

3. You Can Drink Better Booze

Once you start working a real job, there really is no more reason to drink wine out of a box. You can learn to enjoy craft beers or wine from overseas or local small wineries. It is a hobby among many people who decide to leave the days of Jello shots behind them.

Lamborghini Releases Something Great In 2014


Having already celebrated its 50th anniversary at full throttle, Lamborghini is now preparing to launch its first SUV supercar in 2017 – the Lamborghini Urus. Though the Urus isn’t the brand’s first SUV, as reported by the AutoGuide, it will be the first one since the the business produced the LM002 model in the 1990s – which was discontinued in 2003 whenever it was incapable of penetrate the European military market for SUV-type vehicles.

Lamborghini urus

Based on Stephan Winkelmann, the CEO of Lamborghini, Lamborghini’s goal is to take advantage of the burgeoning luxury SUV market. Winkelmann has also stated that up to 3,000 Urus models, the prototype of which was first introduced at the 2012 Beijing International Automotive Exhibition, could possibly be delivered yearly. The news received almost as much publicity because the event’s organizers garnered for hiring so many scantily clad female models to pose with the cars.

Lamborghini urus

The premium SUV will feature about 600 horsepower as well as a super-deluxe interior, according to Lamborghini. The Urus will be offered in several markets, including America,China and Germany, the Middle East, Russia, and also the United Kingdom. The famed Italian auto brand isn’t the only person to add a high end SUV to the line up, as Rolls-Royce,Bentley and Porsche, and Maserati all plan to perform same soon.

In other Lamborghini news, their newest flagship model of the Huracan (which replaces the Gallandro) begins production in the second half of 2014.

Check Out This “Avant-Prémiere” 4C Review By Alfa Romeo


Alfa Romeo is actually a name that belongs alongside the likes of Ferrari, Lamborghini and Maserati from the annals of the greatest sportscar marques in Italy. However, these days the posh car brand is consigned to making hatchbacks. The very last time it produced a truly desirable sportscar was with the 8C Competizione, but that was back in 2007 and only 500 of them were made. Alfa Romeo’s recent history is what made the debut from the 4C this type of refreshing breath of air.

The Alfa 4C debuted in concept form in the year 2011, just a year after assembly of the 8C ended. The production version followed just just last year, but in the Geneva Motor Show earlier this month, the Italian marque showed up with the 4C Spider.

Alfa Romeo 4C Spider

Highly potent, 1.75-liter turbocharged four-cylinder engine mounted behind the tight two-seat cockpit, though depending on the same platform as the 4C coupe, the 4C Spider is built around a lightweight carbon-fiber chassis by using a small. Exactly what makes the 4C Spider unique is that the roof is gone. In its place is a carbon-fiber windshield frame, reformed Sheet Moulding Compound bodywork, lightweight canvas folding roof mechanism, and an open-air cockpit.

“Spiders have always occupied a prime place in Alfa Romeo’s heritage because they are the freest and many emotion-driven expression of motoring,” says the company in announcing the Spider. “The same spirit is expressed in the preview of the Alfa Romeo 4C Spider, the natural evolution of Alfa Romeo’s long spider history centered on cars effective at delivering great excitement, outstanding driving satisfaction, striking design and powerful, flexible engines.”

Alfa Romeo 4C Spider

Alfa has also seen fit to equip the 4C Spider with a titanium and carbon-fiber exhaust system from Akrapovic – a company noted for piping competition-spec motorcycles – and a new set of headlights to replace the divisive units on the coupe, on which they’ll be offered as well.

Is targeted to arrive at dealers early next year – in Europe, that is, although billed for an “avant-prémiere” design preview, the 4C Spider isn’t starting production as they are just yet. Enthusiasts and eager customers in North America are still awaiting the brand’s go back to their shores. With parent company Fiat now merged with Chrysler, and Fiat 500s zipping all over American roads, we’re hoping it’ll only be dependent on time before this venerable marque will make the transatlantic voyage once again – and bring the 4C along with it.

Tips for Buying a Used Car with Lots of Miles on the Clock

When you buy a used car (particularly if you opt for a private purchase) there are a few things you need to keep an eye out for. You should be able to tell whether the car has been to “the moon and back” by a quick check on the odometer but there are other tell tale signs you really need to look at before you part with any of your hard earned cash.

Is the mileage real? – rolling back the odometer can make it appear that the car hasn’t driven for quite so many miles as it really has. If a car already has a high mileage and the odometer has been rolled back then it can be a bit of a worry about how many miles it really has covered. The appearance of digital odometers was supposed to help with the problem but in reality it hasn’t really worked. If you have all of the correct paperwork with the car then it should be easy enough to check whether the mileage is legitimate. Service history is a real bonus when looking at high mileage used cars – check out the numbers.


What’s going on with the rust? – Fortunately it’s pretty easy to spot rust patches when buying a used car. If the car still has the original paintwork the rust may show as small bubble spots beneath the surface. Check for dodgy paint jobs and cover ups – the paint will show as a different shade or even color. Having said that if an old motor with high mileage has a bright new and shiny paint job it’s a sure sign that something suspicious is going on. If something looks far too good for it to be true you can almost guarantee that it ain’t true at all.

Spotting engine problems – a quick compression test should be able to identify if the engine is performing correctly and whether there is anything wrong with the internal workings. You won’t be able to do this yourself unless you have the correct tools – mechanics replace a spark plug with a simple compression gauge then crank up the engine a few times, record the reading on the gauge and test each of the engine cylinders individually. If there is low compression it could indicate a leak in the head gasket, faulty exhaust valve or that the engine is in dire need of a complete overhaul.

Looking on the inside – if the car has a worn interior it will probably follow that it has travelled a lot of miles. The seats will show wear and tear which could lift the lid on a rolled back odometer so pay close attention to the condition of the interior.


Smoking is bad in so many ways – it’s bad for your health and it’s also bad for your car. Take a close look at the smoke from the exhaust when the car is first started. If there is blue smoke it indicates that the engine is burning too much oil, if there is black smoke it indicates a fuel problem and white smoke indicates that the engine is burning anti-freeze so could have problems with the head gasket.


Many modern cars are built to last and can quite easily expect to travel for 250,000 miles or even more – high mileage does not necessarily mean that the car is not worth buying, just so long as you know what to look out for.
At Ford Oasisthere are some terrific new and used motors for sale – you know you can trust the guys at Fairview Ford for a good deal.

Paris2004: Get To Know The Nissan Tone Concept


“An enthusiastic driver does not become disinterested in driving the moment children have arrived, but finding a car that appeals on both emotional and practical levels is virtually impossible. Tone is Nissan’s answer.” These are the words from Nissan Motor Company’s chief product designer, Taiji Toyota. This is the philosophy that inspired Nissan to create the latest Tone concept vehicle, a vehicle that hints very strongly at a new model headed for the European market – and just maybe, the United States too.

Compact MPVs (think tiny minivans) happen to be extremely popular around the European market ever since Nissan’s corporatepartner and Renault, invented the segment with its Scenic. Since then, just about every manufacturer has introduced its unique version – some even cram three rows of seating in a vehicle about the length of your average Corolla. In fact, nearly all these compact MPVs derive from traditional C-segment models such as the Ford Focus, VW Golf, and Honda Civic. Using the market flooded, European competitors are looking for the next frontier

Nissan Tone Concept. Courtesy: Nissan Europe

B-segment vehicles are ones even smaller than your typical Corolla. It’s known as the “subcompact” class in the united states, and it’s all but dead in this country. However, B-segment vehicles like the Nissan Micra, Renault Clio, and Toyota Yaris (the hatchback version of our own Echo) have not fallen out of favor in Europe. Rather, carmakers have been on an innovation drive to pack as much interior space into these mighty mice as is possible. It makes sense that someone would take the wheelbase of one of these cars and extend it to the very corners of the vehicle while raising the roofline as high as aesthetics would permit and then label it as a “B-segment MPV.” Renault is doing it with their new Modus, an automobile that will likely share its underpinnings with whatever production vehicle comes of the Tone concept.

Nissan hasn’t exactly been strong in the MPV segment. Its Almera Tino model was seen as a Renault Scenic look-alike that didn’t quite match anywhere else. Perhaps when Renault came aboard at Nissan, they didn’t want their Japanese partner competing right on their turf. Whatever the reason, Nissan has been on the sidelines while the rest of the industry passed it by. Nissan knows it cannot just create another knockoff and expect acceptance. Enter the Tone.

Nissan Tone Concept. Courtesy: Nissan Europe

Based on the cutely styled Micra B-segment hatch, the Tone is an attempt at mixing family-oriented versatility with the handling dynamics Nissan is known for as well as the avant-garde styling it is quickly becoming recognized for. The cheeky Micra is unlike anything Nissan has ever done before in terms of exterior appearance, and the gamble has repaid in terms of increased sales and public recognition. The equally adventurous Murano SUV has seen wide acceptance in america based on its unique looks. Emboldened by consumer reaction, Nissan has essentially fused the two seemingly polar opposites (and sprinkled in a bit of Renault spirit) to create the design of the Tone concept.

The leading end in the Tone appears to somehow mix the smiley nature in the Micra with the aggressively futuristic design of the Murano to create a design that is uniquely Nissan. The low slung, highly carved side profile somewhat echoes Chris Bangle and BMW’s “flame surface” detailing. The sharply defined “boomerang” tail lamps frame the rear end and contrast with all the upwardly pointed rear quarter windows. The outcome is a surprisingly clean yet aggressive design from Nissan that manages to hide the top-heavy nature traditionally associated with MPVs.

Nissan Tone Concept. Courtesy: Nissan Europe

If slightly stark, living environment, the interior is able to successfully translate exterior design themes into a sporting. The lines are clean, somewhat futuristic, and impart a sense of quality beyond what is traditionally expected from a vehicle with this segment and from the Nissan brand. It can be hard to say, however, the amount of of that can make it with the Tone’s transition from concept to reality. What should remain may be the sense of roominess that is a direct result of the vehicle’s MPV architecture.

If anything could stick in America, with the success of Toyota’s Scion collection of subcompacts, and continued fascination with small cars by Germany’s luxury brands, Nissan America is aggressively evaluating every one of the small vehicles currently made available from its parent company across the globe to see. Almost everything with a Nissan badge is on the table at the moment, along with the production version Tone could very come to be under consideration as well. Could it sell in the United States? Maybe, there is really an underserved section of the market that wants a cleanly designed,cheap and versatile, small car to acquire them and their gear from point A to point B. Maybe Nissan can find a way to make their journey just slightly more enjoyable.

Ford Makes Aussie Inspired Car


After General Motors turned into its Australian unit, Holden for the new Pontiac GTO, Ford is thinking of tapping the talents of its division down under for the next generation of a few of its established nameplates. In such a case, according to Automotive News, the models under consideration are the Ford Crown Victoria and Mercury Grand Marquis. Currently based on the Panther platform that has been in existence since 1978, the Crown Vic and the Grand Marquis have got a loyal owner base starting from police departments to retirees.

AN reports that suppliers say Ford could replace the two venerable large sedans with models based on the next generation in the RWD Ford Falcon platform. Said they’re only inside the “consideration stage” and that a decision would have to come soon to lock the vehicles in the 2008 model year production cycle, though a Ford source confirmed that the clients are considering the move.

According to reports, the new models would be somewhat smaller if based on the next-generation Falcon. Ford is studying closely how this might impact the typical buyers of the two cars. A problem for police officers parked alongside the freeway setting up a traffic stop, the current Crown Victoria has additionally been in the news lately because of its tendency to explode when rear-ended.

Current Ford Falcon. Courtesy: Ford Motor Company

Thinking about the Panther platform’s age, Ford is in no hurry to change it. The clientele is loyal along with the platform has long since paid off related development costs. However, hardly any cars available on the market are based on anything quite as aged and analysts believe Ford may struggle to attract new buyers without having a full redesign.

The Lincoln Town Car, also in line with the Panther platform, will not change to the Falcon platform. AN reported earlier that the Town Car would be replaced from a large sedan based on the Volvo-developed D3 platform that will underpin the Ford Freestyle and 500. That means the Lincoln will likely go from RWD to AWD, as the D3 is predominantly a FWD platform.

Know What Are The Types Of Suspensions


This information will provide a basic overview of virtually all of the different varieties of front suspensions that have been used on production and racing vehicles since the inception of the automobile. While several of the older styles are obsolete it is still important to learn about them since it provides valuable insight into why the really advanced suspensions of today perform a lot better.

Going in chronological order, the very first mass produced front suspension design was the solid beam axle. Just as it may sound, in the beam axle setup both of the top wheels are connected to each other by a solid axle. This style was carried to the first automobiles from the horse drawn carriages of the past and worked sufficiently so that initially no other suspension even would have to be considered. The truth is the beam axle can nonetheless be found today. New developments in springs, roll bars, and shocks have kept the solid axle practical for some applications. Have you ever taken a look at the front side end of the semi or heavy duty truck? You would’ve noticed that both the front wheels are connect by a solid axle if you have. We’ll make a quick selection of the advantages versus the disadvantages for the beam axle front suspension to help you understand why it can be used on heavy trucks but is far from desirable on a performance or passenger car.

Typical beam axle design, showing the wheels connected by the axle and the whole assembly linked to the chassis through the springs and shocks

After designers had go to realize the severe drawbacks of the solid axle front suspension, they moved on to early attempts at an independent style of front suspension. One of these attempts came to be known as a swing axle suspension. It is, since the name suggests, set up so the axles pivot about a location somewhere near the center of the auto and allow the wheels traveling up and down through their respective arcs. This technique was eventually adapted for rear suspensions as is available on the old beetles. I’ll use a simple chart to help you identify the benefits the swing axle has over the solid axle and highlight a number of the shortcomings of the suspension design as well.

Illustration showing a swing axle suspension at different positions. Notice the huge degree of positive camber if the axles jack up (top) this is what causes the distinct loss in cornering power.

This image shows one particular link trailing link rear suspension. Although this is not identical to the double link front (due to the differential) the concept is identical.

Another early form of front independent suspension is called the trailing link suspension. This suspension design uses a set of arms located ahead of the wheels to support the unsprung mass. In essence the wheel “trails” the suspension links. Hence the name. Since independent front suspensions were pioneered in production cars to improve the ride characteristics of vehicles in addition to minimize the place needed for the suspension itself, early designs like the trailing link suspension attempted to excel in those regions of improvement. Trailing link systems like the one in the front in the old beetle were a success from the manufacturer standpoint because they did improve ride and lower the packaging measurements of the suspension. There were some considerable drawbacks towards the trailing link system when applied to vehicles that generate high cornering loads, however.

In the 70’s the MacPherson front suspension assembly became a very popular design on front wheel drive cars. This strut based system, where the spring/shock directly connects the steering knuckle to the chassis and works as a link from the suspension, delivers a simple and compact suspension package. This is perfect for small front wheel drive cars where space is tight and also allows room for the drive shaft to pass through the knuckle. Has good ride qualities, and has the compact dimensions necessary for front wheel drive cars, today most small cars will make use of this type of suspension because it is cheap. As the MacPherson assembly works adequately for production road going cars, on performance cars it is below ideal, similar to the trailing link style independent suspension. The chart below illustrates this point.

The illustration shows what a typical MacPherson assembly looks like. Together with the strut acting as the upper suspension link.

The next evolution in suspension design ended up being to move towards equal length A-arm setup. This is known as a “double wishbone” suspension as the A shaped control arms resemble a wishbone. In this design the suspension is supported by a triangulated A-arm at the top and bottom of your knuckle. The earliest designs of the A-arm suspension included equal length lower and upper arms mounted parallel to the floor. This design has many advantages over any of the previous independent front suspensions. The chart below covers these and details the shortcomings of your first generation of double A-arm designs.

Afterdesigning and implementing, and experimenting with the equal length double A-arm suspension it was actually vary apparent that all that was needed to make your double A-arm front suspension satisfactory for top performance use was to determine a way for the suspension to achieve negative camber as it was compressed. (I.e. during chassis roll) The problem was solved by implementing upper and lower A-arms of different length. The resulting unequal length double A-arm suspension came into this world.

The image shows a typical unequal length double A-arm setup. Note the difference in length involving the upper and lower arms. This is what gives this suspension its capability to generate negative camber in bump.

By using an upper control arm that is shorter than the lower one, because the wheel travels up it tips in, gaining negative camber. It is because the upper arm swings via a shorter arc than the lower and pulls in the top of the tire as the wheel travels upwards. The advantage in this negative camber gain is the fact that as the chassis rolls up against the wheels, the increasing negative camber on the exterior wheel helps keep the wheel upright against the road surface and allows the tire to generate the most possible cornering force. By adjusting the length of the arms and their respective angles to the ground, there are actually infinite possibilities in the design of a vehicles roll center height and swing arm length. This flexibility gives suspension designers unlimited options on how to best setup the suspension. There is no right answer or best geometry, that is why a Honda could have different geometry than a Corvette. It ultimately comes down to what design is certain to get the vehicle around a corner the fastest. In production cars the manufacturers have numerous other things to consider, however. According to the target type and market of car, there are a host of variables that must be considered and produce a less than optimum suspension design for most vehicles. Lastly, when you compare the unequal length double A-arm setup to all the earlier iterations from the independent front suspension from your performance standpoint, it has real no disadvantages and is currently the most advanced suspension design used. Simply look at what suspension the most advanced race cars use in case you have any doubts. The only cars that do not feature this design are vehicles where space and price are more concern than performance.

To sum up, we have seen how the evolution of the front suspension has progressed over the past 100 years in the solid beam axle obtained from horse buggies through to the unequal length double A-arm design currently employed by the best performance cars of today. While most people have heard that a double A-arm setup is good they don’t know why it is advisable than a different style of suspension. This article is meant to provide introducing the most common types of front suspensions and cover their strengths and weaknesses. After reading through the information presented here you should have a significant understanding of each one of the suspension designs discussed and how they affect ride handling and quality performance.

Here’s A Grand Look To The 2007 Toyota Camry


When they announce the redesign of the best-selling car in America, it’s big news. The 2007 Toyota Camry is the sixth generation of Camry cars. Over ten million Camrys have been sold worldwide since the first model rolled off the line in 1983; over 458,000 were sold in the usa alone in 2005. The 2007 Toyota Camry can be found in five grades: Hybrid, LE, CE, SE and XLE, with prices ranging from $18,270 to $27,520. Some of the changes are evolutionary; some are revolutionary.

First, glance: Young conservatives

Camry has always been a conservatively-styled car, and that’s not changing for 2007. The new design is younger and fresher compared to previous generation, with a higher waistline and smaller windows. Bucking the obesity trend, the 2007 Camry is the same length as being the previous generation (189.2″”) and only 1″” wider (71.7″”), so that it should still fit in your garage. Curb weight is about the same as last year, between 3,285 and 3,495 lbs depending on trim level and engine selection. Front and rear fender wells sport a modest muscular bulge. Headlights and taillights have gone horizontal with housings wrapping the respective corners of the car. Overall, Camry’s looking good – not quite the youth magnet Toyota’s hoping for, but a definite improvement over the fifth generation.

The five Camry grades are distinguished by slight differences in exterior styling and badging. CE, the worth Camry, will be the least-adorned. LE and XLE then add chrome trim and, using the optional V6 engine, dual exhausts. The sporty Camry SE sits .4″” lower than the other features and grades a honeycomb grille in-front, a small spoiler on the rear deck lid, 17″” wheels, ground effects bodywork as well as an underbody aerodynamics package.

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In the Driver’s Seat: More space, more comfort

Picture of 2007 Toyota Camry

Neat and easy to read

© Toyota Camry

Camry’s interior has been redesigned as well. If the new interior looks at all familiar, that’s because it’s very similar to normally the one in the 2006 Camry Solara. The base of the windshield has been kicked forward somewhat, and the dash sits further away from the driver and passenger, giving more of feelings of space. Dash materials are first rate, and the freshened design is sharp and tasteful. Round gauges sit over the steering wheel under an eyebrow. The center stack supports the heat and air controls, audio, and possesses space to have an optional navigation system (XLE, Hybrid and SE only). Toyota has smartly included CD MP3 playback capability and a mini jack for auxiliary audio input on all models – a really forward-looking move.

Camry’s rear foot wells have grown, and rear legroom has increased by .5″” to 38.3″”. The LE, CE and Hybrid grades get a 60/40 split folding rear seat. Because of body bracing to increase rigidity, the SE and XLE get fixed rear seats by using a pass-through. XLE models get a deluxe 40/20/40 reclining rear seat, but pay a penalty in the trunk – the XLE’s trunk capacity is 14.5 cubic feet, while other models can fit 15. cubes.

Overall, Camry is roomier and more comfortable than ever before, that is saying something.

On the Road: Almost… fun?

Under the hood is how it gets really interesting. Camry can be obtained with a choice of three different engines: a 2.4 liter inline 4 cylinder which cranks out 158 hp and 161 lb ft of torque; a 3.5 liter V6 that produces 268 hp and 248 lb ft of torque; as well as a hybrid gas-power plant which enables 147 hp and 137 lb ft of torque from its gas engine, and 45 hp and 203 lb ft of torque from its motor unit. Fuel economy should vary from 25 city/34 highway to the 4 cylinder to 22 city/31 highway for the V6 to 43 city/37 highway/40 combined for the Hybrid.

All Camrys get independent suspension all around, with MacPherson struts up front and dual-link struts out back, ventilated 11.65″” discs in front and solid 11.06″” discs in the rear. The SE uses suspension components with firmer, sportier values than the other grades.

As a result of these changes, the V6-equipped Camrys actually approach a level of fun driving that Camry has lacked for years. No thrill on the road, though the 4-cylinder Camry is capable and competent. The Hybrid is an experience all its own, somewhere between both the conventional motors but still able to a spirited romp. The Camry is still no sports vehicle, but it offers a very satisfying all-around ride.

Journey’s End: Best of luck to the competition – they’re going to need it

Picture of 2007 Toyota Camry

Toyota Camry: better and Bigger

© Toyota

So, does the 2007 Toyota Camry have what it takes to be America’s best selling car? Time will tell, nevertheless i think the signs are good for the 6th generation Camry. For making evolutionary steps with the cosmetics and some revolutionary steps using the mechanical elements, Toyota has maintained the Camry lineage while raising the bar.

The Hybrid will doubtlessly be a big hit, and is a great accessory for the lineup. The CE is a very nicely equipped entry-level Camry. The LE will hit a sweet spot of luxury and economy. A loaded XLE will reach a level of sophistication, comfort and gratifaction that will merit consideration along with premium brands – but with a reduced price tag. The SE will finally deliver performance that could honestly be called may, “” and “sporting attract some new drivers who have stayed away previously out of boredom.

Toyota’s hoping to hold onto former Camry owners and looking to pick up a fresh, younger crop as well. There are various challengers on the road – the Ford 500, the Nissan Maxima, the Honda Accord, the Chevrolet Malibu, the Mazda6 as well as the Hyundai Sonata and Kia Optima – who want to give the new Camry a run to find the best-seller crown. I wish them all luck, and a good running start.

Getting the Best Deal on a New Car – Tricks of the Trade

Even if we’re just saving ten bucks a month on a payment, we all want to find the maximum bargain we can possibly find. It’s our human nature to feel like we’ve vanquished a foe and gotten them to give us a deal they did want to give. Sometimes we’ll spend more money on gas getting the bargain than we will actually save, but the point is that we’ve negotiated our way into wealth by spending less that we initially thought we were going to spend. When buying a new car, we all now there is wiggle room on the sticker price. It was Saturn that, as a company, said the price was what you see and there was no wiggle room. We see where that got them! They stopped making cars a few years back.


So how can you get the best deal on a new car? First of all, you have to do your research. Not only in the market you live in, but check out both regional markets and also other states across the country. Your goal, before heading into the dealer, is to be as informed as you possibly can be about the car you want. Don’t let any feature or potential feature be a surprise. You have to know what comes stock on every car. For example, if they try to say that the car is more because it has a CD player, you need to be armed with the comeback that, in fact, all cars of that model come with a CD player. That type of thing.


One way to do that is to call some dealers before you actually go in. The worst thing you can do is arrive at the dealer uninformed. So call the Nissan Chino and talk to someone about the car you’re interested in. If they start blabbering about deals immediately and ask you to come in, you should politely hang up the phone. But take notes on everything they say about what options are available and then call up Metro Nissan Redlands and ask the same questions. If there are any discrepancies on things like what they claim Nissan corporate mandates that they can do, you know someone is not being on the level. Then you can call some other dealers and find out the truth – tell them you heard two different stories from two different Nissan dealers and see if they come up with a reason why there would be a difference.


When you have down what you think are the options and features you want, and you know exactly the package you want, you can go to the dealer and do the wheeling and dealing. If you come prepared and knowledgeable, the dealer will know that they can’t monkey you around. Remember, they know the truth, and if you say to them something that they know is the truth even if they won’t admit it, they’ll know they’re dealing with someone who can get what they want. They are going to appreciate you in fact and let you get a decent deal. Also, when you’re trading in a car, there is even more wiggle room on that. You can be offered $3500 for a trade in and probably get them up to $6000. They make bank on your trade ins and they want them.

Being informed and confident is the best way to get the best deal on your new car.