Feb 21

Andrew James 1500 Watt Electric Food Mixer – Product Review

Andrew James 1500 Watt Electric Food Mixer

Andrew James 1500 Watt Electric Food Mixer is a brilliant product,
Andrew James 1500 Watt Electric Food Mixer in superb Silver Medal with splash guard and 5.2 liter Bowl + spatula + 128 Page power Blender Cookbook.
Andrew James 1500 Watt Electric Food Mixer has some exceptional features as an additional engine powerful (power max output), special robust mechanism and a huge 5.2-liter stainless steel flat. Mixer was recently voted by the newspaper independent as being in the Top ten best mixers

Andrew James 1500 Watt Electric Food Mixer comes with a recipe book of the food mixer, filled with delicious recipes for bread’s and cakes. The 5.2-liter bowl is made of high-quality grade 304 stainless steel
the Mixer also has a very useful splash guard, there are 4 accessories included, dough hook, Flexible beater blade, aluminum beater blade & stainless steel the dough hook and beater blade are made of special aluminum which is perfect for making bread’s and cakes.
Andrew James 1500 Watt Electric Food Mixer is equipped with 6 power levels and also a pulse level. The device is easy to clean but also to exploit. The stainless steel mixing Bowl is dishwasher-safe, and the set comes with a 12 month warranty

Andrew James 1500 Watt Electric Food Mixer is a kitchen appliance that lives up to its name and reputation. Solid construction adds to its life but it will resist punishment active kitchen and cook can give it. This New model Andrew James 1500 Watt Electric Food Mixer will withstand heavy artillery at all levels and provide the user with a machine that does it all. Its unique design is the one that will find its way to the shelf rather than storing them in the Cabinet.


Initial impression of this new model Andrew James 1500 Watt Electric Food Mixer is one of approval, I know some of the reviews say about it’s “cheap look and makeup” but when you compare this to some of the other branded names and look at their prices it’s probably to be expected.
I had been looking longingly at these larger stand style of mixers like this new model Andrew James 1500 Watt Electric Food Mixer for some time but just wouldn’t commit to buying, my wife has an aversion to anything remotely connected to cooking or the kitchen, and has always made me feel that one would be a waste of money, however I succumbed to temptation on Sunday and ordered this new model Andrew James 1500 Watt Electric Food Mixer.

I am really pleased with this new model Andrew James 1500 Watt Electric Food Mixer, and within an hour of this new model Andrew James 1500 Watt Electric Food Mixer being out of the box it had mixed up a batch of cakes, kneaded bread and whisked egg whites for a meringue. NOT I hasten to add, made by the wife!

I tried all the different speed settings on this new model Andrew James 1500 Watt Electric Food Mixer and whilst it isn’t exactly quiet, it is by no means that this new model Andrew James 1500 Watt Electric Food Mixer is a noisy machine, some reviews mention it being loud, I didn’t find the noise from the motor anything to criticise, My food blender makes as much if not more noise.
The rubber sucker feet of this new model Andrew James 1500 Watt Electric Food Mixer held it secure and it certainly didn’t wander about the work top, even when kneading a full batch of dough.
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I love this new model Andrew James 1500 Watt Electric Food Mixer the machine already and despite my wife not wanting it on display “cluttering HER worktop” this new model Andrew James 1500 Watt Electric Food Mixer does look a nice piece of kitchen equipment that should not be relegated to the back of a cupboard when not in use, mind you if today is anything to go by it, will be well used and have no time for being in the back of a cupboard.


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This new model Andrew James 1500 Watt Electric Food Mixer has a brilliant delivery service from Andrew James, it was here within 48 hours of being ordered.

I have purchased from Andrew James in the past for other kitchen items and am aware of their excellent customer service,and standard of products, so when ordering this new model Andrew James 1500 Watt Electric Food Mixer had no doubts at all that if it should not live up to my expectations, there would be no problems in returning it, however, based upon today’s initial trials it’s going nowhere.


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I reserve the right to comment further at a later date when it has really been put through it’s paces, but based upon todays trials all I can add is;This new model Andrew James 1500 Watt Electric Food Mixer is a brilliant product, unbeatable price, second to non customer care, you just can’t go wrong.
New Model Andrew James 1500 WATT Electric Food Stand Mixer In Stunning Silver With Splash Guard and 5.2 Litre Bowl + Spatula + 128 Page Food Mixer Cookbook

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Dec 11

2011 Tesla Roadster Sport Review

2011 Tesla Roadster Sport Review

2011 Tesla Roadster Sport
2-Door Convertible, Very Orange

About this vehicle

Highlights of the model:

Emission reduction; Carbonless driving; Sporty style and handling; advanced technology

Changes of model:

The changes for the 2011 Tesla Roadster Sport, now nicknamed the 2.5, include a new front fascia and revised grid, aerodynamic add-ons and a redesigned rear diffuser. Additional acoustic insulation has been added to the cockpit to eliminate road noise and the company has improved power control equipment to improve warm-weather performance.
The new seats adorn the interior, with added lumbar support and larger bolsters. A new electronic package adds touch screen navigation and a back-up camera.

Value of the model:

The technology as advanced as the 2011 Tesla Roadster Sport does not come cheap. While the company has plans to unveil more and more less expensive models in the future, the Roadster 2.5 must bear the cost of innovation. The 6-digit price purchases a state-of-the-art lithium-ion battery pack, a top speed of 125 mph and a maximum of 200 miles per charge. This type of electrical performance only is simply not available in any other vehicle on the road.

Model Preview:

The drivetrain of the 2011 Tesla Roadster Sport is different from almost any car that came before. It consists of only three main parts: a motor, a controller, and a battery. The base engine makes 185 kW, which is equivalent to 248 hp in a gasoline engine. The Sports model makes 215 kW or 288 hp.
The Roadster 2.5 uses lithium-ion batteries similar to those that power a mobile phone, there are only 7,000. The pack can be fully charged to a 220-volt outlet in less than four hours and can run one Maximum of 200 miles on a single charge. The range of any electric car, however, depends on how it is driven. Cruising around the city at 40 mph will bring maximum range near the upper end of this 200 miles. But slamming the throttle to test Tesla’s acceleration, or trying to reach the maximum speed of 125 mph Tesla, will greatly shorten the range.

The 2011 Tesla Roadster Sport was built with the maximum electric car performance in mind, however. The company realized that if a car was going to cost just over $ 100,000, it was going to have to have more go for it than stellar green powers. The 2011 Tesla Roadster Sport can do 0-60 mph in less than 5 seconds, thanks to the electric drive that makes almost all its torque available all the time. The Roadster 2.5 base is capable of a strong 275 lb-ft of torque, while the Roadster Sport can do 295 lb-ft.

Adding to its sporty silhouette, the 2011 Tesla Roadster Sport is open. The standard black roof is fabric, but a top of the body color or hard carbon fiber can be had too. The Tesla also got LED taillights, plus 16-inch wheels at the front and 17-inch wheels at the rear.

The interior is worthy of the supercar price tag, as well, and includes heated leather seats, but the microfibre fabric is also available. At the top end of the list of options, the interior can be equipped with custom leather seats and accent panels, as well as touches of carbon fiber throughout the cabin.

The Standard safety features include anti-lock brakes, traction control, tire pressure monitoring and front airbags. A touch screen displays information about the vehicle in the dashboard and the air conditioning is standard. Options for the Roadster include enhanced stereo with touch screen navigation and a backup camera, plus Bluetooth, forged wheels, and a customized suspension.

… that changed EVs forever – and still the most fun! This is the car that broke the stereotypes

The car that changed EVs forever – and still the most fun!

It was the car that broke the stereotypes. Before the Tesla Roadster, EVs were slow as golf trolleys and had limited reach. They looked stupid, too (today many still do). With a true range of 200 miles (EPA valued at 245) and a time of 3.9 seconds (3.7 seconds for the Sport model) for 0-60, it was the car that literally changed the world of transport.

It is a true roadster – not much comfort. It is based on the Lotus Elise, and while the wheelbase is longer, the door sills are lower, and a number of suspension and interior improvements have been applied, the lotus DNA comes across from the Seat low the few centimeters of space between you and your passenger, to the manual steering, which is accurate but heavy at slow speed. You will go through the rear tires every 10K miles – faster if you have fun. The Tesla powertrain puts a lot of weight behind the driver (but especially in front of the rear wheels), so handling at the edge can be frightening. But to drive winding mountain roads or anywhere along the coast on the decent pavement, nothing beats a Tesla Roadster.

An A S model P100D with Ludicrous is faster (2.5 seconds 0-60), but it’s even more, fun to have the top down on a sunny day in a Roadster. And with the latest battery upgrade now available from Tesla, the Roadster is again producing EV with the longest range.

Dec 10

2016 Lamborghini Aventador LP750-4 SV First Test Review

2016 Lamborghini Aventador LP750-4 SV

“Crazy acceleration.”

This is what we were promised by, in any case, a PowerPoint slide at the presentation of the new 2016 Lamborghini Aventador LP750-4 SV that we prepared for a lap time to Spain’s Barcelona-Catalunya Circuit. It is not often that we see “crazy”, with all that implies, during a press presentation, especially by a company hocking up its own product, but it was there.

Lamborghini was not calling the whole car crazy, only acceleration, but it might as well have been. First, the SV (which means “Superveloce”, or “superfast”) packs the same melody for its V-12 hyper expensive, only-three-were sold to the public Veneno. It is Lambo’s most powerful V-12, and it optimizes the variable timing of the valves, a new exhaust system and a higher redline (now 8500 rpm, up from 8350) to increase Production at 740 horsepower at 8400 rpm. The torque remains at the same level as in the non-SV Aventador: 509 lb-ft at 5500 rpm. But while Veneno’s dorsal calling card was her crazy style, the Superveloce is only intended to encircle a racetrack as quickly as possible. What he does, after just running the Nürburgring in less than seven minutes. Only a “crazy” car can do it.

Help questions are the claimed weight loss of 110 pounds. This comes from the courtesy of the composite rear wings and tilting panels, as well as a manually adjustable wing of carbon fiber and a fixed C-shaped aerodynamics instead of the electronically operated wing and buckets on the standard Aventador . There is also much less acoustic insulation and carpet (leaving the structure of sexy carbon fiber largely exposed), as well as racing seats made of carbon fiber carbon. Other consecutive changes include the installation of new (and magnificent) new wheels, lateral magnetic shock absorbers (a production car first, Lamborghini says), and variable-ratio steering that reduces the lock-to-lock movement , Especially with the Player Systems in the most aggressive mode, Corsa.

During our laps on the circuit, the first thing we noticed was the sound, carefully designed to let in the harmonics of the engine, but not the bothering of the transmission less desirable. The result is a crude, bad scream that easily drowned the directions we were given on a car radio emitted by Lamborghini.

Lamborghini test driver Marco Passerini drove us around the track, and he was not shy as a driver (or a person), quickly establishing a fast pace through the 16 corners of Catalunya. Thanks to SV’s unique Haldex all-wheel drive system and custom-made Pirelli rubber, 10 inches wide at the front, 14 (!) At the rear, we did not need to be shy either. The handle is everywhere, and, yes, the acceleration is absolutely ballistic. Connecting the turns at full throttle, we were fixed to the seats; Taking each speed up the red line, we regularly saw speeds just below 170mph at the end of the front straight line, usually lifting before the braking point for fear we get too close and personal with Passerini (slightly) slower, Aventador.

Such explosive acceleration means that the corners come, ahem, super fast. More than once we found ourselves in a corner so quickly that we were sure we were toasting but standing on the massive carbon-ceramic brakes pulled the car down reliably so that we could hit Our turn-in brands and sculpt across the top.

Some credit for the stunning capabilities demonstrated by the car can be delivered to the amazing fast-rise load-up force of 170 percent, says Lamborghini, which helps keep these Pirellis greases adhered to the pavement during such braking Pucker inducing. As to prove the point, we watched the back of Passerini’s car dancing around under the full brakes while the back of our car remained posed.

It took a few corners to get used to the new variable-ratio steering. Between right braking, proactive magnetic shocks that keep things flat and steering extremely fast in Corsa mode, the turnaround is so immediate that our first laps include many minor corrections in the middle of the corner. We also alternated between Sport and Corsa modes, finding Sport to be amazing in its own right, but we liked it even more so once we became acclimatized to the leadership. Corsa also offers hyperspecific change times and a more textured driving quality than slightly softer sport and more gentle Strada modes.

Back in the pits, we got out of the car with a kind of wonder and appreciation for the world-the violence and rawness of the experience made us feel we had several experiences near death Within 10 minutes. Even after multiple sessions, our internal dialogue has remained the same: First: “I’m alive.” Second: “What a great car.” Third: “My brain could explode, it was incredible.

As is the case with most sports cars, a lower mass means better performance. Less weight usually means more money, and in terms of Lamborghini, the cost is precisely $ 88,400 more than the non-SV model. Customized treatments will increase the price even more, and only 600 SV will be built. According to several representatives of Lamborghini present – including CEO Stephan Winkelmann – a future Aventador SV roadster is “possible”. Wink. A nod. Smile. I got it. Figure on a price point about $ 50K higher, and about 100 pounds of added weight back in. Could that make it slower? It could. Would he still be crazy? You’re a damn skippy.

Dec 09

2017 Porsche 911 Turbo S Review

2017 Porsche 911 Turbo S
2017 Porsche 911 Turbo S
Cabriolet, Custom Color Uni

The revelations about our remarkable automobile era sometimes notice in the conscience amidst an experience – stabbing gas in a Dodge Hellcat, for example, or noting an SUV filled with the whole family and the luggage is an average of 31 mpg . Rare times, our golden age is carefully packed into a unique and immersive product that encompasses almost everything we have learned in 115 years of automotive technology.

The Porsche 911 Turbo S is the latest.

Taken from any quantitative angle – acceleration, top speed, braking, handling, interior capacity, comfort and convenience – it is a remarkable machine packed with technology and almost devoid of defects. These few defects are easily rectified ergonomic items, placing them in the field of oddities: The visors do not extend to cover the lateral windows; There is nowhere to put your phone; The cupholders are still ridiculous. All the things you will get more.

First, the basics: Under the aft deck, somewhere, is a 3.8-liter twin-turbocharged six. You will have to trust Porsche on that one, because you can not even see a hint of it without putting the car on an elevator. It certainly sounds like a six dish, and even more, it feels like a 580-hp six dish (540 in the non-S Turbo). This power is sent by Porsche PDK to double-clutch seven-speed transmission through an AWD system for a final result of 2.8 seconds at 60mph on the way at a top speed of 205mph. Again, these numbers from beyond apply to model S; “Ordinary” 911 Turbos roam to 60 in 2.9 seconds and reach a terminal speed of only 198 mph.

There is no change of stick, so do not even ask. Unfortunate? Yes and no: Yes, because there is no substitute for the tactile sensation of rowing your own gear with a proper manual transmission; Not because PDK is faster than you, which makes the car faster, and this is the most important thing for many buyers. In addition, PDK is in line with the 911 turbo “doing whatever” ethos, and jumping through its gears can be as fun as a manual, despite being another type of pleasure – more auditory and Seat of the entertainment-pants That mechanical satisfaction.

All Turbo 911 now come standard with the Sport Chrono package, which among other things includes a rotary dial at about 4-o’clock position on the steering wheel. Four settings (comfort, sport, plus and individual sport) alter the throttle settings, steering, suspension and others. As you can expect, the first three are preprogrammed, while the Individual mode allows the driver to customize his combinations – comfort driving with sport plus gas response and rigid suspension? Ja!

Then there is the button in the middle of the dial. It is called “Sport Response” and is devoid of markings in a typically underestimated German – it should have a biological hazard symbol or at least carry an exclamation mark. When pressed, at any speed and in any setting, the car goes into “fight or flight” mode, basically preparing to hyperdrive away from anything nearby. Porsche says it is “to pass” in the same way that a tactical nuke is “for crowd control”; To the average driver of the Camry, Sport Response will make you blur in the side window on your way to being a distant pair of taillights.

Finally, when you are stuck in traffic or need to find your way, Porsche has updated its navigation / stereo / infotainment PCM system to run faster and naturally. The pinch and sweep motions complete the buttons on the touchscreen, and the whole system is much faster and more intuitive than the previous generation.Then there is the button in the middle of the dial. It is called “Sport Response” and is devoid of markings in a typically underestimated German – it should have a biological hazard symbol or at least carry an exclamation mark. When pressed, at any speed and in any setting, the car goes into “fight or flight” mode, basically preparing to hyperdrive away from anything nearby. Porsche says it is “to pass” in the same way that a tactical nuke is “for crowd control”; To the average driver of the Camry, Sport Response will make you blur in the side window on your way to being a distant pair of taillights.

Finally, when you are stuck in traffic or need to find your way, Porsche has updated its navigation / stereo / infotainment PCM system to run faster and naturally. The pinch and sweep motions complete the buttons on the touchscreen, and the whole system is much faster and more intuitive than the previous generation.

What is driving?

Where do you start? We can do backroads from Northern California, get to the office or blast around the racetrack, or anywhere in between; To paraphrase the same Internet, 911 Turbo does not care, so start at Thunderhill Raceway near Willow, California:

Crank the dial to sport-plus, accelerate to the track, and you yourself have a beautiful damn time trying to follow the famous Hurley Haywood driver. Not Hurley? Probably for the best since making buyers of his lighthouse $ 180,000 feel insufficient is not in the best interest of Porsche. Whether you follow a pro or not, the 911 Turbo S will make you a fast pilot simply because it’s such a ruthless fast car; There is only a hint of turbo lag, and PDK knows the gear you want 90 percent of the time – for best results on a familiar track, use the paddles for what are really instant changes. The direction is the beautiful point-and-shoot variety with just enough help to prevent the driver from feeling beat-up at the end of the day, and in the sport-plus, electronics will still allow you to play With some trailing-throttle Oversteer without going full-on widowmaker.

Cast iron brakes on regular Turbo (carbon ceramics are optional there, standard on S) deliver outstanding pedal feel and could be easier to live on in the long term, but carbon brakes now seize NOW, not showing Never more than a bland tip despite Thunderhill’s running-in hours at temperatures of 100 degrees. If there is a disadvantage to carbon ceramics is that they go from nothing to tickle the ABS in a fraction of a second – there is more resolution in the iron brake pedal even if their capacities are not Not so extreme.

As good as the 911 Turbo is on the undulating curves of Thunderhill Raceway, it’s also where one feels the most weight; The track is not the natural home of this car, at least in the sense of a Cayman GT4 or one of the brand’s other specialized weapons. There is a lot of power, brakes and tires to help it outperform 98 percent of the cars in the market, but everything is wholly used whipping 3,600 pounds of 911 in this kind of frenzy. Can you use it to destroy a course during a track day? Certainly. But the 911 Turbo will probably not be the choice for a buyer looking for a Porsche primarily for such follies.

Not being masochistic, our towers in Thunderhill were negotiated with air conditioning at full blast and seats cooled (where available) bent. We rode in refrigerated comfort at 9 / 10ths for nearly 250 miles, the outdoor thermometer peaking at 106 degrees, after which we completed the fuel tanks and traveled sometimes-lazily, sometimes-quickly on the winding roads of California To one night in Napa, completely without incident.

Maybe it’s not a big deal for you; For us, hammering on machines like that, then driving as if nothing was happening was rather … magical. The same goes for the 911 Turbo. Where the car excels is great tour, and in northern California from Napa, Sonoma and Lake counties, the 911 Turbo driver wants nothing … except maybe a place to put the damn phone. Even in sports mode, the driving is firm without being hard, the engine note and the changes are harmonized in a magnificent mechanical salsa and, if you absolutely need, there is enough sound damping to take a phone call via the connection Bluetooth without having to scream.

Do I want one?

It depends: Do you have an insatiable need to be flouted, constantly watched by passers-by with equal share envy and disdain? Do you have what some presidential contenders can call “smallness”? If so, the 911 Turbo will not cut it. It is, as it has always been, under-the-radar exotic, identifiable to 95 percent of the buyer public only as “a Porsh.”

Can you ignore it if your neighbor thinks you bought a Cayman instead of the best versatile sports car in the world? Hopefully, yes; Otherwise it wins and you lose on everything that Porsche has packed in the Turbo. You do not want this to happen.

NOTE: An earlier version of this article listed the unladen weight at 4,387 pounds (the gross vehicle weight rating); The actual braking weight for the 911 Turbo S is 3.527 lbs.

Dec 08

Dewitt Academia Mysterious Tourbillon in 18k White Gold

Dewitt Academia Mysterious Tourbillon in 18k White Gold

Dewitt Academia Mysterious Tourbillon in 18k White Gold

Product Description

Dewitt Academia Mysterious Tourbillon in 18 Karat white gold Hand-wound movement with manual winding. This is the summit of the Dewitt line. Model: AC.8001.48.M950 limited edition of 50. This is number 45/50. If you are reading this, you are a connoisseur. This piece is the substance of dreams. This is the best of Dewitt’s masterpiece. Each edge on this piece is meticulously finished by hand to perfection. Each corner is rounded with an angled style finish. Each screw is a polished mirror. It is a true masterpiece of a world-famous watchmaker! Size: 43mm without crown (44.5mm with crown). Versatile waist for formal and casual occasions. Wears extremely comfortably on the wrist. Dial: Blue multi-avocado dial with tourbillon cage with an extremely long black-polishing pattern. Movement: Large complication inside the hand-wound tourbillon machine The sapphire crystal display screen shows a strong and unusual movement architecture carefully designed for this piece. This masterpiece is fascinating to look at both from the front and back. Comes with a Dewitt 18K WG original deployment buckle. A very solid gold piece weighs 171 grams.Comes with a long Dewitt blue crocodile strap in new condition, and can fit the wrist up to 9.5 inches. Comes with original box, brush and cleaning cloth (Sorry, but papers are mislaid)

Dec 07

Audemars Piguet Royal Oak Monthly automatic wind-show (Certified Pre-owned)

Audemars Piguet Royal Oak Monthly automatic wind-show (Certified Pre-owned)

Audemars Piguet Royal Oak Monthly automatic wind-show (Certified Pre-owned)

Rating rating: 98
Authenticated by: WatchFacts
Model year: 2016

Product Description

A unique skeleton dial and overall incisive design are the amazing complications of this Audemars Piguet Royal Oak Offshore Tourbillon watch. The time is displayed using royal white gold Royal oak hands and Arabic hour digits on a partially skeleton blue dial. The 30-minute counter of the chronograph is at 3 o’clock and the vortex of gravity-canceling at 9 o’clock. The watch case is in platinum 950 and its octagonal bezel in black ceramic while the strap is made of quality blue rubber and has a deployment clasp.

Dec 07

2016 Bentley Continental V8 S Review

2016 Bentley Continental V8 S

2016 Bentley Continental V8 S
2-Door Convertible, Windsor Blue Metallic

About this vehicle

Highlights of the model:

Supercar performance without compromise to comfort; Reasonable gas mileage; All season traction; Pleasant top-down convertible option; Handcrafted look of interior finishes

Changes of model:

For 2016, the Bentley Continental GT remains about the same as last year’s model, with only subtle changes to the bodywork and minor upgrades inside.

Value of the model:

The Bentley Continental is a personal luxury coupe, a performance-oriented part large-tourer – and the specific combination of these features depends largely if one opts for the GT models or the Edgier GT speed. The Bentleys are built to the specifications of a long list of factory options, upgrades and trim. A tailored program allows buyers to totally customize the look, the only limit is imagination, taste and of course, budget. Regardless of materials or trim, the level of detail and craftsmanship is well above most other luxury cars.

Model Preview:

The 2016 Bentley Continental range now consists of five models: GT V8, GT V8 S, W12 and Speed. Convertible variants are also available for the V8 and W12.
The 6.0L mammoth W12 engine shown on the “W12” model makes 567 hp and 516 lb-ft of torque. In speed, this engine is tuned to produce 626 hp. The V8 models are powered by a 4.0-liter turbocharged V8, making 500 horsepower and 487 pound-feet of torque in the standard V8. The V8 S bumps this number to 521 hp.

All-wheel drive is the key to how the Continental gets as much power and torque to the road so efficiently, making this coupe quite heavy or convertible surprisingly fast. The engines are coupled with an 8-speed automatic transmission. Even V8 models can reach 60 mph in less than five seconds, with a top speed of more than 180 mph. W12 models can reach 60 in less than 4.5 seconds.

The four-wheel drive system also helps with both challenging weather conditions and challenging roads. The system is capable of sending up to 60 percent engine torque to the rear wheels if needed to help it feel more agile out of tight corners. All Continental models, regardless of the type of engine or body, also benefit from an ‘S’ sports mode and a steering wheel.

The Continental GT V8 and V8 S models also perform much better on gas than other W12 models in the range, thanks in part to the cylinder deactivation technology which allows them to gently and almost imperceptibly deactivate half their cylinders. Lower speeds. Base V8 models are capable of a very respectable 24 mpg road, allowing a cruise line of more than 500 miles.

Whether GT coupes or GTC Convertibles, all Continental models are large and spacious 2-door doors, with plenty of room for larger drivers and front passengers to lie in. There are two Carved back seats, and While smaller adults might find them fine, larger adults might have problems coming in and out particularly. The chest space is plentiful, too. Most models are equipped with a pneumatic suspension system with continuous damping control, which includes four different settings covering the difference between cruising comfort and serious driving.

The Continental GT V8 S is available in coupe and convertible forms and includes a more rigid suspension air (lowered by almost a half inch), sharper steering and more vocal, sporty exhaust, as well as Indices of style “S” throughout. All Continental V8 models get special ‘Figure-8’ exhaust outlets that are fairly easy to spot at a distance; Other differences include a black chandelier matrix grille with chrome frame, a red ‘B’ Bentley enamel badge and a dark lower valance in the back.

For those who want the high-end model in the range, with no budgetary limitations, Continental Speed ​​remains the one to get. It packs a specially tuned version of the W12 which makes 626-hp and 607 lb-ft of torque. It adds a special adaptive control software for transmission, to help you get maximum performance and extra Pirelli PZero extra tires, as well as a number of visual changes such as a dark grate and exhaust pipes “Striped”. Together, this configuration can reach 60 mph in just 4.0 seconds and at a top speed of 206 mph.

The GTC Cabriolet comes with a folding system that offers excellent protection against the elements as well as a fast and neat storage (it folds in only 25 seconds). There is a wind deflector available which makes the drive in these drop-tops even more enjoyable.

The list of choices for options, accessories, trimmings and customization accessories is extensive, and the price could easily increase tens of thousands of customizing the car. The Mulliner Driving Specification adds a set of great improvements, such as padded leather, forged alloy pedals, painted alloy wheels and improved tires and a knurled shift lever. Other options packaged in some of the more expensive packages include adaptive cruise control, ventilated seats with massage and a mirror camera system. There is a good chance of switching to real wood veneers or upgrading the upholstery. The premium sound system “Naim for Bentley”, expensive but impressive, can be among the best audio systems available in the car.

Dec 06

2016 Ferrari 488 GTB Review

2016 Ferrari 488 GTB
2016 Ferrari 488 GTB
2-Door Coupe, Grigio Alloy Metallic

In 1975, Maranello replaced the Dino V6 with the 252bhp 308 GTB; Last year, at his Geneva press conference of the show, he unveiled the seventh descendant of this line: the 661bhp 488 GTB.

2016 Ferrari 488 GTB is extremely important for a variety of reasons.

This is our British champion of the best left-handed driver’s car, so we have already written about it a fair bit, but only now comes the chance to judge the car in the right walk form, on the road,the track and the weighbridge and against the tape measure and dispensing gear.

The acceleration of the launch of the car was dominated by a key technical change: a 3.9-liter double turbo V8 derived from the one used for the first time in California two years earlier.

2016 Ferrari 488 GTB allows considerable gains in peak power and torque compared to the atmospheric V8 in the 458 Italia and offers the necessary improvement in fuel economy and reduced emissions.

The logic of the nomenclature of the car is also new. The predecessors of the 488 have reversed between justifications for their numerical identities since the departure of the one that seemed to make the most sense: the first two digits of the name representing the size of the engine and the last the number of cylinders, ie 308, 328 and 348.

Ferrari left this logic with the F355 but it came back to him with the 458 Italia. And now he has left again, choosing “unit move” (or volume of a cylinder) to define a model name, as he did with his V12 cars.

Perhaps this car should be called 398 GTB, with an extra character allowed somewhere to represent these turbos.

But Ferrari rarely replaced one of its cars with another of less apparent numerical value and credited its customers with the necessary intelligence to understand that less can be more, as seems to be the case with this reduced 488.


Design & Style

Having invested so much in monocoque aluminum construction since the 360 ​​Modena, Ferrari will not abandon it in favor of carbon fiber anytime – regardless of what its rivals may be up to.

Thus, the 488 GTB continues with an aluminum tank made of various alloys and deployed in varying thicknesses. It’s a decision that costs little to car on the claimed dry weight compared to its all or part of carbon-fiber peers.

The dry weight of the 458 Italia was 1380 kg; The 2016 Ferrari 488 GTB is 1370kg if you go for all the weight saving options. A McLaren 650S reaches the latter by only 40kg.

The suspension is done via double front aluminum triangles and multiple cross and longitudinal links at the rear, just as it was on the 458 Italia and Speciale.

The 2016 Ferrari 488 GTB shares its front lane width with the last car and has a rear track wider than both. The steering rack and adaptive shocks make a reappearance after serving on the Speciale, the first working through a ratio of only two full turns between the locks.

The dimensions of the 488 make it slightly longer and wider than the 458, but identical on the total height and wheelbase.

Designed in Ferrari factory studio (disappeared are the days of Pininfarina’s involvement), its look is destined to be more sculptural than that of the 458 but with no less line purity. But in our eyes, the Italia was one of the most beautiful mid-engined vehicles that Ferrari has yet made.

On a less subjective note, Maranello evidently pursues his philosophy of “aerodynamics by subtraction” – removing volumes from the body of the car to reduce drag or create a supporting force, rather than adding Bolted additives, so the 488 looks like a car whose shape follows function.

But it should, because thanks largely to the double-level front splitter, new under-roof,rear spoiler blown and enlarged active rear diffuser, it generates 50% more downforce than the 458 did, all 325kg to 155mph .

This brings us to the main event: the 3.9-liter V8 Ferrari F154 CB, with its 90-degree bend angle, flat crankshaft, oversized cylinder and two IHI twin-scroll turbochargers mounted in parallel , One for each bank of cylinders.

The engine produces 661bhp from 6200rpm to 8000rpm, with up to 561lb ft of as little as 3000rpm, depending on whether the gear is chosen in Getrag’s seven-speed dual-clutch automatic gearbox.

This amount of torque is considerably more than a 12-cylinder F12 Berlinetta can call, of course.

According to Ferrari, the 488 and F12 have set identical times of 1min and 23sec around their Fiorano handling track, with the former 458 Italia two seconds longer. Which is quite a point of sale for the most affordable of both cars.

2016 Ferrari 488 GTB Interior

The environments of driving as they go, not much has changed between the 458 Italia and the 488 GTB.

There is still a choice of seats – light, manually adjustable and deliberately figure-hugging ones on our test car – which pitch you in a fine driving position behind the strangely shaped standard and, at least to some testers, too complicated steering wheel.

It includes not only buttons to start and stop the engine and change between driving modes, which was good for all concerned, but also for indicators, wipers and main beam, which was an overload And lacking intuitiveness for some.

However, no one can claim that it does not release space behind the wheel, where Ferrari places two pallet selection pallets mounted on a column – right for the top, left for the bottom – which are the easiest to reach and To be used in the company.

If only the same could be said for the instrument binnacle in front of them. We do not have beef with the centrally mounted speedometer and large single-turn counter, whose needle runs within the limit of 8000rpm with a speed that is quite surprising (but we will come back to it later).

We have, however, problem with the two digital screens around it. They may present reading speed, may have temperature dials or pressure pulled up, or show navigation and entertainment, but they never seem to become intuitive to use.

Overall perceived construction and fit and finish are reasonable, but no better. A switchboard of McLaren 650S has more solidity, but it is suspected that the owners of Ferrari put that low enough in the list of priorities, and the interior is attractive designed with proper flamboyance.

The boot at the front is also generous, while the glove compartment, door cubes and cupholders, one of which usually becomes a key holder, make the 488 as convenient as you would like.

On paper, the two infotainment pods, one on each side of the steering wheel, may have seemed like a good idea. The functions can be controlled by a hand stretched – a natural extension of the device right next to your fingers.

But in the real world, separate controls and screens bifurcate your attention like a fork in the road (when really it should be focused on the forks in the road).

Even when you have learned what lives where, there is a tendency – not helped by the software or the selector fiddly – to zero in this little corner of the dash.

In all fairness, and compared to Ferrari’s previous exploits in infotainment, the whole system has come by giant leaps and bounds.

The Bluetooth connection is robust, the sat-nav nav perfectly readable and the processor behind all clearly equipped with much more grunt than ever before.

The standard stereo is usable, but there is also the cost option of a JBL Professional 12-speaker system if the treble of the V8 is not to your liking.

But there is no detour the fact that any equivalent traditional media – especially Porsche VW Group-sponsored set-up – exudes a more rounded quality.

2016 Ferrari 488 GTB 2016 Ferrari 488 GTB performance

Two things impress on the performance of the 488 GTB: its ferocity and the nature of its delivery.

Getting a 3.9-liter turbo engine fast is one thing, and it’s a task that Ferrari duly succeeded.

The 488 shooters of the 0-60mph sprint in 3.0sec dead, hits 100mph of rest in less than six seconds and reached 150mph in only 13.3sec. A McLaren 650S is still at least a couple of tenths adrift.

But the biggest success of Ferrari is to make the 488 GTB the finest gas turbo engine in production. Several manufacturers have gone from natural suction to turbos recently, some with better results than others.

The six turbocharged Porsche people (and, in particular, the ovens) truly feel the poorer relationships of their ancestors. AMG was more successful, partly by composing the exhaust note up to 20.

But the engine of the 488 is remarkable for the little delay that there is and how convincing speed built towards the upper end, as it rattles in the 8000rpm limiter when it feels like it is barely out of range .

To do this, from low speeds to lower speed, Ferrari limits the torque of the V8. Its engineers say that to free it all would result in a characterless bark and a delivery that would not reward you for using more tricks.

Nevertheless, what you get is a car that goes from 30-50mph to fifth in 2.2sec, which is precisely the same time it takes to go from 100-120mph. His desire is that wide.

Yet because you know that aerodynamic drag and other acceleration limitation factors increase with speed, it really sounds like an engine that gets better when you drive harder.

Coincidentally, we imagined a BMW M2 just after the 488 GTB. His engine felt breathless towards the upper end, as if the last 1000rpm were not worth dealing with – not uncommon with the turbocharged units.

But the 488, as a contrast, hits in its limiter as it has another 1000 rpm yet to go.

Meanwhile, there is so much delay that it’s almost unpredictable – and it can even make the chassis more playful – while Ferrari’s old flat-roar yelling is held at 80%.

For perhaps the first time, then, so much is added in winning turbochargers that it more than equals what was removed.

And the effectiveness for which they are there? It depends. Drive quietly and you will see 20mpg. Drive on a track and you’ll be more than half of that.

2016 Ferrari 488 GTB Ride & Handling

There would be a real risk of assuming, because the 488 GTB shares its adaptive shock absorbers and steering rack with the 2014 458 Speciale, that the 488 will feel like a Speciale-plus.

But far from it. The 488 is closer to the usual 458 Italia, in that it is a more rounded car with a softer, wider appeal than that of the Speciale – although with many answers from the latter’s car and balance .

Its rolling quality is clever and indulgent – at least if you place the shock absorbers in the Bumpy Road setting they defaults only in the wet mode of the chassis (which maintains a firmer grip on the wheel slide and is cautious on The equipment you put in).

Bumpy Road is the appropriate mode for more or less any road in the UK, where the 488 rides without the ultimate compliance of a McLaren 650S, but better than any other pure and simple supercar.

The body movements of the Ferrari are nevertheless impeccably well contained. And because the visibility is pretty good, low low, easily modulated and secure brakes and instantaneous speed changes, the 2016 Ferrari 488 GTB is an easy car to drive on the road and not intimidate the slightest.

On the road, too, even his two turns of direction resists feeling too strong for the most part. It has a curious lightness but is at least coherent, and you familiarize yourself easily with how it does things, resulting in a pleasant natural flow and rhythm of driving.

On a circuit, however, the 2016 Ferrari 488 GTB still feels more serious, without losing this accessibility and, frankly, the lack of intimidation that is quite remarkable in a 661bhp supercar.

The 2016 Ferrari 488 GTB limits are as affordable as those of a Toyota GT86, in part because of the extraordinary electronic slip controls, but even in the “ESC off” mode, which leaves you alone.An extraordinarily good chassis belongs to this Ferrari.

The 488 GTB is a remarkable thing: faster than a 458 Speciale but at the same time much more docile and accessible.

And just as it is on the road, it feels quick crunches on the track, despite having much more room to play with, although it’s a little nervous as you turn at high speed.

Hit the brake pedal hard and sometimes it may feel a little firm. The deceleration is there (however, we never found its limit of discoloration), and any slight elevation and reapplication of the pedal returns to its natural and reassuring sensation.

The pedal modulation is so good, in fact, that it is easy to bleed the brakes as you turn, and then there is a small amount of understeer stabilizer.

An elevator and it regains neutrality, or better yet, adds more accelerator and the 488 steers magnificently under power.

The Side Slip Control function then makes you feel like a hero or, with all electronic devices switched off, there is such a precious balance that sometimes you can look like one of your own accord.

MPG and operating costs

The price increase for the 2016 Ferrari 488 GTB is not huge. The 458 Italia cost a whisker under £ 170,000 when it arrived; The 488 comes to a thin mustache under £ 185,000,which is what an equivalent Lamborghini Huracán will cost more or less and considerably lesser than what McLaren charges for a 650S.

Anyone who takes delivery of its 488 this year will have paid just over £ 183,964, due to Ferrari’s policy of encouraging its dealers to impose a “minimum of spending options” on early adopters of new models.

The amount varies between dealers but stories of loyal Ferrari customers being kicked back on waiting lists due to “only” spending £ 15,000 on options are easy to find in online forums.

Why treat customers this way? Because, although we do not approve, the luster of the Ferrari brand allows it.

It artificially inflates what the market second hand initially values ​​the car to (almost 488s new are currently advertised for more than 270,000 pounds), and, Ferrari argues, it eliminates speculators by making cars more expensive to acquire.

Our press car came up with an amazing 64,000 pounds of options, including the special Rosso Corsa paint (£ 7104), a carbon fiber back diffuser (£ 5472) and Goldrake carbon racing seats (£ 5184).

Thanks to Maranello, which graciously offered UK buyers a satellite navigation system, cruise control, rear parking sensors, an alarm and a tracker as standard.

We advise going for 20in forged wheels and titanium exhaust, but then stack as many toys on the 488 GTB as you like if it means getting one this year. And on the odds that you do not like, just sell and pocket the premium.The biggest success of Ferrari with the 488 GTB is not just how fast it goes.

Nor is it the way he integrated turbochargers on his mid-height V8, but retained much more character than any other manufacturer who has artificially tried to suck its engines.

Nor did he give the whole of the way and the capacity of the speciale that preceded it.

No, the feat is how all the above elements have been melted in what is undoubtedly the greatest supercar of today.

Even testers who think that Ferrari comes with some brand attributes they would rather live without, testers who think modern supercars are often too fast and too distant to be nice on the road, drove the 488 and admitted that , If their number has come, “Yeah, I probably would have one.”

When the 458 arrived, we were surprised by this change of step, it was the F430. By ostensibly using the 458 platform and some familiar components, Ferrari did it again.

As a result, the Ferrari pips McLaren 650S, Lamborghini Huracán LP580-2, Honda NSX and Noble M600 in first place.

2016 Ferrari 488 GTB verdict

The biggest success of Ferrari with the 488 GTB is not just how fast it goes.

Nor is it the way he integrated turbochargers on his mid-height V8, but retained much more character than any other manufacturer who has artificially tried to suck its engines.

Nor did he give the whole of the way and the capacity of the speciale that preceded it.

No, the feat is how all the above elements have been melted in what is undoubtedly the greatest supercar of today.

Even testers who think that Ferrari comes with some brand attributes they would rather live without, testers who think modern supercars are often too fast and too distant to be nice on the road, drove the 488 and admitted that , If their number has come, “Yeah, I probably would have one.”

When the 458 arrived, we were surprised by this change of step, it was the F430. By ostensibly using the 458 platform and some familiar components, Ferrari did it again.

As a result, the Ferrari pips McLaren 650S, Lamborghini Huracán LP580-2, Honda NSX and Noble M600 in first place.

Dec 06

Mercedes-Benz SL65 AMG 2016 2-Door Roadster, Polar White

Mercedes-Benz SL65 AMG 2016

Mercedes-Benz SL65 AMG 2016
2-Door Roadster, Polar White

About this vehicle

Highlights of the model:

Exceptional performance; Elegant and discreet; Mercedes-Benz Crafts and Luxury

Changes of model:

Before 2017, the Mercedes-Benz SL is unchanged for 2016.

Value of the model:

The 2016 SL-Class is a 2 seater sports car with generous help of luxury and comfort. Starting at about $ 84,000, the car is really in the luxury category, and drivers are treated to some of the best technology available. The SL has a powerful engine, a chassis and a hard hard folding intelligent.

Model Preview:

The SL-Class benefited from a complete redesign in 2014, including the intensive use of aluminum in the chassis. The end result is a lightweight body with exceptional stiffness and rigidity, with impressive performance all around.
Although it mainly has a reputation for luxury, the Mercedes-Benz SL is a seriously fast car, no matter the model. The car is available as SL400, SL550, SL63 AMG or SL65 AMG. The SL400 has the smallest engine in the lineup, but its double-turbo 3.0L V6 still makes 329 horsepower, enough to get the SL400 at 60 mph in a claimed 5.1. The SL550 is powered by a 4.7L, double turbo V8 that makes 429 horsepower and 516 pound-feet of torque. Combined with a 7-speed automatic transmission, 0 to 60 mph is possible in just 4.5 seconds. The SL63 AMG is powered by a 5.5L double turbo V8, making 530 horsepower and 590 lb-ft. Finally, the SL63 AMG offers 621 horsepower and 738 lb-ft of torque from its 6.0L twin-turbo V12. Mercedes-Benz claims a time of 3.9 seconds 0-60 mph for its high-end SL, with a top speed of 186 mph.

Of course, no Mercedes-Benz is complete without much luxury and technology. Mercedes-Benz has supplied two versions of its hard top convertible – a glass version and an optional MAGIC SKY CONTROL. The roof MAGIC SKY CONTROL is able to change its transparency by pressing a button, going from transparent to opaque to the will of the pilot. The entire roof retracts in less than 20 seconds.

The roof of the Mercedes-Benz SL65 AMG 2016 car is really just the last of the impressive technology in the SL. Adaptive headlights swivel to see corners. An automatic chest does not require hands to open or close; A simple foot wave under the rear bumper is enough. The washer fluid is distributed through small channels into the windscreen wiper blade itself, preventing splashing and ensuring that the occupants remain dry even with the top down. The sound system uses gaps in the chassis of the car to improve the bass.

The emphasis on technology is particularly beneficial when it comes to security. All types of traction control, stability control, and anti-lock brakes are standard. The Mercedes-Benz SL65 AMG 2016 is also available with the Mercedes-Benz PRE-SAFE brake system, which will automatically apply the brakes if the car detects a collision. Two airbags, including the head and thorax, are also standards, with a couple of rollover bars. Active head restraints also help prevent cervical whiplash – Mercedes-Benz boasts that the SL is the safest roadster in the world.

Dec 05

2016 Aston Martin DB9 Elite Segment New Bond Edition

2016 Aston Martin DB9  Elite Segment New Bond Edition

2016 Aston Martin DB9
Automatic transmission 2-door Volante, Storm Black

About this vehicle

Highlights of the model:

Powerful V12 engine; Clear and positive handling; Chic, sophisticated interior; Elegant and timeless style

Changes of model:

For 2016, Aston Martin offers the DB9 with a slightly more powerful version of the same V12 that has been part of the DB9 for years. A new “Bond Edition” DB9 is also available, a link with the famous franchise of movies.

Value of the model:

The 2016 Aston Martin DB9 Elite Segment New Bond Edition competes in an elite segment of large luxury tourers, such as the Bentley GT, Mercedes-Benz CL65 AMG and Maserati GranTurismo. Available both as a coupe and a convertible, the 2016 Aston Martin DB9 Elite Segment New Bond Edition starts at a high $ 198,250. With pretty lines, a plush soft leather interior and performance-proof, the DB9 2016 offers the best of this exclusive segment.

Model Preview:

The 4-seat 2016 Aston Martin DB9 Elite Segment New Bond Edition is the ultimate luxury tourer, both in coupe and convertible “Volante” form. Underlying its superb body is a chassis that offers incredible rigidity. The car is also incredibly balanced, with a weight distribution of 51/49 percent front to rear. The independent suspension has adaptive damping in 3 steps, with Normal, Sport and Track modes offering corresponding performance levels depending on driver preferences and driving conditions. An incredible stopping power is offered by vented carbon ceramic brakes. The 2016 Aston Martin DB9 Elite Segment New Bond Edition rides on 20-inch 5-spoke alloy wheels, with Pirelli Z-rated tires offering the handle.
The 2016 Aston Martin DB9 Elite Segment New Bond Edition Carbon mounts on 20-inch 10-spoke wheels and features accents of exclusive exterior and interior carbon fiber as well as premium leather upholstery with contrasting stitching. Other keys include brake calipers in yellow, red, gray or black.

All DB9s are powered by a 6.0L aluminum V12 that, by 2016, produces 540 horsepower and 457 pound-feet of torque. The large engine is coupled to a 6-speed automatic transmission with a limited slip differential and offers quite athletic performance, with 0-60 mph in just 4.5 seconds and a top speed of 183 mph.

The 2016 Aston Martin DB9 Elite Segment New Bond Edition standard equipment includes a full-grain leather interior with walnut and graphite accents, heated mirrors, HID automatic headlights, automatic climate control, satellite navigation and satellite radio, Front, and rear parking sensors, a rearview camera, a trunk-mounted umbrella.

The optional equipment can take the 2016 Aston Martin DB9 Elite Segment New Bond Edition to another level. Aston Martin makes sure that there is a multitude of ways to make your DB9 unique. Options include 3 alternating wheel styles, painted brake calipers and carbon fiber exterior trim. Heated front seats are optional, as is the enhanced Bang & Olufsen BeoSound sound system. The rear seats can even be uninstalled if desired. Aston Martin offers 35 paint options and 31 interior leather colors, but if the right color is not among them, Aston Martin will paint and pad a DB9 in any color the customer provides.

A new-for-2016 special “Bond Edition” debut. Manufactured in an extremely limited number of 150 models, they feature a unique ‘007’ badging, unique indoor and outdoor exclusive touches. A unique “Specter Silver” painting is the only color available.

Dec 04

Bridges New York Bracelet in 18 carat white gold and titanium with 671 diamonds (28 1/2 cttw)

Bridges New York Bracelet in 18 carat white gold and titanium with 671 diamonds (28 1/2 cttw)

Bridges New York Bracelet in 18 carat white gold and titanium with 671 diamonds (28 1/2 cttw)

An ultimate luxury expression, this amazing handmade item is the only one of its kind: one person will never have to wear this wonderful diamond cuff
The 28.5 carat diamond bracelet in 18k white gold with titanium accents captures both the soul and spirit of New York – the iconic “bones” of Manhattan are embedded in the design to convey the ” Spirit and tone that are irrevocably ”
The cuff has 596 pavings of round cut diamonds weighing 8.3 carats and 75 cut diamonds of 20.2 carats for a total diamond weight of 28.56 carats
Diamonds are, of course, only the finest quality (VS2 or better clarity and E-F in color); Bracelet measures 8 inches in length

Product Description

An ultimate luxury expression, this amazing item by hand is the only one of its kind: one person will never have to wear this wonderful diamond cuff. The 28.5 ct diamond bracelet in 18k white gold with titanium accents captures both the soul and spirit of New York – the emblematic “bones” of Manhattan are embedded in the design to convey the ” Spirit and tone that are irrevocably “Manhattan.” The cuff has 596 pavers of round diamonds, weighing 8.3 cts and 75 rods of rods, weighing 20.2 cts for a total weight of 28.56 cts. Diamonds are, of course, only the finest quality (VS2 or better clarity and E-F color). The piece measures 8 inches in length.

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