Saturday, July 31, 2010

Images That Thrill


Ever thoughtful critic Joel “MovieMan0283” Bocko recently celebrated the end of his second full year of blogging at The Dancing Image by cosponsoring a meme with Stephen of Checking On My Sausages. The directive is to come up with a collection of similarly themed images that celebrate the “thrill of cinema.” I’m a big fan of screen-capture posts, and even though they seem easy (compared to writing), perhaps I should be doing more of them. (Cinema is a visual medium, after all!) In recent weeks, unrelated to this meme, I’ve tremendously enjoyed Joel’s gallery tracking the rise and fall of Anakin Skywalker (oh, if only those Star Wars prequels didn’t have dialogue!) and Sheila O’Malley’s terrific ode to doorway shots in The Searchers.

So, here’s my contribution to the meme. See if you can spot the (somewhat loose) theme. I’ll eventually list it at the end.








By the way, the rules of the meme demand that I tag five people. Consider this an open tag. If you haven't taken part, do so. Just be sure to read Joel's post and give appropriate links to his site and Stephen's.

Note: One could argue that the image at the top of this post is exactly the opposite of this gallery's theme.

2010 Aston Martin DBS Volante

2010 Aston Martin DBS Volante


2010 Aston Martin DBS Volante , works on a petrol engine that runs with a speed of 6500 rpm and that has a 6L and 48v petrol capacity.

Fuel consumption of 7.225 kmpl on highways and 4.675 kmpl in city can be achieved with 2010 DBS Volante car that has 6 manual gears.



Following are the parts present in 2010 DBS Volante, Battery Saver, Front Power Outlet, Battery, Traction Control, Rear Limited Slip Differential, Dynamic Stability Control (DSC) Vehicle Stability Control System, Brake Assistance, Electronic Brake Force Distribution, Hard Drive, In-Glass Radio Antenna, Automatic Climate Control and Analog Clock.



Tachometer, Cruise Control, Tire Pressure Monitor, Engine Start and Stop Button, Electroluminescent Instrumentation, Engine Start and Stop Button, Electroluminescent Instrumentation, Trip Computer, Front Map Lights, Carpet Located In Passenger Cabin and Trunk, Carbon Fiber Trim Located On Doors and Door Handles, Leather Steering Wheel, Front Floor Mats and Power Windows are present.



2010 DBS Volante is made available in the 10 colors of Almond Green, Amethyst Red, Custom Exterior Color, Emerald Green, Fire Red, Glacial Blue, Hammerhead Silver, Hardly Green, Jet Black, Lightning Silver .

Dimensions of 2010 DBS Volante are 1280 mm of height, 4722 mm of length, 1905 mm of width and weight is 1810 kgs with 5 seating capacity and 4 doors.



Technical Specification




* Body

o Two-door convertible body style with 2+2 seating

o Bonded aluminium VH structure

o Aluminium, magnesium alloy and carbon-fibre composite body

o Extruded aluminium door side-impact beams

o High Intensity Discharge (HID) headlamps (main beam)

o LED rear lamps and side repeaters

* Engine

o All-alloy, quad overhead camshaft, 48-valve, 5935 cc V12

o Compression ratio 10.9:1

o Front-mid mounted engine, rear-wheel drive

o Fully catalysed stainless steel exhaust system with active bypass valves

o Max power: 380 kW (510 bhp / 517 PS) @ 6500 rpm

o Max torque: 570 Nm (420 lb.ft) @ 5750 rpm

* Performance

o Acceleration: 0-100 km/h (0-62 mph) in 4.3 seconds

o Max speed: 307 km/h (191 mph)

* Transmission

o Rear-mid mounted, six-speed manual gearbox. Rear-mid mounted 'Touchtronic 2' six-speed gearbox with electronic shift-by-wire control system

o Alloy torque tube with carbon fibre propeller shaft

o Limited-slip differential

o Final-drive ratio 3.71:1 (manual) 3.46:1 (Touchtronic)

o Wheels and Tyres

o Front: 8.5" x 20" Pirelli P Zero 245/35

o Rear: 11" x 20" Pirelli P Zero 295/30

* Steering

o Rack and pinion, Servotronic speed-sensitive power-assisted steering, 3.0 turns lock-to-lock

o Column tilt and reach adjustment

* Suspension

o Front: Independent double wishbone incorporating anti-dive geometry, coil springs, anti-roll bar and monotube adaptive dampers

o Rear: Independent double wishbones with anti-squat and anti-lift geometry, coil springs, anti-roll bar and monotube adaptive dampers

o Adaptive Damping System (ADS) with Track mode

* Brakes

o Front: Ventilated carbon ceramic discs, 398 mm diameter with six-piston callipers

o Rear: Ventilated carbon ceramic discs, 360 mm diameter with four-piston callipers

o Dynamic Stability Control (DSC) with Track mode

o Anti-lock Braking System (ABS)

o Electronic Brakeforce Distribution (EBD)

o Emergency Brake Assist (EBA)

o Traction control

* Dimensions

o Length: 4721 mm (185.9")

o Wheelbase: 2740 mm (107.9")

o Width:

+ 1905 mm (75") (exc. Mirrors)

+ 2060 mm (81.1") (inc. Mirrors)

o Fuel tank capacity: 78 litres (17.2 Imp.galls, 20.5 US galls)

o Height: 1280 mm (50.4")

o Weight: 1810 kg

Mini Life Ball 2010

Mini Life Ball 2010


This year for the first time, three different MINI  models will be embellished by a trio of world renowned names from the world of fashion. Calvin Klein Collection’s award-winning Women’s Creative Director Francisco Costa will be designing the MINI Countryman, the brand's new crossover model. The US fashion designer with Belgian roots Diane von Furstenberg, meanwhile, will add her artistic touch to a MINI Hatch, while New York’s Kenneth Cole will imprint his unmistakable style on a MINI Convertible. These exclusive collector’s items are to be auctioned on behalf of the charity supported by the Life Ball, with the proceeds going to amfAR (the Foundation for AIDS Research).

Thursday, July 29, 2010

ABT Audi R8 (2008)

ABT Audi R8 (2008)
The Abt R8 will be a gorgeous dream car with the genes of a top-class race car. The Abt R8 will also challenge the Lamborghinis and Porsches. With regards to the anticipated performance data the Bavarians are traditionally discreet. But this data already amazes sports car fans and makes them want to spur the hot-blooded Bavarian horses. 530 HP (390 kW) are to be drawn from the 4.2 litre-V8 thanks to the Abt supercharger. Compared with the serial model which already shows impressive performance data this means an increase of 110 HP (81 kW). The brand new Abt 20-inch BR wheels stylishly transfer this power onto the asphalt. The all-wheel-drive dream car accelerates from 0 to 100 km/h in just 3.9 seconds and reaches a top speed of 317 km/h.

Volkswagen Golf GTI W12 650 Concept (2007)

Volkswagen Golf GTI W12 650 Concept (2007)
The GTI W12-650 gives the appearance of having come directly from the racetrack. A Golf that could be the pace car for the 24 hour race at Le Mans.W12 cylinders, 650 PS (477 kW at 6,000 rpm).This transforms the GTI into a classic mid-engine sports car. A six-speed automatic transmission hammers the maximum torque of 750 Newton-meters (at 4,500 rpm) to the rear axle. It catapults the GTI to 100 km/h in just 3.7 seconds. The bi-turbo propels drivers who keep their foot to the gas pedal well beyond the 300 km/h barrier. The speedometer needle does not pause until it reaches 325 km/h. The Golf GTI W12-650 outpaces nearly all other cars of this world.Under the broad 1.88 meter (production: 1.76 meter) width and low 1.42 meter (production: 1.50 Meter) height of its body, engineers and designers have brought together automotive technologies not seen in this combination on any other car.The axles were "pushed" 70 millimeters further into the body.

Mercedes-Benz 600 Pullman Limousine (1964)

Mercedes-Benz 600 Pullman Limousine (1964)
The Mercedes-Benz 600 was a large luxury automobile. It was intended to represent the absolute pinnacle of automobile engineering.The 600 was so heavy that a massive 6.3L V8 engine with overhead camshafts and Bosch mechanical fuel injection was specially developed to move the vehicle. Adjustable air suspension gave the car a smooth ride and good handling over any road surface, although the car's agility was inevitably compromised by its mass.The 600's "M-100" engine and air suspension were fitted to the 300SEL 6.3 model in 1964.

ABT Audi Q7 (2006)

ABT Audi Q7 (2006)
The Audi Q7 is the perfect car for every opportunity, as it not only is suitable for all terrains, but a convincingly comfortable car for travelling long journeys at the same time.The vehicle sides are eye-catching as a result of the lateral white aluminium insets which give the Abt Q7 unmistakeable features and dignified and agile looks at the same time. The sporting impression is highlighted by the double twin-pipe exhaust system with a pipe diameter of 84 millimetres and the one-piece wheels. Abt Sportsline's wheels type AR with diamond-machined surface and exclusive exchange system are already available in the sizes 20 or 22 inch with tyres 275/45 R20 or 295/30 R22 Conti CrossContact. Another wheel option is the 22-inch SP-wheel. The Abt Q7 does not only look husky, it really is. Abt Sportsline's engineers succeeded in clearly enhancing the innately powerful 3.0 TDI power unit. The modified six cylinders V-engine now provides 272 HP instead of the standard 233 and an explosive torque of 580 Nm (standard: 500 Nm).

Mercedes-Benz CL63 AMG (2011)

Mercedes-Benz CL63 AMG (2011)
The new Mercedes-Benz CL63 AMG's 5.5-liter biturbo engine. Mercedes-AMG is confronting the challenges of the future, and demonstrating that dynamic performance can be perfectly combined with fuel economy. The result: a maximum output (with the optional AMG Performance Package) of up to 563 hp and 664 lb-ft of torque.The 2011 CL63 AMG develops a peak output of 536 hp and maximum torque of 590 lb-ft. In conjunction with the AMG Performance Package these figures increase to 563 hp and 664 lb-ft.The new Mercedes CL63 AMG 5.5-liter V8 biturbo fully lives-up to AMG's brand commitment to "performance": the Mercedes-Benz CL63 AMG accelerates from zero to 60mph in 4.4 seconds, and has a top speed of 155 mph (electronically limited). With the AMG Performance package, the highperformance Coupé reaches the 60 mph mark in 4.3 seconds and reaches a top speed of 186 mph (electronically limited).

Audi A7 Sportback (2011)

Audi A7 Sportback (2011)
The Audi A7 Sportback is pure high-tech. Its body is very lightweight thanks to numerous aluminum components. The elegant interior shows a craftsman's level of workmanship. The four V6 engines combine refined power with groundbreaking efficiency. The 3.0 TDI with 150 kW (204 hp) and multitronic has CO2 emissions of just 139 grams per kilometer (223.70 g/mile).The body is comprised primarily of aluminum and high-tech steels, making it extremely lightweight and safe. The large rear hatch opens wide to reveal a large, extremely usable luggage compartment that is very easy to load. Its 535-liter (18.89 cu ft) capacity swells to a volume of 1,390 liters (49.09 cu ft) with the rear seat backrests folded down.Audi is taking up a new design line representing elegance on a grand scale. The five-door coupe is 4.97 meters (16.31 ft) long and 1.91 meters (6.27 ft) wide, but only 1.42 meters (4.66 ft) high. Its long hood, the short front overhang.

Lotus Exige Cup 260 (2008)

Lotus Exige Cup 260 (2008)
The Lutus Exige Cup 260, once again represents Lotus' most radical version of the Exige, with the track environment being its home and for 2008.A direct development of the 2007 Exige Cup Car, this year's car has a revised engine management system to take the maximum power output to 257 hp (260 PS), up by nearly 5 hp (5 PS) over last year.The Lotus Sport Exige Cup 260 is one of the quickest cars around a circuit. Key to this incredible performance is the aerodynamic package, which produces over 40 kg of downforce at 160 kmh increasing grip and stability at higher speeds. With a top speed of 247 kmh (147 mph) and a zero to 160 kmh (100 mph) in circa 9.9 seconds, 0 to 100 kmh in circa 4.1 seconds (0 to 60 mph in circa 4 seconds), the MY2008 Exige Cup 260 is the perfect partner for the serious racer. Combined Fuel Consumption is 9.1 l/100km and the CO2 emissions 216 g/km.

Ford Explorer (2011)

The new Ford Explorer with an available EcoBoost2.0-liter I-4. Combining direct injection of gasoline and turbocharging, this advanced engine delivers performance comparable to normally aspirated competitive V6 engines. Developing up to 237 horsepower at 5,500 rpm, this I-4 delivers 250 lb.-ft. of torque.Estimated fuel economy improves by more than 30 percent, putting the fuel efficiency of the Ford Explorer in line with sedans such as the 2010 Toyota Camry V6.Like other Ford EcoBoost engines, peak torque is generated at a low 1,700 rpm across a broad band to 4,000 rpm. This torque plateau makes for flexible, efficient power delivery across a wide range of engine and vehicle speeds, while helping save fuel by making power at lower rpm levels. Ti-VCT, four valves per cylinder and DAMB valve lifters increase mechanical efficiency through improved engine breathing across the broad power and torque bands.A relatively high compression ratio is enabled by the use of direct gasoline injection, operating at fuel pressures from 2,200 to 2,800 psi. The unique turbocharger is optimally matched to the EcoBoost I-4 engine and SUV vehicle performance behavior. Precise fuel pressure control allows the Ford Explorer I-4 to deliver boosted power at low rpm, without annoying turbo lag.The EcoBoost I-4 uses 5W30-GF4 oil to reduce friction and reduce cost of ownership through 10,000-mile oil change intervals.

What Goes Up …: The Birth of Big Air


As irritating as David Blaine has become in recent years due to his tedious, surprisingly lusterless stunt (un)spectaculars, whenever I’m flipping through the channels and stumble upon the 1996 documercial David Blaine: Street Magic, I put down the remote control. By now I’ve seen the Leonardo DiCaprio-hosted special enough times to know all the tricks, even if I can’t explain how they’re pulled off. And although I’m still impressed by Blaine’s skill (I’ve always loved magic), the pure excitement I get from watching him turn an Ace of Diamonds into a 6 of Spades has long since passed. Meanwhile, Blaine’s undoubtedly effective stage presence, from his monotone monologues to his dramatic exhaustion shtick, has become downright tiresome. Yet still I watch. The difference is that I no longer watch Blaine. The genius of Street Magic is that in addition to allowing us to observe Blaine’s sleight of hand, the film also – and sometimes exclusively – allows us to watch the awed faces of Blaine’s marks. No matter how many times I encounter Street Magic, the sight of people staring in absolute amazement as they try to process the apparent reality of the seemingly impossible is nothing short of thrilling.

Incredibly enough, that leads us to the latest documentary in ESPN Films’ “30 for 30” series, The Birth of Big Air, which has nothing whatsoever to do with street magic but nonetheless has similar charms. Profiling a BMX daredevil named Mat Hoffman, the 50-minute film is peppered with moments in which Jeff Tremaine’s camera stares into the dumbstruck faces of people trying to process stunts so incredible that they might as well be illusions. That some of the stunts happened as many as 24 years ago, and that many of the guys shaking their heads in amazement have performed numerous gravity-defying feats of their own, makes their present-day wonderment, captured in talking-head interviews, all the more poignant. It’s one thing for a stuntman to dazzle in the moment. It’s another thing to pull off tricks so incredible that a decade or two later people still get goosebumps remembering what it was like to discover photographs of the tricks in trade magazines. Mat Hoffman earned his fame, and served as a trailblazer for his sport, by doing things on a bike that no one else could. Hoffman earned his legend, however, by nailing tricks no one else even imagined.

On that note, The Birth of Big Air is a celebration of vision as much as it is a chronicle of accomplishment. It’s the story of a kid from Oklahoma who built a halfpipe in his backyard and then spent every spare moment of his childhood testing his limits on it until he realized that it was the halfpipe that was holding him back. Driven by a heartfelt desire to honor his dead mother by reaching his full potential, and encouraged by the calculations of a stuntman who validated the attainability of the barely conceivable, Hoffman shifted his focus away from the standard 10-foot-tall halfpipe and began experimenting with something significantly more extreme, a 20-foot-quarterpipe, a nearly vertical ramp that he would use to launch himself toward a goal that was equally absurd: 20 feet of air. Such heights are commonplace in the sport now, thanks to better bikes and ramps, but at the time Hoffman was an explorer shooting for the moon in an era when his peers were still learning how to fly. So severe was Hoffman’s passion and so primitive were the times that in order for him transcend the 20-foot barrier he had to get towed by a motorcycle across a runway of loose plywood so that he could generate satisfactory speed. Pedaling alone wasn’t going to cut it.

It takes a special kind of person to take such risks – someone who is half-brave and half-reckless, or maybe all of one or the other. Hoffman is that man. Big Air is an ode to his perseverance and toughness. There are stories of broken bones, trips to the hospital and do-it-yourself stitches. There is respect paid toward the reality that big-air tricks are an all-or-nothing proposition. You nail them or you don’t, and when you don’t the failure can be ugly. The path to big air is fraught with big falls. If it wasn’t, anyone could do it. If Big Air is any indication, the only protection these guys get in the early experimental stages is a messy pile of mattresses to fall on (if they’re lucky). Other than that, it’s just a helmet and some woefully inadequate body armor between these guys and their wooden ramps. Big Air never mentions recent research about the cumulative effect of concussions, and perhaps it should have. Then again, the film isn’t an irresponsible, wholly romanticized depiction of the sport either. For many who watch this documentary, Big Air’s most memorable image won’t be Hoffman’s triumphant, jaw-dropping 20-plus feet of air. It’ll be the haunting sight of Hoffman’s inert body sliding down a ramp after a failed jump – an image made all the more grisly due to the tragic screams of Hoffman’s helpless wife, who just seconds ago was standing by her husband as the couple admired their newborn daughter.

The juxtaposition of Hoffman’s 2001 near-death experience with recent footage of ESPN’s X Games is chilling, precisely because they seem worlds apart. State of the art technology and years of refinement have made the formerly extraordinary seem almost commonplace to the point that it’s all too easy to forget the danger involved. To call these guys athletes is right on the money, but to call this stuff sport is to lure us into believing it’s all just a game. Big Air was produced by director Spike Jonze and Johnny Knoxville, the latter of whom earned fame by abusing his body on the TV show Jackass. It’s Knoxville we should think of when these big-air tricks go wrong, because if you’re not sticking a trick you might as well be hurling your body toward the ground from 20-plus feet in the air on purpose. From sport to Jackass-esque self-mutilation, just like that.

The risks inherent to BMX (or skateboarding, for that matter), threaten to keep it nothing more than a fringe professional sport. (Of course, that it’s a professional sport at all is in part thanks to Hoffman, who carried the fire during its lean years.) Perhaps fittingly then, Big Air isn’t anywhere near the top of the “30 for 30” series. It lacks the cinematic poetry of June 17, 1994 or the epic sprawl of The Two Escobars, and yet it has the thankless task of following those two superb entries in the ESPN Films series. Combining archival footage with talking head after talking head, Tremaine’s film is documentary bread and butter. Then again, I suppose you could say the same thing about a card trick in relation to magic. Just because it’s simple doesn’t mean it won’t make your jaw drop.


The Birth of Big Air premieres tonight on ESPN at 7 pm ET, and will rerun frequently thereafter. The Cooler will be reviewing each film in the “30 for 30” series upon its release. See the archive.

Sunday, July 25, 2010

Pinches on Salt


Walking out of the theater, I had no intention of writing about Salt. But then I read Matt Zoller Seitz’s review at Capital. Now I can’t resist. Seitz calls the movie “the best pure action film to come out of Hollywood in a long time.” He puts its action scenes in the class of Die Hard. And he suggests that “there’s real intelligence in the writing, the directing and the performances.” I disagree on all counts. But that’s not why I feel compelled to write. Rather, I’m drawn in by Seitz’s suggestion that “inattentive critics” and “unimaginative viewers” might overlook many of Salt’s admirable qualities. Written by another critic, I might take those as fighting words, but not when they come from Matt, who many readers here know isn’t just a talented critic but also a responsible and ridiculously generous one. (I can’t think of anyone who has done more to support and encourage nonprofessional criticism, in all forms, than Seitz.) I don’t always agree with Seitz’s reviews, but I’ve read enough of his criticism to trust his motivations. And so where other critics might use words like “inattentive” and “unimaginative” to separate themselves from the pack, patting themselves on the back for their genius, I’m confident Matt is simply imploring audiences to look closer. But that’s the thing: Though, like Seitz, I went into Salt expecting it might be a “big, loud, incoherent, derivative action film without a single smart bone in its plasticized body,” I did look closely, I was attentive. That was the problem.

The closer I looked, the less Salt made any sense to me. Some of this is by design. As Seitz writes, “Kurt Wimmer’s screenplay keeps you guessing,” and Angelina Jolie’s Evelyn Salt is “a (deliberate) blank-slate character whose real mission is to keep you wondering who she is and what she’s up to.” Damn straight. Indeed, the film’s principal pleasure is our inability to pin down the film’s heroine, or villain, or heroic villain, or whatever else Salt might seem to be from one scene to the next. Trouble is, Salt’s structure withholds key pieces of information from the audience and asks us to buy into its suspense anyway, and sometimes that’s dramatically problematic. It’s one thing to watch Salt running – and there’s a lot of running in this picture – with a mistaken understanding of what she’s running to or from. It’s another thing to watch her running and have no clue what she’s trying to achieve. Seitz argues that the film’s ambiguity creates excitement, and in some cases I’d agree. But there’s a fine line between engaging curiosity and maddening aimlessness. Too often I was on the wrong side of that line, not wondering, “Hmm, what is she up to?” so much as, “What’s her motivation?” And that question repeatedly led to this one: “Why do I care?”

Maybe this is an issue of subjectivity. Maybe my reaction and Matt’s demonstrate how two people can watch the same thing, essentially agree on what’s happening and have two entirely opposite takes on its effect. Or maybe Matt is correct and I wasn’t attentive enough and I missed something. So, in lieu of a traditional review, what follows are several questions I had while watching Salt. Individually, none of these questions spoils the movie. Collectively, they prevented me from participating in any of the film’s intended adrenaline rush. Beware: super duper spoilers ahead.

Section 1: The (Initial) Escape
The film’s biggest weakness is its lengthy beginning, precisely because it inspires so many questions that make it difficult to understand Salt or identify with her – making it difficult to know whether we’re cheering for her or against her, creating ambivalence instead of mystery. (Doubt will be used effectively later on, but there can be no switcheroo on Salt if we’re never given a clear idea of who she is in the first place.) In the beginning, Orlov (Daniel Olbrychski), a Russian mastermind of the Cold War, shows up at a CIA field office in Washington, DC, and promptly announces that Evelyn Salt is a Russian spy. Soon after, Orlov overpowers and kills two CIA guys in an elevator and then walks out the front door of the CIA office and onto the street. Almost simultaneously, Salt, supposedly fearing for the safety of her husband, decides to escape the CIA office, too. This leads to the following questions:

* Why on earth is the CIA more concerned about catching Salt, who has a proven reputation of serving her country, than about looking for the guy they know to be a Russian Cold War bad guy who just killed two CIA agents?

* How is it that Orlov was able to wander out of the building in the first place, given its multiple security cameras and Star Wars-esque blast doors?

* Once Salt is located on a particular floor, why wouldn’t the guys in the control room seal the entire floor immediately, rather than closing each blast door each time Salt approaches a potential way out? (This suggests the CIA is inept, which lessens the thrill.)

* Once Salt escapes the building, how does the CIA not beat her to her apartment, where they know she’s heading? (See previous note on ineptness.)

* After twice pursuing Salt with weapons drawn (first at the CIA office, then at her apartment), and having apparently determined that Salt is a more dangerous fugitive than Orlov, why are the dozen-or-so CIA types who converge on Salt near the overpass so unwilling to fire their weapons?

* Why does Salt allow herself to be surrounded before she leaps off the overpass?

* Why does Angelina Jolie think that if she pumps her arms until her fists rise above her head that it will make her seem fast? Wait, that’s a different kind of question. Continuing …

* Most important of all: Knowing what we know at the time, why are we supposed to believe that the highly trained Salt thinks that the best way to protect her husband is to risk getting killed by breaking out of the CIA office, including manufacturing a weapon that she fires at her coworkers? Put another way, does her escape make sense as it’s happening?

Section 2: The Funeral
So everyone ends up in New York for the funeral of the U.S. Vice President, which will be attended by the U.S. President and also the Russian President. Inexplicably, the Russian President (1) arrives late and (2) will be delivering the eulogy (huh?), but never mind. It’s known that someone, perhaps even Salt, is going to attempt to assassinate the Russian Prez. Security is intense. As Salt begins infiltrating the church, we try to decide if she’s doing so to kill the president of Russia or to prevent him from being killed. This leads to the following questions:

* What does Salt achieve by shooting the cables attached to the billows that power the church’s mighty pipe organ, I mean other announcing her presence before she’s ready to spring her trap (trigger her explosive device), thus giving security a reason to converge on the one person rumored to be a target, thus jeopardizing her own clever scheme?

* Having said that, why doesn’t security converge on the Russian President?

* After the explosion, Salt is approached by the one U.S. agent who is absofuckinglutely sure she’s guilty: Chiwetel Ejiofor’s Peabody. As he approaches Salt through the cloud of debris he finds her with her gun raised in his direction as she stands above the Russian president, lying on a pile of rubble, stiff as a board at her feet, having apparently been shot. Tell me, if this isn’t enough of an excuse for Peabody to fire his weapon at Salt, what would it take? Am I supposed to believe that Peabody would risk his own life by not shooting at Salt and, conversely, that Salt would risk her own life by betting on Peabody not to shoot? And if Salt is so confident about Peabody, why is her gun pointed his direction in a threatening manner that might change is mind?

Section 3: The Reunion
Salt voluntarily goes into custody and then escapes … again. She snatches a Ruskie-esque fur hat (wink, wink) and then walks to a metal scrap yard where Orlav is hanging out watching CNN in HD. This leads to the following questions:

* Do you think Orlav has Comcast or Verizon Fios? Only kidding. More importantly …

* Wait, so Salt and Orlav definitely know each other and, more than that, she knows where he hangs out and he knows that she got married? So, riddle me this: What genius devised the plan in which Orlav would voluntarily walk into a CIA office, implicate Russia’s top secret agent (who is on his side!) thus risking her life and his in order to … what … spring her into action? If Orlav needed to test Salt’s loyalty, couldn’t he have kidnapped her husband and then shot him while she watched? Oh, wait! He does that anyway!

Section 4: The White House
Blah, blah, blah, Salt ends up at the White House. We figure the U.S. President is in danger, but who knows. There’s something about a bunker and Salt needing to be there. After a whole bunch of fighting and shooting, Salt and Liev Schreiber’s Ted remain upright, both of them separated by some sturdy bulletproof glass. One might wonder why bulletproof glass would be necessary several stories underneath the White House in the President’s bunker, because if an enemy ever gets inside the bunker’s tank-heavy front door, it stands to reason that the President is pretty much screwed, but I digress. Bodies lying around them, Salt and Ted gaze into one another’s eyes. This leads to the following questions:

* Am I the only one who snickered imagining how this scene would have played if Tom Cruise had accepted the role of Salt as originally planned? Yeah, yeah, Ted was probably a Tess in the Tom Cruise version. Still, I couldn’t help but picture Cruise and Schreiber staring into one another’s eyes as Gustavo Santaolalla’s Brokeback Mountain score strummed in the background. Back to the important questions …

* Salt eventually prevents nuclear war by pulling the plug on the nuke computer (seriously). Didn’t Frank Drebin do that once? Simple but effective. So, what was Salt trying to do about 10 seconds earlier, when she fought off Ted momentarily and actually sat down at the computer as if to type. Was she trying to quit the missile-launch program with a CRTL-ALT-DELETE command or was she going to update her relationship status on Facebook?

Closing Thoughts
As I said at the outset: Individually, none of the above questions prevented me from enjoying Salt. I’d also like to point out that nowhere above do I complain about some of the film’s far-out action scenes, including several leaps by Salt onto moving vehicles. I can roll with that. As Seitz says in his review, quoting a friend, the action scenes achieve “Maximum Ludicrousity,” and that can be fun. That’s why I’m not put off by the numerous scenes in which Jolie's Salt kicks ass in hand-to-hand combat, however I am baffled that Seitz first compares Salt to James Bond, Jason Bourne, or “those stony-faced ass-kickers that Steven Seagal used to play,” and then argues that Salt isn’t “one of those condescending faux-feminist action movies in which a tiny woman is depicted as the physical equal of a huge man.” (I mean, at one point Salt knocks a guy down just by throwing a gun at him.) And I sure don’t know how Stephanie Zacharek calls Salt free of “choppy, rapid-fire cutting.” (Compared to the Bourne extreme, sure. Otherwise …) But those quibbles are beside the point.

If it isn’t clear already, Seitz’s praise for Salt, while extreme, is also heavily (and necessarily) qualified. If you haven’t yet, go read his full review. Then someone please tell me if I was being too attentive (is that possible?) or not attentive enough. Compared to the mindfuck that is Inception, Salt is ridiculously simple, yet all throughout I found myself thinking, “I don’t get it.”

Saturday, July 24, 2010

Limbo! How Low Can You Go?!: Inception


If Christopher Nolan set out to stretch the limits of cinema with Inception, his mind-bending film set in a world of dreams (and dreams-within-dreams and dreams-within-dreams-within-dreams … and limbo), he did all too well. Inception is too big, too complicated and too ambitious for its own good. The film is overloaded with plot, plot explanation, action and, not to be outdone, urgency. If the first three excesses might be the most annoying, it’s the last one that’s truly damaging, because urgency overkill makes Inception the one thing Nolan desperately wanted it never to be: flat. In his previous film, The Dark Knight, Nolan successfully juggled the interweaving storylines of his four principal characters with a frenzy that could have made George Lucas slack-jawed, but he also respected the plot’s dramatic peaks and valleys. Inception, by comparison, isn’t necessarily more adrenaline-filled or powerful, it’s just lacking those crucial undulations in intensity. Through its pacing, cinematography, music, plot and even the rhythm of its dialogue, Inception gives the impression that nearly every second of the film is infused with severity. Hans Zimmer’s score doesn’t just contribute to the urgency, it symbolizes the unfortunate effect of the film’s unrelenting approach: those haunting, booming, groaning strains, so significant to the energy of the film’s tantalizing trailers, might as well be the sound of a film attempting to consistently operate at the high point of a crescendo.

Zimmer’s score could also double for the sound of a film buckling under its own weight. And what an incredible amount of weight it is – each pound earned with yet another law, term or twist in the film’s exhaustingly complicated narrative. Nolan has written intricate screenplays before – Memento and The Prestige, for instance – but never anything like this. For a film concerned with mazes, Inception is appropriately labyrinthine, yet the best comparison might be to a Jenga tower: a tightly coupled structure that could tip over if just one piece is out of place. To Nolan’s credit, Inception wobbles regularly but it never quite collapses. At least not while you’re watching. With a great deal of thought, I’m sure that numerous plot holes could be identified (at this point, they probably have been), but it passes the initial sniff test, and in this case that’s no small feat. Also, for a movie that exists on several supernatural planes simultaneously, Inception is surprisingly easy to follow, at least broadly speaking. The film’s coherency can in part be attributed to Nolan’s clever decision to slip heist-film elements into his fantasy world, giving us something familiar to latch on to, and to the film’s lack of character complexity, which though disappointing overall does give us one less thing to think about. But the biggest reason Inception is less vague than a David Lynch mindfuck is that nearly every five minutes, if not sooner, one of Nolan’s characters pauses to explain what’s happening, like a math student showing his work. Inception is a lot of things, but unforthcoming isn’t one of them.

The oral nature of Inception was unavoidable. (Spoilers ahead in the rest of the review.) Nolan is using a visual medium to tell a story that’s impossible to convey with images alone. Inception’s great irony is that while it’s painfully verbal – most things are told, not shown – it’s also stunning to look at. Its visual qualities are the film’s greatest weakness and its greatest strength. The sight of city streets folding backward on one another, or Joseph Gordon-Levitt’s Arthur engaging in an acrobatic brawl in zero-gravity-type conditions, are hard to forget, even in our CGI-dominated era when digitally inspired awe is hard to come by. Meanwhile, even more effective are several of the film’s simpler shots: the eerie beauty of that spinning top; the anguish on the face of Leonardo DiCaprio’s Cobb as he watches his wife, Marion Cotillard’s Mal, take a fatal plunge; the heartbreak and anger on the face of Mal in her dream-world prison, particularly when she slams the gate of the elevator as her husband makes his escape. (Does anyone cry bigger, lovelier, more gut-wrenching tears than Cotillard? I don’t think so.) These images make Inception’s detailed chatter and intricate plot exposition feel like noise, rather than like the DNA of the high-five-worthy headtrip that Nolan is attempting to deliver. And yet each of those images would be considerably more potent if only Nolan were willing to let his film’s rolling boil reduce to a simmer every now and then.

Nolan’s biggest mistake is that he makes the extraordinary ordinary. Inception races to its summit in its initial minutes and refuses to come down after that, thus eliminating the opportunity to climb higher once we’ve acclimated to the altitude. To present every scene as crucial is, by rule, to render each scene equally inconsequential. Perhaps that explains why all of the film’s gunplay is dull bordering on tedious bordering on unintentionally funny. Or maybe the problem with the gunplay is just that the drones constantly attacking the film’s heroes are more incompetent than the Washington Generals; not only do they never hit the guys they’re shooting at (with one exception), they never even leave bullet holes near where their stationary targets are standing. The drones do expertly destroy windows, but once the glass is gone it’s as if their bullets disintegrate in flight. So empty and ludicrous are Inception’s too frequent shootouts that by the end of the film, when Ken Watanabe’s Saito hears the opposition coming up a hallway and leans around a corner to fire a few shots in their direction with all the care of a horse lackadaisically flipping its tail at some flies, I laughed out loud. If even he doesn’t give a shit that guys with guns are coming, why should I? In moments like that one, Nolan seems more concerned with distracting us than moving us.

Or maybe Nolan is distracted. It could be argued, I suppose, that Inception’s primary aim is to examine the tortured soul of DiCaprio’s Cobb. But Nolan never commits to it. He spends so much time pointing a spotlight at his well-dressed set that he leaves his characters in the dark. Cobb is simply overlooked, while Ellen Page’s Ariadne never had a chance. Her character exists solely to follow at Cobb’s heels, asking questions like a preschooler so that someone can explain the rules of the game or Cobb can provide testimony about his troubled past. Ariadne is less a character than a walking asterisk pointing us to Nolan’s footnotes and technical diagrams, and the rest of the film’s Ocean’s Eleven-type crew is even less substantial. Everything takes a backseat to the structure of the plot, so that we might marvel at its architectural complexity. It works, to a point – there’s almost always something to try to unravel, if you care – but the emptiness of this approach is revealed in the film’s noteable emotional triumph, when a close-up of Cillian Murphy (as Robert Fischer, Jr.) transcends more than two hours of narrative plate-spinning. To be fair, that close-up doesn’t exist in a vacuum. It owes much of its power to the psychobabble that precedes it. But what that moment makes clear is that while Cobb’s dream-spelunking crew is making a deep dive into the emotions and psyche of a man, Inception is stuck in the limbo of Nolan’s nifty yet ultimately unrewarding idea.

2009 Chrysler Sebring Convertible

2009 Chrysler Sebring Convertible
The 2009 Chrysler Sebring Convertible offers two convertible top options: cloth and a body-color painted steel retractable hard top, both of which retract with the push of a button on the key fob. With a standard power hard tonneau cover on all models, top up or down, the Chrysler Sebring Convertible provides the benefits of a coupe and the true open-air freedom of a convertible at an affordable price.

Three engine options power the 2009 Chrysler Sebring Convertibles sold in the United States: the standard 2.4-liter four-cylinder World Engine, an available Flex Fuel Vehicle (FFV) 2.7-liter V-6 engine and an available 3.5-liter V-6 engine coupled with a new six-speed automatic transaxle featuring Auto Stick. The available 2.7-liter V-6 Flex Fuel Vehicle (FFV) engine produces 186 horsepower (139 kW) and 191 lb.-ft. 260 (N•m) of torque. This 2.7-liter V-6 engine achieves 18 mpg in the city and 26 mpg on the highway. It also operates effectively on any blend of gasoline and fuel-grade ethanol up to E85. Chrysler Sebring Convertible Limited models sold in the United States feature a standard 3.5-liter V-6 engine that produces 235 horsepower (175 kW) and 232 lb.-ft. (232 N•m) of torque coupled with a six-speed automatic transaxle that comes standard with Auto Stick. The 3.5-liter V-6 engine and six-speed automatic transaxle deliver excellent performance and fuel efficiency, as well as smooth quiet operation. The Sebring Convertible's 3.5-liter V-6 engine achieves 16 mpg in the city and 27 mpg on the highway.

The Chrysler Sebring Convertible has a rigid body structure to provide a quiet, comfortable ride and help eliminate cowl shake, even when the top is down. The front-wheel-drive architecture and the three-box vehicle design contribute to a body that is 2.5 times stiffer in twist and 1.5 times stiffer in bending than the previous-generation Chrysler Sebring Convertible. These refinements make the Chrysler Sebring Convertible structure stiffer than other convertibles on the market that cost thousands of dollars more.

The exterior of the car features 18-inch chromed aluminum wheels (now standard on Chrysler Sebring Convertible Limited) havng Silver Steel Metallic Clear Coat replaces Dark Titanium Metallic Clear Coat

The interior of the car contain Dark Slate Gray interior replaces Slate Gray/Light Slate Gray. Trunk mat with brand logo and deck lid closing assist handle, floor mats and cabin air-filtration system, dramatically improved acoustic package for reduced noise levels in the cabin.

Electrically having uconnect phone featuring Bluetooth technology (now standard on Chrysler Sebring Convertible Limited), heated front seats, windscreen, Remote Start, automatic headlamps, HomeLink universal home security system transceiver, automatic temperature control and heated/cooled cup holder (now standard on Chrysler Sebring Convertible Limited). For safety and security the car features Electronic Stability Program (ESP) with All-speed Traction Control (now standard on Chrysler Sebring Convertible Touring and Limited)

Convenience Group now includes Remote Start with power top and windows down with the push of a button the on key fob (Chrysler Sebring Convertible LX), Premium Audio Group includes uconnect gps, auto-dimming mirror and Boston Acoustics speakers (Chrysler Sebring Convertible Touring).

Bentley Mulsanne 2011

Bentley Mulsanne 2011
The Mulsanne features a bold frontal design dominated by the traditional Bentley matrix grille and highly prominent, classic round inner headlamps with chrome surrounds, flanked by two, smaller outboard lamp clusters, all featuring the latest in lighting technology. The iconic ‘Flying B’ retractable radiator mascot is available as an option. The long bonnet, short front overhang and long rear overhang help to convey a sense of power and movement, reinforced by muscular haunches and sharply sculptured lines which flow gracefully from the front wings to the rear. Uniquely designed 20-inch (and optional 21-inch) wheels reinforce the Mulsanne’s powerful, sporting stance.

The door handles incorporate the traditional Bentley ‘knurling’ to their inboard surface for enhanced grip, reflecting the company’s typical attention to detail, while .the sporting character of the Mulsanne is reinforced by front wing vents and wide oval  tailpipe finishers.

A multimedia system with 60GB hard disc drives satellite navigation, audio/video, personal data, telephone and Bluetooth connectivity. The upper dashboard houses an 8-inch multimedia screen, positioned unobtrusively behind an electrically operated veneered door, while below sits a stylish, leather-lined media player stowage drawer with connectors for iPod, USB, Mini USB and 3.5mm aux. A state-of-the-art 14-speaker audio system with Digital Signal Processing (DSP) and 6-CD autochanger is provided as standard while the Naim for Bentley premium audio system may be specified as an option. This forging of two British luxury brands provides customers with the world’s most powerful production in-car amplifier with 2200 Watts, eight dedicated DSP modes and 20 custom-made speakers, delivering an unparalleled sound quality.

The Mulsanne’s design team set itself highly challenging targets for key interior characteristics such as material design, smell, colour harmony and handcrafting. To achieve a significant reduction in fuel consumption and CO2. emissions, the Mulsanne V8 sees the introduction of two new control systems: cam phasing and, a first for the ultra-luxury sector, variable displacement.

In the new Mulsanne, the 6¾-litre V8 develops 512 PS (505 bhp/377 kW) while the massive torque (1020 Nm / 752 lb ft) is now delivered even earlier at 1750 rev/min. This dramatic improvement in torque delivery from just above idle and right across the rev range ensures that with a mere tap of the accelerator the driver is immediately rewarded with that characteristic deep, muffled V8 burble and phenomenal acceleration.

A new air suspension system with Continuous Damping Control (CDC) creates an even more refined and comfortable ride at lower speeds, yet can reduce the Mulsanne’s ride height automatically at high speeds to reduce lift and improve aerodynamic stability. With 20-inch alloy wheels and 265/45 ZR 20 tyres as standard, dynamic handling is assured. Customers may also opt for 21-inch wheels, available in two styles, fitted with 265/40 ZR 21 tyres.

Bentley GTZ Zagato Concept

Bentley GTZ Zagato Concept
At the 78th Geneva International Motor show 2008, Zagato Atelier takes great pleasure in introducing the Bentley GTZ, the latest in a long line of collaborations with the very best British car manufacturers over the Milanese Atelier 's 89 years history. Following on from the recent presentations of the Ferrari 575GTZ in 2006 and the Maserati GS Zagato at the Villa D'Este in 2007, the Bentley GTZ is a neo-classic Zagato interpretation of the style of a British GT. Starting from the styling cues of the last neo classical coupes, which became milestones of Zagato design in the new millennium, the challenge was to apply the same design language to a completely different proportion of vehicle: the Bentley Continental GT Speed. Even with many technical restrictions and carry-over parts in order to maintain the basic functions of this extremely sophisticated vehicle, the Zagato design team managed to give a distinctive and attractive character to the Zagato coupe. Pronounced fender lines, double-bubble roof, round tail with all new rear combination lamp are harmoniously integrated in to an imposing body adding a more aggressive and sharp feeling without losing the absolute solidity which is part of the great charm of the original coupe. The same time the hand painted pin-stripe coordinated with the interior colour adds a refined and exclusive elegance to the extrovert body lines helps to make the look of this car appropriate to be special limited-production model born between two great automotive cultures: Bentley and Zagato.

Bentley Future International Design

Bentley Future International Design
Some of the world’s best young designers from London’s Royal College of Art (RCA) have created a series of remarkable ‘Bentleys of the Future’ designs in a unique partnership with the famous British company. Eighteen Vehicle Design Course Masters students have spent the last few months studying the work of Bentley’s leading designers, including Head of Exterior Design Raul Pires who played a key role designing the company’s new Mulsanne flagship.

Drawing on Bentley’s proud design heritage. they have sought to develop a range of striking and futuristic car designs. Now four of the RCA students have been shortlisted to refine their designs with Pires and his colleagues with a winner and runner-up both being invited to join the Crewe-based company for a six month secondment in the Bentley design studio. A key part of the project has been the ability to combine strong visual design with the latest automotive software. Each car design  has undergone extensive testing in a virtual wind tunnel to assess and enhance its aerodynamic capabilities.

Friday, July 23, 2010

Bentley Continental Supersports Convertible 2011

Bentley Continental Supersports Convertible 2011
The Continental Supersports Convertible further strengthens Bentley’s supercar range, following the introduction of the Continental Supersports CoupĂ© in 2009. The new Supersports Convertible, with the same 630PS (621bhp/463kW) twin-turbocharged W12 engine, is the fastest, most potent drop‑top Bentley has ever built, offering the ultimate Bentley driving experience in the world’s most dramatic convertible. The inspiration for the ‘Supersports’ name is the 1925 Bentley Supersports, a race-bred version of the iconic Bentley 3-litre, that delivered 85bhp when more ordinary cars were equipped with a modest 15bhp. It was also the first production car to reach 100mph extreme performance in its day. The new, muscular four-seat Supersports Convertible is unmistakably Bentley in its design and craftsmanship but its interiorsignifies a dramatic re-interpretation of Bentley luxury. Satin-finished carbon fibre,Alcantara™and ‘Soft Grip’ leather create a unique ambience with a distinctly sporting and contemporary style. All models in the Continental model range, including the new Supersports Convertible are now capable of running on both petrol (gasoline) and E85 bioethanol or any combination of the two, reaffirming Bentley’s ongoing commitment to make all its cars bio-fuel compatible by 2012. Pioneered by the Supersports Coupe, this FlexFuel technology offers a reduction of up to 70 per cent in CO2 emissions on a ‘well-to-wheel’ basis, a measure of a fuel’s net contribution to the atmosphere, not just tailpipe emissions.

With 630PS (621bhp) and 800Nm (590lb ft) of torque from its pioneering FlexFuel engine and new ‘Quickshift’ transmission, the Supersports Convertible is the fastest drop-top Bentley has ever built. It accelerates from 0-60mph in 3.9 seconds (0-100km/h in 4.2 seconds) and, conditions permitting, can continue onto a top speed of 202mph (325km/h).

Positive torque during downshifts is achieved through engine and gearbox electronic controller interaction for extra throttle and fuel injection during the overrun. During transmission upshifts, fuel and ignition are cut momentarily to give faster mechanical shift times through torque reduction, also improving shift quality and durability. The 9.5Jx20-inch forged alloy wheels, shared with the Supersports CoupĂ©, offer a weight saving of 10kg (22lb) per car, reducing unsprung and rotating mass while the open 10-spoke design offers superior brake cooling. The rear wheels have a 25mm (1 inch) greater offset resulting in a 50mm (2 inches) increase in the rear track, further benefiting handling and stability. The lightweight wheels are fitted with 275/35 ZR 20 Pirelli Ultra-High Performance tyres, providing excellent steering response. The standard-fit tyre monitoring system allows the driver to select tyres type and speed range parameters. As well as monitoring pressures, the system warns drivers if their speed is too high for the tyre pressures or if tyre speed ratings are exceeded on winter tyres. Carbon ceramic brakes are standard fitment and provide a reduction in rotating and unsprung mass of 20kg (44lb) from the front axle,  benefiting steering response, grip and ride comfort. The large diameter (420mm front, 356mm rear) lightweight discs and eight-piston calipers offer fade-resistant braking performance with minimal disc distortion under high thermal conditions.

Pedal feel is also improved with shorter travel, high effectiveness and a precise pressure point. Six new colours are added to the Bentley colour palette (Citric, White Satin, Kingfisher, Magenta, Orange Flame and St James Red Pearl) and the Dark Grey Metallic Hood that is available on the new Supersports Convertible is also available on the Continental GTC models. Traditional Bentley features such as seat piping and stitching options can be applied to the rich leather hides that are used to trim the cabins of every Continental. These include highly intricate fine line, cross and Z-stitching to decorate the seats, door panels and front console. A new Premium Pack for the four-door Flying Spur is available as a cost option and includes beautiful veneered picnic tables with vanity mirrors, a Mulliner ‘jewelled’ alloy fuel filler cap and chrome inlay strips to the door waistrails. Customers can also choose from lambswool rugs or deep pile carpet mats with leather hide binding to the edges.

Bentley Continental Series 51 Range

Bentley Continental Series 51 Range
The Series 51 Continental models represent Bentley exterior and interior styling at its most vibrant and will enable customers to order ‘off the peg' from an exclusive range created by Dirk van Braeckel's renowned team of Crewe-based designers.

 Every Series 51  car will feature a highly-distinctive interior colour palette and unique exterior design cues.Bentley's Colour and Trim team, managed by Melinda - June Jenkins, have designed some bespoke three-tone interiors which demonstrate the full potential of leather hide colours and showcase the creative application of contrast stitching and piping. The first example of their work will be the Continental GTC displayed at Frankfurt which features Imperial Blue as a main and secondary hide, Linen seat and door inserts and Newmarket Tan as the accent colour.Series 51 cars will also feature several unique interior details including the use of non-indented hide for diamond quilting, contrast piping for the seats and doors as well as bespoke Series 51 treadplates.

Bentley's designers have selected a range of premium-quality materials for the dashboard and centre console to complement the three-tone interiors. The Dark and Bright ‘Engine Spin' aluminium options provide a striking contrast with darker and lighter hide colour choices and a special, limited-edition Amboyna veneer reserved for Series 51 . Both the Continental GT and GTC offer a powerful road presence and the Series 51  cars further accentuate these sporting credentials with some eye-catching exterior styling.  A 20” 14-spoke polished Diamond wheel with a dark centre cap provides Series 51  cars with a purposeful and stylish appearance. The cars will be further distinguished by a signature ‘51' badge on the front wings.

To further enhance and personalise the Continental GT a new two-tone paint can be commissioned which complements the contrasting interior configuration. This highly distinctive colour split (with one colour running over the bonnet, roof and flowing down to the boot) is a classic design used on many sporting Bentleys of the past.

2010 Bentley Continental GTC

Bentley Continental GTC
The new Continental GTC is the show piece for Bentley design. The proportions of the Continental GTC are the epitome of the elegant and modern convertible. With a top speed of 195mph (312km/h), a sophisticated all-wheel drive system, state-of-the-art 12-cylinder engine, advanced air suspension  and ultra-stiff body structure, the Continental GTC displays all the poise, exhilarating performance  and dynamic handling of the Continental GT. In common with its stable mates, the interior of the new Continental GTC provides an unrivalled standard of craftsmanship, utilising natural wood veneers and leather hides of the finest quality, which are on full display when you lower the elegant, electro-hydraulically operated soft-top roof. The Continental GTC becomes the second convertible to grace the current Bentley range. It follows the recently announced return of the evocative Azure name for Bentley's Arnage-derived flagship four-seater convertible. While the Azure offers the ultimate glamour, sophistication and accommodation for adults in supreme comfort, the 2+2 Continental GTC is designed for customers looking to enjoy the phenomenal performance, style and excitement of the Continental GT with the additional benefits of classic open-top Bentley motoring. As on the entire Continental range, the GTC's design has also been influenced by the need to ensure perfect aerodynamic balance at speeds close to 200mph (320km/h). The convertible spent many hours in the wind tunnel to ensure a low drag coefficient and like the coupĂ© and four-door versions it utilises an underbody diffuser and specially sculpted rear bumper and bootlid edge to provide downforce and stability at high speed. The front seats have a new sculpted rear which produces an additional 30mm (1.2 inches) of knee-space in the rear. In the rear of the Continental GTC the centre console finishes with a veneered panel just behind the front armrests, therefore leaving the rear seats as an uninterrupted surface of leather hide, optimising the maximum space for the proportion of the car.

The construction and packaging of the roof are second to none. Its designers were keen that absolutely all working parts would be covered, which means that whether you are inside the car as the roof is in operation or watching from the outside, not one piece of the mechanism will be visible. The roof comes with a heated glass rear window and also an interior rooflamp in the headlining. It can be operated after pulling away from standstill at speeds up to 30km/h (20mph).

The Continental GTC is powered by Bentley's magnificent W12 twin-turbocharged 6.0-litre engine, which will propel the car to 60mph in 4.8 seconds and on to a top speed of 195mph (312km/h). This awe-inspiring piece of engineering is identical to the unit used in the coupé and four-door versions of the Continental and delivers phenomenal power (552bhp/411kW) as well as that legendary wave of torque (479lb ft/650Nm) from low revs that is the hallmark of every Bentley.

The 12-cylinder block has a 48-valve head with four camshafts that operate using continually variable valve-timing. Power is transmitted via a seven-bearing crankshaft to the car's six-speed automatic transmission. To ensure compliance stringent emissions regulations, the twin turbochargers are designed with a unique bypass valve that automatically sends exhaust gases to heat the catalytic converters when the car is started from cold. This valve then operates as the turbocharger wastegate at all other times.

The Borg-Warner turbochargers are also the ideal solution for producing the flat torque curve, ensuring that the driver has instantly available performance without a hint of turbo lag or having to shift down through the gears. That mighty torque curve is constant, with no drop-off from its maximum output of 479lb ft (650Nm) at just 1600 rev/min all the way up to 6000 rev/min.

Bentley Continental GT Speed

Bentley Continental GT Speed
The Continental GT Speed is the most powerful production Bentley ever and the first to top 200mph (322km/h). A potent addition to the company’s highly successful Continental series, the GT Speed extends the appeal of the Continental GT coupe to driving enthusiasts who place a high value on outright performance and agile handling. The exterior style of the new Continental GT and GT Speed models is defined by a wider, lower air intake and more upright radiator grille that also provide increased airflow to the more powerful GT Speed. Its 600bhp (610PS) W12 engine develops 15 percent more torque and nine percent more power than the standard Continental GT, while engine efficiency is optimised by the use of lower friction, lighter-weight components and a new engine management system.

The resultant performance is exceptional, with a top speed of 202mph (326km/h), a zero to 60mph sprint time of just 4.3 seconds (0-100km/h in 4.5s) and effortless overtaking capability. Both the GT Speed and the 552bhp (560PS) Continental GT benefit from internal efficiency improvements to deliver reduced fuel consumption and CO2 emissions. The Continental GT remains outstandingly quick its top speed is unchanged at 198mph (318km/h), with a 0-60mph sprint time of 4.6 seconds (0-100km/h in 4.8s). At the heart of both Continental GT models is the Bentley 6-litre, twin turbocharged W12 engine, the most compact 12-cylinder engine in production. The 48-valve head employs four camshafts and continually variable valve-timing. Power is transmitted via a ZF six-speed automatic transmission. For the Continental GT, the engine continues to produce 552bhp (560PS / 412kW) at 6100 rev/min and a maximum torque of 650Nm (479lb ft) from1600 rev/min.

The twin, low-inertia turbochargers are a key factor in producing the flat torque curve, characteristic of every Bentley. A new higher output of the W12 engine is specified for the GT Speed, sharing engine efficiency improvements with the GT model. New lighter weight con rods enhance engine response, while new pistons, with anodised compression ring grooves, are designed to withstand increased cylinder pressures. Together with a recalibrated version of the new engine management system, the GT Speed develops nine percent more power than the GT - 600bhp (610PS) at 6000 rev/min. The maximum torque of 750Nm (553lb ft) at 1750 rev/min represents an increase of over 15 percent versus the standard engine. As a result, the GT Speed becomes the first production Bentley to top 200mph (322km/h), with a V-max of 202mph (326km/h). The lightweight, fade-resistant braking system minimises disc distortion under high thermal conditions. Under normal driving conditions the brake discs will last the lifetime of the car. Furthermore, brake pad life is doubled compared with the standard braking system. Complementing the braking systems of both Continental GT models are sophisticated safety systems, including Hydraulic Braking Assistance (HBA), anti-lock braking (ABS), drag torque control (MSR) and Electronic Brakeforce Distribution (EBD). This Bentley features single tone, hide-trimmed multi-function steering wheel in a 4-spoke design,Footpedal with Bentley ‘B’ emblem, Hide and chrome trimmed gear lever with manual shift change facility.

Bentley Continental Flying Spur

Bentley Continental Flying Spur
Bentley Continental Flying Spur Speed packs 600 HP and 553 lb-ft of torque with the 6.0 liter W-12 engine borrowed from the two-door Continental GT Speed. The luxurious sedan's power is routed through a ZF-6 speed automatic transmission  to all four wheels. The Flying spur sprints from standstill to 60mph in 4.5 seconds and on to 100 mph in 10.5 seconds. The Flying Spur has a top speed of 195mph whereas Flying Spur Speed has a top speed of more than 200 mph. The class-leading 12-cylinder luxury saloon will also be joined by the 600 bhp (610PS) Continental Flying Spur Speed. The most powerful 4-door car ever produced by the British manufacturer, the Flying Spur Speed offers the pure driving experience and uncompromising performance synonymous with all Bentleys bearing the Speed legend. The new, more upright grille and bolder lower air intake  accentuate the distinctive Bentley profile, while the new rear bumper delivers a more aggressive and sleek appearance. The aluminium-intensive suspension of the Flying Spur features revised spring and dampers and a new bespoke 19-inch Pirelli UHP tyre for outstanding levels of ride quality, comfort and refinement. Bentley’s commitment to the highest quality of craftsmanship and customer personalisation is highlighted with an enhanced choice of beautifully crafted wood marquetry and chrome inlays. In addition, seat piping, a traditional Bentley feature, is introduced on Flying Spur together with two new hide colours. Three new colours and four duo-tone paint combinations are added to the exterior paint palette. The 600bhp Continental Flying Spur Speed unleashes the same potent performance and intense levels of driver engagement as its highly acclaimed stablemate, the Continental GT Speed. Outstanding levels of ride quality and comfort were the target for the new Continental Flying Spur and to achieve this, Bentley engineers have recalibrated both spring and damper settings and introduced a new bespoke 19-inch Pirelli P-Zero UHP tyre. Using the same technology as the 20-inch performance tyre introduced on the 2008 Continental GT Speed, the 19-inch version is specially developed to optimise ride comfort and noise suppression, while providing outstanding grip and agility. The hydraulics of the speed-sensitive Servotronic rack and pinion steering system have been retuned to reduce friction and improve steering feel and driver feedback. Bentley’s carbon/silicon carbide brakes (CCB) are offered for the first time as an option on Continental Flying Spur. With even larger 20mm x 40mm cross-drilled front discs and 356 x 28mm rears, with eight-piston callipers, they may only be specified with 20-inch alloy wheels. The lightweight, fade-resistant braking system minimises disc distortion under high thermal conditions. Under normal driving conditions the brake discs will last the lifetime of the car and brake pad life is doubled compared with the standard system. A 20kg reduction in rotating and unsprung mass also benefits steering response and handling.

The Speed engine develops 15 percent more torque and nine percent more power than the standard Flying Spur, while engine efficiency is optimised by the use of lower friction, lighter-weight components and a new engine management system. The resultant performance is exceptional, with a top speed of 200mph (322km/h), a zero to 60mph sprint time of just 4.5 seconds (0-100km/h in 4.8s) and effortless overtaking capability. New 20-inch multi-spoke wheels available in both bright silver or darkened tungsten carry bespoke Pirelli PZero performance tyres introduced on the GT Speed model, which provide the car with superb grip and feedback.

Bentley Brooklands in black colour

Bentley Brooklands
The Bentley Brooklands Sporting design cues are matched by the phenomenal performance engineering of Bentley's legendary Crewe-built V8 engine. The new Bentley Brooklands possesses the most powerful V8 the company has ever produced - a 530bhp, twin-turbocharged 6.75-litre unit that also produces a prodigious 1050Nm of torque. Each Bentley Brooklands coupé will be hand-assembled, employing traditional coach-building techniques and the craftsmanship skills in wood veneer and leather hide for which Bentley is renowned. To ensure exclusivity, lifetime production will be strictly limited to just 550 cars, with deliveries expected to start in the first half of 2008. The proportions of long bonnet, short front overhang and long rear overhang achieve the design objective perfectly, while the low roofline, steeply raked screens and pillarless side glass convey both power and movement. The 'floating' rear screen, for example, is a contemporary take on traditional coachbuilt Bentleys. The lower edge of the screen sits well above the upper edge of the boot lid to provide a flowing, flawless line to the back of the car. This can only be achieved by individually hand-welding the rear wings to the C-pillars. The fitment of 20-inch diameter wheels as standard, signalling the surefooted, robust and dynamic character of the new model, reaffirms the powerful stance of the new Bentley coupé. Its four-seat architecture and deeply bolstered seats lend the Brooklands' interior a distinctly sporting atmosphere, complemented by design accents such as aluminium foot pedals and footrest. A new, single-piece, hide-trimmed roof lining flows uninterrupted from the front windscreen all the way to the rear of the car, mirroring the long, sleek profile of the elegant exterior. The interior designers sought to offer the very highest levels of comfort and legroom, in true Bentley grand touring tradition, while the pillarless window design enhances the feeling of space.

Beneath its muscular, rakish, coach-built body lies the most powerful Crewe-builtV8 engine ever produced, developing 530bhp. Maximum torque is an astonishing 1050Nm, the highest ever developed by a production V8 engine. Although performance figures are subject to final confirmation as part of the on-going development programme, the new Bentley coupé will deliver supercar levels of in-gear acceleration combined with Arnage refinement.

Bentley Azure T

Bentley Azure T
The Azure T exudes style and sophistication; from the sleek, sculptured contours of its body through to the refined luxury and detail of its handcrafted cabin. Powered by a 6.75 litre twin-turbocharged V8 engine it delivers an exhilarating driving experience matched by assured handling.

An impeccably tailored roof slips away to reveal a luxurious interior. One that points to a sporting bloodline with touches such as diamond quilted leather seats and doors, striking black instrument panels encased in the engine-turned aluminium fascia, knurled chrome gear lever and sports foot-pedals. The Azure T is the most exclusive 4-seat convertible and a luxurious British masterpiece.

It delivers the endless reserves of power, and a driving experience, that only a Bentley can. The iconic 6.75 litre twin-turbocharged V8 engine now delivering the potential of 500 bhp (373kW).

One that propels you from 0-60 in 5.2 sec (0-100km/h in 5.5 sec) and on to a top speed of 179 mph (288km/h). It’s a formidable force perfectly balanced by responsive handling designed to assure and inspire. A performance that is a pleasure to behold; and something else to experience.

Bentley Arnage Final Series

Bentley Arnage Final Series
Bentley is giving farewell to Arnage, 10 years after its original debut in 1998. The final series Arnage will end with an exclusive 150 production cars. In 1999 the V8 engine was introduced into the Arnage, codenamed “F1”, with a single turbocharger, developing 400bhp/298kW and 616 lb ft/835 Nm of torque. This was followed in 2002 by the “F6” version featuring twin turbochargers, boosting power to 450bhp/336kW with 645 lb ft/875 Nm of torque.

The iPod interface links to the Infotainment system and enables customers to play their favourite music through the car’s audio system.  Supplied with connectors for iPod, USB, Mini USB and a 3.5mm AUX jack.  Includes a 12 volt power outlet for charging purposes.The Bentley Arnage Final Series features rear remote control  enables the rear seat passengers to control the infotainment system.  When not in use it can be stored in a dedicated pouch inside the rear centre armrest.

The Naim for Bentley is a world class audio system delivers the world’s best in-car sound stage.  Created in partnership with Bentley by Naim Audio, a UK-based high end hi-fi manufacturer, this system features 10 speakers, a dual channel sub-woofer and a 1100 watt amplifier the world’s most powerful production unit fitted in a car.  Bentley is also the first car manufacturer to use a next-generation Digital Signal Processor (DSP) in its audio system which features eight individual modes to reproduce true emotions and a ‘live’ concert-like experience. The engine, transmission, chassis and running gear of the Arnage Final Series are identical to those previously employed in Arnage T.  In this specification, Bentley’s remarkable all-aluminium 6 ¾ litre V8 engine produces 500 bhp (507PS/373kW) and 1000 Nm (738lb ft) of torque – figures that ensure that the legendary Bentley ‘wave of torque’ delivers effortless performance for a unique driving experience. Acceleration to 60 mph is accomplished in 5.2 seconds (0-100km/h in 5.5 secs) with 100 mph reached in 12.1 seconds (0-160km/h in 12.0 seconds). Top speed of the Final Series is 179 mph / 288 km/h.  Each V8 engine bears the signature of the team leader. The six-speed ZF automatic transmission, first introduced for the 2007 model, ensures optimum flexibility, response and refinement. Three transmission modes (Drive, Sport and Semi-Automatic) allow the driver to take full advantage of the powerful 500 bhp V8 engine.  the Arnage with impressive body control in all driving conditions, while the new five-spoke, two-piece 8.5J x 20-inch Sports alloy wheels with 255/40 ZR20 Pirelli P Zero tyres originally developed for the Brooklands coupe – aid handling and road holding. The V8 engine underwent perhaps its most extensive development in 2006 taking power to 500 bhp and torque to 1000 Nm. The introduction of two low-inertia, quick-reacting turbochargers that operate with far greater efficiency at lower engine speeds, reach maximum turbine speed in half the time of the previous units.

Grand Bentley

Grand Bentley
Founded by W.O. Bentley in 1919, the company's first production car, the 3-litre was delivered in September 1921. Over the next ten years, Bentley went on to produce an array of iconic motor cars. At the same time, the exploits of the immortal Bentley Boys a select group of businessmen, sportsmen and bon vivants  forged the company's proud sporting pedigree both on and off the racetracks of Europe . The Bentley Boys made the legendary Le Mans endurance race their own, winning five times between 1924 and 1930. The all-new grand Bentley captures the 1920s 'grand touring' spirit of the Bentley Boys, delivering the effortless driving, exclusivity and adventure desired by the real motoring enthusiast. A unique fusion of elegant design, hand craftsmanship and technological innovation, the new model embodies the potent yet luxuriously refined driving experience that is 'pure Bentley'. These have been the hallmarks of a Bentley since that first test drive in 1920.

It is fitting that the 90th anniversary of the Company will be marked by an all-new car. Such events are rare milestones in the Company's history. Designed, engineered and built in Crewe, which has been home to Bentley Motors for over 60 years, it has been a once in a career experience for many involved. The car and its name, which will be revealed at Pebble Beach on 16 August, signal a new era in British luxury motoring.

Thursday, July 22, 2010

2010 Bentley Mulsanne

2010 Bentley Mulsanne
The Mulsanne is inspired by the company founder W.O. Bentley's crowning achievement in 1930, the 8-litre.  And it was W.O.'s own sensitively conserved company car that shared the podium with the new Mulsanne in Pebble Beach . This early motoring masterpiece represented the last big Bentley that was designed, engineered and built from the ground up by Bentley engineers until now.

The Bentley 8-litre displayed alongside the Mulsanne in California was first shown at the 1930 London Motor Show. It was the second-built and was W.O. Bentley's company car for two years. Capable of reaching more than 100 mph, the 8-litre demonstrated W.O. Bentley's ambition and ability to build a grand luxury car capable of surpassing every other leading manufacturer of the day. A total of 100 cars were built in 1930 and 1931.

“The 8-litre's breathtaking performance and quality was perhaps the finest example of a ‘pure' grand Bentley. Every mechanical detail carried W.O. Bentley's unique stamp and it was the clearest demonstration of a car built without compromise," commented Dr. Ulrich Eichhorn, Member of the Board Engineering.

2010 Bentley Continental Supersports

2010 Bentley Continental Supersports


The Continental Supersports began as an ‘under the radar' project exploring the possibilities of weight reduction on the Continental GT but with more power and torque. The results are dramatic. With 630PS (621 bhp) and new ‘Quickshift' transmission that halves shift times, the Supersports sets new performance benchmarks for Bentley. It accelerates from 0-60 mph in 3.7 seconds (0-100 km/h in 3.9 seconds) onto a top speed of 204 mph (329 km/h). Supercar performance is complemented by an array of chassis enhancements including retuned steering and suspension, utilising lighter weight components, retuned dampers and anti-roll bars. Agility is further sharpened by the 40:60 rear-biased torque split for the all-wheel drive system, a wider rear track, bespoke lightweight 20-inch alloy wheels and a unique electronic stability programme. Carbon ceramic brakes are standard fitment, benefiting steering response, grip and ride comfort, while saving weight. Overall, the engineering team have achieved a weight reduction of 110 kg (243 lb) compared with the Continental GT Speed. The evolution of the Supersports' design is very much a case of ‘form following function' with new purposeful sculptural forms signalling the engineering changes beneath the skin. The increased power and torque, ‘Quickshift' transmission and a 110 kg reduction in weight endow the Supersports with a top speed of 204 mph (329 km/h) and a 0-60 mph sprint time of just 3.7 seconds (0‑100 km/h in 3.9 seconds). It also accelerates from 0-100 mph (0-160 km/h) in just 8.9 seconds. For the fuel system all O-rings, seals, gaskets and pipes are new. In addition, increased fuel flow is achieved through a returnless fuel system and twin variable flow fuel pumps for the engine. The use of bioethanol also requires new valve coatings and hardened valve seat material for additional lubrication, a new closed‑loop fuel rail design with pressure sensor for higher fuel flow rates and new spark plugs with a wider heat range for slower combustion. The W12 6-litre power unit has the technology to run on petrol, E85 or any mix of these two fuels. A new Fuel Quality Sensor in the fuel supply circuit detects the current mix of petrol and bioethanol in real time. The engine control unit instantly initiates the correct engine mapping to ensure all performance parameters remain balanced and consistent. Power and torque remain constant whatever the ratio of petrol to bioethanol.

The complex, four-link front suspension features not only high stiffness aluminium uprights, but now lightweight aluminium forward levers (saving 4 kg/8.8 lb). New double-stiffened bushes are fitted at the inboard mounting point to improve steering response and feedback. The all-new lightweight sports seat frames are manufactured to a Bentley specification and assembled and trimmed at Crewe. The cushion angle is fixed but the seat can be raised/lowered by 40 mm (1.6 inches) by the dealer who will tailor each car to its owner's stature. The new seats have regular fore/aft movement, backrest recline adjustment and a heated cushion and backrest which tips forwards to provide access to the rear compartment. The new seat makes a significant contribution to the weight reduction target by saving a total of 45 kg (99 lb) versus the Continental GT Speed.