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Nissan Skyline R32

The Nissan Skyline (スカイライン in Japanese) is a line of compact cars, sports cars and compact executive cars originally produced by the Prince Motor Company starting in 1955, and then by Nissan after the two companies merged in 1966. After the merger, the Skyline and its larger counterpart, the Nissan Gloria, were sold in Japan at dealership.

It is currently available in either coupé, or sedan body styles, and are most commonly known by their trademark round brake and tail lights (as of 1972); the station wagon bodystyle was dropped in 1989 with the introduction of the R32 platform.

The R32 Skyline debuted in May 1989. It was available as either a 2-door coupe or 4-door hardtop sedan, all other bodystyles were dropped. The R32 featured several versions of the RB-series straight-6 engines, which had improved heads (the twelve port inlet was gone) and used the ECCS (Electronically Concentrated Control System) injection system. Also available was an 1,800 cc 4-cylinder GXi model. Most models had HICAS four-wheel steering, with the rear wheels being hydraulically linked to the front steering. The 2.5-litre GTS-25 became one of the first Japanese production cars to feature a 5-speed automatic transmission. The GTS-t came in standard and Type M configurations, with the Type M having larger five-stud 16-inch wheels, four piston front callipers and twin piston rears plus other minor differences. ABS was optional (except for the GT-R and GTS-4), mechanical LSD was standard on the GTR and viscous LSD was standard on all turbo models and optional on all but the GXi. Nissan also produced 100 Australian models of the R32. There was also a 4WD version of the GTS-t Type M, called the GTS-4.

Models:

GXi Type-X – 1.8 L CA18i I4, 91 hp (67 kW)
GTE Type-X – 2.0 L RB20E I6, 125 hp (93 kW, 152 N m)
GTS Type-X, S, J – 2.0 L RB20DE I6 155 hp (115 kW, 154 N m)
GTS-25 Type-X, S, XG – 2.5 L RB25DE I6, 180 hp (134 kW, 231 N m)
GTS-t, Type-M – 2.0 L RB20DET turbo I6, 212 hp (158 kW, 265 N m)
GTS-4 – 2.0 L RB20DET turbo I6, 212 hp (158 kW, 265 N m) 4WD
Autech GTS-4 – 2.6 L RB26DE I6, 217 hp (162 kW, Autech Version – auto only) 4WD
GT-R – 2.6 L RB26DETT twin-turbo I6, 276 hp (280ps) (206 kW, 368 N m) 4WD; also NISMO, N1, V-Spec, and V-Spec II variants.
NISMO S-Tune


The GT-R returned with twin ceramic turbochargers, all-wheel steering, electronically controlled four-wheel drive, and 276 hp (206 kW) at 6800 rpm.[13] The RB26DETT engine actually produced ~320.[citation needed] hp, but it was unstated due to the Japanese car makers' "gentlemen's agreement" not to exceed 280 PS (276 hp). The engine was designed for ~500 hp in racing trim,[14] and then muzzled by the exhaust, boost restriction, and ECU. The electronic boost control had a small physical restriction in the control lines. It was marked in yellow so the new owner could remove it and enjoy a safe factory boost increase.[15] After this increase the car would put out ~310 hp (~230 kW) and could do 0–100 km/h in 4.7seconds and quarter mile in 12.8 seconds.[citation needed]

The GT-R had a significantly larger intercooler, larger brakes, and aluminium front guards and bonnet. Other distinguishing features include flared front and rear wheel arches. More supportive seats were fitted, and the turbo boost gauge and digital clock were removed from inside the instrument cluster. The clock was replaced with a torque meter that indicated how much torque was being delivered to the front wheels (0%–50%). Oil temp, voltage, and turbo boost gauges were fitted just above the climate control.

The Porsche 959 was Nissan's target when designing the GT-R. The chief engineer, Naganori Itoh, intended to use the car for Group A racing, so the design specification was drawn up in conjunction with a copy of the Group A rules. The Nordschleife production car record at the time of development was 8'45" – set by a Porsche 944. Nissan test driver Hiroyoshi Katoh reset the record with a time of 8'20".[16] Best Motoring managed 8'22"38.[17]

The R32 GT-R dominated Japanese Touring Car Championship (JTCC), winning 29 races from 29 starts, taking the series title every year from 1989 to 1993.[18] It took 50 races from 50 starts from 1991 to 1997 (latterly R33) in the N1 Super Taikyu.

The R32 GT-R was introduced in to the Australian Touring Car Championship in 1990 and promptly ended the reign of the previously all-conquering Ford Sierra Cosworth, winning Bathurst 1000 classic in 1991 and 1992. This success led to the Australian motoring press nicknaming the car Godzilla due to it being a "monster from Japan". As Australia was the first export market for the car the name quickly spread. Such was GT-R's dominance that it was a significant factor in the demise of Group A Touring Car racing, the formula being scrapped soon after. JTCC was similarly blighted by the R32 GT-R, and splintered soon after, leading to the switch to the Supertouring category and also indirectly to the GT500 category of today.

When originally designed, the homologation rulebook mandated 16-inch wheels, so that's what the GT-R got. This limited the size of the brakes, and the Nissan four pots weren't really up to competition use. A later change in rules allowed 17-inch wheels, so in February 1993 the GT-R V-spec (for Victory) emerged wearing 17" BBS mesh wheels(225/50/17) covering larger Brembo brakes. The clutch actuation changed from a push to a pull system, the car had the standard rear differential, the electronic rear differential did not show up until the R33 Vspec. A year later the V-Spec II appeared with a new sticker and wider tires(245/45/17).[19]

Just some video

some video..hope you enjoy it

Ford Fiesta

this not a fast car too but this about great hatchback for me...

Ford Fiesta 2012.

 The first picture is Ford Fiesta for 2013

 The 2012 Ford Fiesta certainly isn't the most affordable small car, but especially if you consider the Fiesta's stylish appearance and surprisingly stout feature lists, it's one of the better ways to downsize—without feeling like you're moving downscale, that is.

Last year, Ford brought a version of its very successful European Fiesta to the U.S. market,

and we think this model hits the spot, considering how Americans are increasingly wanting to get into smaller, more economical cars that don't sacrifice features and amenities.

In some respects, what you see is what you get with the Fiesta. This little Ford looks stylish and even a bit racy, with an urban-runabout element that had been missing from Ford's U.S. lineup. In following, the Fiesta drives just as dashing as it looks, with impressive steering and handling and a nimble, maneuverable feel that's better than most softened, numbed appliances its size. On the other hand, with 120 hp and 1.6 liters for about 2,600 pounds, the Fiesta is responsive but never quick.

Despite a top-notch interior that will pass the first-glance, first-date test in flying colors, try to pack a few friends into the Fiesta and you'll become aware of some typical small-car sacrifices. Its narrow body and tight backseat whittle down its usefulness for long road trips, though we like the added versatility of the hatchback models. We're also not so thrilled about the Fiesta's instrument-panel layout, which clumps audio controls into an odd array of slanted buttons.

Back to the initial point, Ford has held the line on pricing for 2012; the base Fiesta S starts at just $13,995 and includes a decent sound system with auxiliary input, a split-folding back seat, rear heater ducts, A/C, power locks, a tilt/telescopic steering wheel--none of them to be taken for granted in this class of vehicle. Safety ratings have been impressive, and a driver's knee bag is even included in all versions. Fully load a top-of-the-line SES hatchback and you could hit about $23k, but you'll have a small car with leather seats, premium audio, the voice-controlled Sync Bluetooth and USB interface, and an interior that has no hint of econobox.

But that begs a question: At that price, why not get the somewhat roomier, more refined Focus, or a base (but perceived as more upscale) MINI Cooper? The answer it forces is that Ford has almost--but not quite--purged the baggage of subcompacts with this great little hatch and sedan. Keep it simple and affordable, and it makes a lot of (very stylish) sense.

And last,this Ford Fiesta in WRC

Mazda 2

Sorry this not a fast car,but this is a cool car..my friend use this car....Enjoy this


Mazda hasn't been a player in the subcompact market for more than a decade, but that didn't stop enthusiasts from calling on the Japanese automaker to import its world market Mazda2 to North America. That wish has finally come true, and while the North American Mazda2 gets some minor changes from the version sold elsewhere, it retains the playful character and nimble handling that makes it a favorite across the globe.

The North American Mazda2 more or less mirrors the car sold in other markets aside from upgrades to the interior based on consumer focus groups. The Mazda2 is based on the same platform as the Ford Fiesta, but comes only in five-door hatchback form and with different powertrain options.

 Mazda says that the Mazda2 is "Zoom-Zoom concentrated," and that it possesses the sporty soul seen in the automaker's other products - but at a lower price point and in a smaller package. The Mazda2 measures just 155.2 inches in overall length.

The Mazda2 is powered by a 1.5-liter four-cylinder that produces 100 horsepower and 98 lb-ft of torque. A five-speed manual comes standard, with a four-speed automatic available as an option. Fuel economy is rated at 29 mpg in the city and 35 mpg on the highway with the stick and 28/34 with the automatic.

 Trim-Level Breakdown
This compact car is available in two trim levels - the entry-level Sport and top-grade Touring.

Standard features on the Sport include air conditioning, power windows and door locks, AM/FM/CD/MP3 stereo with four speakers, audio auxiliary jack, tilt steering wheel, remote keyless entry system, rear window wiper/washer, 60/40 split fold-down rear seats and 15-inch steel wheels with hubcaps.

Upgrading to the Touring trim level will add red seat piping, upgraded cloth seats, 15-inch alloy wheels, fog lamps, a rear roof spoiler, a chrome exhaust tip, leather-wrapped steering wheel with wheel-mounted audio and cruise controls and a six-speaker CD/MP3 system.

Available accessories include a rear bumper guard, wheel locks (Touring models only), all-weather floor mats, cargo net, center console with armrest and auto-dimming rearview mirror with compass, Homelink and orange backlit buttons.

Occupant Safety
The Mazda2 comes standard with dual front, side and side curtains in addition to traction and stability control systems and ABS.

Key Competitors
The Mazda2 squares off against rivals such as the Honda Fit, the Ford Fiesta, the Chevrolet Sonic Hatchback and the Hyundai Accent Hatchback. Although all of those rides offer better fuel economy than the little Mazda, not one is more fun to drive.