Lewis Hamilton

Lewis Carl Hamilton is a British Formula One racing driver from England. He will drive for the McLaren team in the 2007 Formula One season.

As early as 1994, Lewis had introduced himself to McLaren team boss Ron Dennis, at that Year's Autosport Awards, asking if he could drive for the team in the future.

In 1998 he was signed to the McLaren Driver Development Support programme. The contract included a future option on an F1 seat making Lewis, 13 at the time, the youngest driver ever to have an F1 contract.

His 2006 GP2 championship coincided with a vacancy at McLaren following the departure of Juan Pablo Montoya to NASCAR and Kimi Räikkönen to Ferrari.

After a long period of speculation of whether he, Pedro de la Rosa, Gary Paffett, or even Mika Häkkinen would drive for McLaren alongside World Champion Fernando Alonso for the 2007 Formula One season, Lewis was confirmed as the team's second driver. He was told of McLaren’s decision on September 30th, but the news was not made public until November 24th, for fear that it would be overshadowed by Michael Schumacher’s retirement announcement.

Lewis will be the first black driver with prominent African or Caribbean ancestry to compete in Formula One, since Willy T. Ribbs tested a Formula One car over 20 years ago.

Nationality : British
Date of Birth : 07/01/85
Place of Birth : Stevenage , UK
Height : 1.74m
Weight : 68kg
Resident : UK
Favourite Music : R & B, Reggae, Hip-Hop, and funky house
Hobbies : Playing the guitar, music, training

Formula 1 Statistics(after 2007 Brazilian Grand Prix)
Grand Prix Debut : 2007 Australian GP
Grand Prix Starts : 17
Grand Prix Points : 109
Grand Prix Wins : 4
Pole Positions : 6
Fastest Laps : 2
Number of Finishes : 16
Number of Podiums : 12
Number of finishes in Points : 15
Number of Doubles(pole position & win) : 4
Number of Trebles(pole position, win & fastest lap) : 1

FORMULA 1
2007 : Vodafone McLaren Mercedes: Driver

2007 AWARDS
SQUARE MILE SPORT AWARDS 2007 : Sports Person of the Year
ITALIAN CONFARTIGIANATO MOTORI : Racing Driver of the Year
PRIDE OF BRITAIN : Most Inspiring Public Figure Award
GQ UK : Sportsman of the Year
GQ GERMANY : Man of the Year
BILD AM SONNTAG : Golden Steering Wheel Award for Outstanding Achievement
AUTOCAR AWARD : Motorsport Award
WALPOLE AWARDS FOR BRITISH EXCELLENCE 2007 : British Sporting Excellence
F1 RACING MAGAZINE’S MAN OF THE YEAR AWARDS : Driver of the Year, Man of the Year, Rookie of the Year, Qualifier of the Year, Personality of the Year

AUTOSPORT AWARDS : Best British Competition Driver, Best International Racing Driver, Rookie of the Year
BRDC ANNUAL AWARDS2007 : Gold Star Winner
BBC EAST SPORTS AWARDS : Sports Personality of the Year

COMPETITION HISTORY
2006
GP2 Series: Champion with ART Grand Prix; five wins; six fastest laps; first double win at the Nürburgring; pole position and winner of Monaco GP2 race; second double win at Silverstone in home race; seven 2 nd place and two 3 rd place podiums
2005
F3 Euroseries: Champion with ASM F3 Dallara-Mercedes; 15 wins; 10 fastest laps; 13 pole positions; secured championship with four races remaining; winner of F3 Masters at Zandvoort including pole position and lap record; winner of the Monaco F3 Grand Prix including two pole positions and two race wins and one fastest lap; winner of Pau F3 Grand Prix in France; two pole positions, two race wins and two fastest laps
2004
F3 Euroseries: fifth; one win and third place at the Norisring and the Nürburgring; winner of Bahrain F3 Superprix
2003
British Formula Renault: Champion; 10 wins; nine fastest laps and 11 pole positions; Champion before final two rounds
2002
British Formula Renault: third; three wins; three fastest laps; three pole positions; Formula Renault EuroCup Championship fifth; one win three podiums; competed in four out of nine rounds
2001
British Formula Renault Winter Series; fifth overall.
2000
Formula A: European Champion; winner of all four rounds; World Cup Champion; awarded Karting World Number 1; winner of Masters at Bercy; Founder member of BRDC ‘Rising Star' membership
1999
Intercontinental A (ICA): Italian "Industrials" Champion, Junior ICA (JICA): Vice European Champion; winner Trophy de Pomposa, 4th Italian Open Championship
1998
Junior ICA (JICA): second in McLaren Mercedes Champions of the Future series; fourth in Italian Open Championship; signed by McLaren and Mercedes-Benz to Young Driver Support Programme
1997
Junior Yamaha: Super One British Champion; winner of McLaren Mercedes Champions of the Future series
1996
Cadet Class: winner of McLaren Mercedes Champions of the Future series; Sky TV Kart Masters Champion; Five Nations Champion
1995
Cadet Class: Super One British Champion; STP Champion

History of Ford Mustang : Fifth Generation (1974-1978)

Everyone hates the Mustang II. It was too small, underpowered, handled poorly, terribly put together, ill-proportioned, chintzy in its details and altogether subpar. It also sold ridiculously well.

By the early '70s it was obvious to Ford that the pony car market the Mustang had established was changing. Emissions regulations made the high-compression, high-horsepower V8s unsustainable, and baby boomers were increasingly turning to smaller imported cars. Making the Mustang a smaller, more fuel-efficient car seemed like a good idea.

Tossing aside the Falcon components that had underpinned the Mustang from Day One, Ford plopped the 1974 Mustang II (Ford put the "II" there to indicate the extent of the car's change from the oversize '73) atop the basic structure and suspension of its subcompact Pinto. The Pinto was smaller than the Falcon, but otherwise similar. It was still a unibody design, the front suspension was still a double wishbone design and the rear suspension still bolted its solid rear axle to a pair of leaf springs. If there were any steps forward in technology with the Pinto chassis, it was that it had a rack-and-pinion steering gear rather than the Falcon's recirculating ball, and front disc brakes were standard.

The Mustang II rode on a miniscule 96.2-inch wheelbase and stretched out just 175 inches long total. That's 12.8 inches less in wheelbase and 12.5 inches less in overall length than the '73 Mustang. That's also 11.8 inches less in wheelbase and 6.6 inches less in overall length than the original Mustang. And it weighed in about 400 pounds lighter than the '73 version as well.

Despite the smaller size, the Mustang II actually revived traditional Mustang styling cues like the scalloped sides while retaining others like the three-piece taillights and the running horse in the grille. Available as either a notchback coupe or a fastback hatchback, the Mustang II's pricing ranged from $3,134 for a base coupe to $3,674 for a Mach 1 hatchback.

Lighter weight with the same power means more speed. But the Mustang II's reduced mass came along with less power. In fact, the '74 Mustang II was the first Mustang ever to be offered with a four-cylinder engine and without a V8.

The base engine was a single-overhead cam four displacing 2.3 liters (that's 140 cubic inches, and from here on out Ford expressed all Mustang engine sizes metrically) and rated at a truly pathetic 88 horsepower. The only optional engine was the German-built "Cologne" 2.8-liter OHV V6 making an underwhelming 105 horsepower. In stock form, the first Mustang II was underpowered, period. Two transmissions were available, a standard four-speed manual or a three-speed automatic.

In addition to a base notchback and base fastback, a "Ghia" notchback and Mach 1 fastback were offered during '74. Ordering the Mach 1 mandated inclusion of the V6 in the package. The Ghia included a vinyl top and fancy interior trim.

Coming to the market while memories of the OPEC fuel embargo of 1973 were still fresh in buyers' minds, the more economical Mustang II sold a stunning 385,993 units during its inaugural year. As much as the Mustang II is despised today, Ford appreciated its success back then.

A V8 returned to the Mustang lineup for 1975. The 5.0-liter (302 in Amerispeak) V8 had only a two-barrel carburetor through which to breathe, and had to exhale through a catalytic converter; both conspired to limit output to an anemic 122 horsepower. Further, the automatic transmission was the only transmission available behind the V8. The addition of the catalytic converter also tempered the output of the standard four to just 83 horsepower and of the V6 to just 97 horsepower.

The model lineup for '75 was supplemented with a new "MPG" coupe aimed at budget shoppers, but the market's initial enthusiasm for the Mustang II was already waning and production dropped to 188,586 — that's just 49 percent of the number made during '74.

Returning essentially unchanged for 1976, the Mustang II was stagnant during the year. All the variations from '75 returned with a new "Stallion" appearance package available on the fastback. But the most notorious addition was the Cobra II package that added a big rear spoiler, a fake hood scoop and blue stripes across white paint to a V8-powered fastback. The Cobra II wasn't any faster than other similarly powered Mustang IIs, but it sure looked radical and Farrah Fawcett-Majors' character, Jill Munroe, drove one on the huge TV hit series Charlie's Angels. Also in '76, the now 134-horsepower V8 was available with a four-speed manual transmission, output of the standard four swelled to a heady 92 horsepower and the V6's rating went to 102 horsepower.

Maybe it was bicentennial-induced hysteria, but Mustang II sales came in at a surprisingly stable 187,567 units — a mere 1,019 less than in '75.

Except for some minor trim changes and the expansion of colors available on the Cobra II, the 1977 Mustang II was visually identical to the '76. New to the options list were T-top removable glass roof panels and simulated wire wheel covers. Power from the four and V6 dropped again to 89 and 93 horsepower, respectively. Production dropped about 18 percent to 153,117 cars.

For 1978 the Mustang II got some revised trim and the radical-looking (but mildly performing) "King Cobra" version debuted. The King Cobra wasn't much more than a Cobra II with revised graphics and the hood scoop turned around backward, but it was visually about as nutty a Mustang as has ever been built. Mysteriously, production climbed to 192,410 units.

Thankfully, it was time for Ford to put the Mustang II out of its (and our) misery.

Mustang Giugiaro

Ford today unveiled the Mustang Giugiaro concept — a one-off design study by Fabrizio Giugiaro, styling director of Italdesign. Ford officials aren't saying anything, but there's speculation in the automotive that Giugiaro concept might preview some aspects of the next-generation 'Stang.

Visually, the Mustang by Giugiaro appears more compact than the production car, thanks to a reduction of the rear overhang and a signature Giugiaro “trick” of tapering the angles on the car to the limit of its mechanical outlines. The vibrant orange concept is wider than the production version. The Giugiaros added 30 millimeters to the front, gradually expanding the width by a full 80 millimeters toward the rear.

The 500 horsepower car features a single curved glass panel that bridges the windshield and rear window, serving as the concept’s roof. Produced by Solutia of Detroit, the panel is made from a special type of crystal that filters out 100 percent of UVA rays while providing unfettered vista views. The car's doors open vertically, with hinges at the base of the upright A-pillar. Gallery after the jump…

Audi TT 2008

All-new coupe and roadster are bigger, better sports cars.

Audi has redesigned the TT for the 2008 model year. Audi's goal in the redesign was to make a bigger sports car with better handling characteristics. We think they succeeded. The new car is wider and longer than last year's model for more comfort yet it feels light and tossable.

The 2008 Audi TT will appeal to true sports car enthusiasts and weekend cruisers alike. Handling is crisp and steering is direct. With the standard 17-inch tires, the ride is quite compliant for a sports car, but it can be busy and bumpy with the available 18s and 19s. The interior is top-notch Audi. Tight panel gaps and soft-touch materials abound. The new, bigger TT is more accommodating to larger drivers than most of the other sports cars in this class. Both engine choices offer brisk performance, and the 2.0T is easy on gas.

The new Audi TT comes in a range of body styles, with engine and transmission options, and available all-wheel drive. You can choose anything from an affordable, high-mileage hatchback with plenty of cargo capacity to a more-powerful, high-end two-seat roadster with unique interior appointments. Watch your options, though, because pricing can run high. No matter what TT you choose, you'll be sure to have fun behind the wheel.

The TT is once again offered as a two-seat roadster or 2+2 coupe. Each is available with front-wheel drive or quattro all-wheel drive. Both body styles are 5.4 inches longer and 3.1 inches wider than the previous TT, which was last offered in 2006. The wheelbase has grown as well, up 1.8 inches to 97.2, but the weight is down more than 150 pounds, thanks to the extensive use of aluminum. V6 and turbocharged four-cylinder engines return, but the four-cylinder is a 2.0-liter instead of a 1.8.

Both the coupe and roadster are offered as front-wheel-drive 2.0T and all-wheel-drive 3.2 quattro models. The 2.0T models have a 2.0-liter turbocharged four-cylinder engine that makes 200 horsepower between 5100 and 6000 rpm and 207 pound-feet of torque from 1800 rpm to 5000 rpm. The 3.2 quattros use a 3.2-liter V6 that produces 250 horsepower at 6300 rpm and 236 pound-feet of torque from 2500 to 3000 rpm.

The 2.0T has EPA fuel economy ratings of 22 mpg city and 29 highway for the roadster and 23/31 for the coupe. EPA ratings for the 3.2 quattros are 17/24 for roadsters and 18/24 for coupes. Audi recommends premium fuel for both engines.

History of Ford Mustang : Fourth Generation (1971-1973)

Flat-featured and flabby, the 1971 Mustang was hardly beloved upon its introduction and has never really gained a place in enthusiasts' hearts. The wheelbase stretched to 109 inches and the car grew all the way to 187.5 inches long overall, and that was enough to kill the light, airy look and feel that had made the Mustang so engaging.

Still running on the Falcon-derived chassis, the '71 Mustang had engines ranging from the 250-cubic-inch six rated at 145 horsepower, through a plebeian 302 making 210 horsepower, two 351s at 240 and 285 horsepower and new Cobra Jet and Super Cobra Jet 429s pounding out 370 and 375 horsepower, respectively. Gone from the scene were both the Boss 302 and Boss 429 and in their place was a new Boss 351 with a (you guessed it) 351 V8 aboard that whacked out 330 horsepower.

Whether it was due to this new car's so-so appearance or the age of the Mustang concept is not known, but only 149,678 '71 Mustangs were produced. That's 41,049 less units than '70 and less than a quarter of the number sold during the 1966 model year.

While the 1972 Mustang was mostly carryover from '71, a change to net horsepower ratings and lower compression ratios (to reduce emissions) knocked the ratings of the 250-cube six to 98 horsepower, the lackluster 302 to 140 horsepower, and the three 351s offered to 163, 248 and 266 horsepower. Gone were both 429s, as well as the Boss 351. Sales slumped to just 111,015.

Power ratings dropped even further during the 1973 model year as emissions regulations began strangling output. The six now made a totally inadequate 88 horsepower, the 302 just 135 ponies, and the two remaining 351s (a two-barrel of Windsor design and a two-barrel Cleveland) just over 150 horsepower each.

Even though 1973 sales picked up to 134,867 cars, it was obviously time for Ford to rethink the Mustang.

Kenneth Cole: Don't Bother

Some time ago, say 6 months or so, my wife got me a nice looking Kenneth Cole "Reaction" belt. It was soft brown Italian leather, and appeared to be well made.

After a few months of use, the leather split near the buckle. Since I didn't keep the receipt and tag, I couldn't return it to Kohl's or wherever my wife bought it, so I called Kenneth Cole Productions Inc. on the phone and asked if I could have the belt exchanged. The customer service lady took my information, and told me to send it in.

I sent the belt in. And waited. A long time. Then, after about a month, I get a box from Kenneth Cole. And what did they send me? A wide, black, "bluejeans" type belt. Nothing like the soft, brown "business casual" dress belt that I sent in.

You'd think Kenneth Cole's people could tell the difference between a brown dress belt and a black casual belt.

I also discovered that Kenneth Cole supports a slew of liberal causes, including being aggressively anti-gun.

So, I have learned my lesson. No more Kenneth Cole junk for me.

FORD ! car, auto parts !

Dearborn automaker Ford is in the middle of its turnaround plan after it has seen its share in the United States auto market slide. Part of its turnaround plan is to develop green vehicles which consumers are asking for. Another step taken by Ford to attract more consumers is teaming up with Nuance Communications, one of the leaders in speech and imaging solutions. This partnership is geared towards making Ford vehicles safer and more user-friendly.

With Nuance's technology, consumers will be less at risk of being distracted when using Ford car's phone, as well as navigation and entertainment systems. With drivers always tinkering with different in-car systems, there is a bigger chance of being distracted and getting into an accident. With Nuance, this can be cut down to a minimum as the company provides text to speech technologies, and speech recognition.
According to the automaker, these technologies developed by Nuance will be available to European car buyers from December this year. The Ford C-MAX and the Ford Focus will become the first Ford vehicles to receive this cutting edge feature. The Ford Mondeo, Ford Galaxy, and the Ford S-Max will also be equipped with said feature.


Joachim Creutzburg, the Marketing Director Original Equipment from Blaupunkt, a subsidiary of Bosch which helped Ford develop the Human Machine Interface said: "We recognize the importance of speech technology to make telematics, navigation and infotainment solutions safer and easier to control. Not only do we offer our automotive customers the most advanced speech enabled solutions, our portable navigation solutions in the aftermarket also allow destination entry and control by voice."

With the technology developed by Blaupunkt and powered by Nuance, consumers can simply say the address of their destination and the navigation system will readily read out all information needed by the driver. Other navigational system requires drivers to type in the address of their destination which can distract the driver while driving. Another new feature for Ford vehicles is the one push phone call. By pushing the "push to talk" button on the steering wheel and saying the number or the name of the phonebook entry, the system will dial the number.

Steve Chambers, the president for Mobile and Consumer Services Division at Nuance, said: "Nuance has a long history of working with Ford. Now with the advanced speech technology in the Blaupunkt navigation solution, we are able to offer drivers a safer alternative to the drivers' distraction created by the use of navigation systems in cars. With the voice user interface, powered by Nuance Automotive, drivers no longer need to take their eyes off the road or their hands from the wheel to dial their phone, enter an address to the navigation system or control their audio system."

This feature in the future will not only be available for Ford vehicles as other automakers are sure to follow suit. Luxury vehicles like Acuras with Acura body parts can be expected to have this feature soon.