Returning to Blogging

Hi everybody!

We've been pretty lousy at blogging over the last half a year. Some of our readers may think that our product is dead or forgotten, and this cannot be further from truth.

In fact, we've been very busy over the last several months. We developed a new version of our product, iAuto v.4.x, that had most of its internal structure revamped and improved, templates changed and a number of new features and functions added to make our iAuto even more attractive to our customers.

We then improved it even further by adding SEO features such as SEO-friendly URLs, listing data in description and keywords meta tags, and a great Browse By... feature. You can select up to 7 database fields that you can browse by, narrowing down your results to just a few listings that match your needs closest.

For example, you can have the following Browse by search configuration: Vehicles->Cars->Honda->Acura->Between $0 and $10,000->Zip.

And, of course, we developed two new templates. A single picture is worth a 1,000 words, therefore, the best way to see how well we did is to go to our iAuto Demo page at http://www.iautosoftware.com/demo.html.

To go further, we decided to offer a boat classifieds version of iAuto, iAuto Boats. We've done some research and came up with the iAuto Boats demo for your attention.

Hosted version is a new addition to our versions. It offers iAuto pre-installed, hosting space with your domain and all the functions of the Cpanel at your disposal. And all that for an introductory price of $29.95 per month only.

We will try to be more consistent with posting our news and ideas to this blog, and we'll try to not limit the posts to marketing-related stuff only. Instead, we're hoping to get our product developers and programmers involved as well.

The break down of insurance

Vehicles have long been a staple in the lives of most men and women today. Thanks to advancements in technology, many vehicles have become part playground, office, and even bedroom. There is not much that you cannot do from the driver's seat anymore.

The family car is more than a tool for just work and play; it is entrusted with the lives of you and your family on a daily basis. It can also be a status symbol for all of your past and present accomplishments in life. Cars really are more iatrical than some people would think. It only makes sense that you would have an auto insurance policy to protect this very important investment.

FYI About Auto Insurance

What exactly is auto insurance? It is more than just an added expense and piece of paper stuffed in your glove box. You even begin to wonder how needed it even is. Think of your auto insurance policy as a shield and a back-up generator all in one; it can keep you safe from the possible and unforeseen accident and/or mishap.

Auto insurance may not be able to prevent that other driver from careening in you or the lamp post from jumping into the middle of the road during a rain storm, but that little piece of paper can shelter you and your family from unnecessary harassment and further turmoil during a time when you may not be at your fighting best.

You have made the decision to obtain auto insurance for your vehicle. Do you know what is included in your policy? It is good to know what basic points of coverage your

insurance

company should be offering you:

1) Bodily injury liability covers any injuries you (and anyone listed on your policy) cause to someone else.

2) Personal injury protection takes care of medical expenses incurred if you or your family is inured in an accident. This can also pay lost wages, and even funeral expenses.

3) Property damage liability covers any damages you may cause in an accident.

4) Collision pays for any damage to your vehicle in an accident.

5) Comprehensive coverage is optional in many states; this pays for any damage that is not caused by another vehicle. Earthquakes, flooding, theft, riots, run-ins with animals, and falling objects are usually included.

6) Uninsured motorist coverage keeps you safe in the even the other driver is not insured, or you are involved in a hit-and-run accident.

Car Insurance - do you really understand ?

Insuring your vehicle is probably one of the least enjoyable aspects of being a car owner. But as it’s a legal requirement it’s unfortunately not something that can be avoided.

With thousands of insurance companies to choose from, each using unfamiliar terminology, finding car insurance can be quite a daunting task for a new driver.

Without guidance, searching for car insurance quotes and finding the right policy can be a challenge. Here are some tips to help simplify the process of understanding car insurances.

Different Types of Policies
When you apply for car insurance you will be faced with the following policy options:

Third Party
This is the minimum amount of cover that insurance companies can offer you. It only covers damage costs if you injure someone else or their property in a motoring accident. Any damages or injuries sustained to yourself or your vehicle will be down to you to pay for.

Third Party Fire and Theft
This is the minimum amount of cover that some companies will offer. You will be protected if you injure or damage someone else’s property. It also covers your own vehicle if it is stolen or burnt. What it won’t cover you for is the cost of your vehicle if it’s involved in an accident or is vandalized. This type of insurance is most appropriate when you have a vehicle that is of low value.

Comprehensive
This is the most expensive form of insurance but it covers you for almost every eventuality. What it covers can vary depending on insurer but most fully comprehensive insurance will cover you for accidental damage to your own vehicle, injury to someone else, damage to their vehicle and damage to your vehicle from fire and theft. Some policies will cover you for items that are stolen from your vehicle and also medical expenses if you are injured.

Excess
When applying for your for car insurance you will be asked to agree on an excess fee. This means that if you are involved in an accident that is your fault, then you will be required to pay the first £100 - £500 of the claim. . If you are trying to reduce your policy then you can pay a higher excess, but in the event of an accident that is your fault, you will be required to pay this amount when you make the claim. It is important to note that with some insurers you may be required to pay a young drivers excess if you are under 25 years of age.

No claims Bonus
This is the number of years that you have had car insurance without making a claim. The more years you have the better, as this proves to the insurance company that you are of low risk, which will lead to a reduction in the amount you have to pay. If you do happen to make a claim, which is proven to be your fault, then you can lose you no claims bonus. If you have a number of years built up then your insurance company can offer you protection on those years, so you don’t lose them in event of an accident that is your fault.

2008 Lamborghini Gallardo Superleggera

The bull has been raging wilder than ever this past year, with new LP640 versions of the Murcielago and Murcielago roadster-both of which lean dangerously over the edge of insanity. But why stop there? Why not make a Gallardo that is lighter, more powerful, and more focused than ever?

Using carbon fiber for the engine bay cover, center tunnel cover, mirrors, rear diffuser, and door panels, the Gallardo Superleggera weighs 154 pounds less than the regular model, and for good measure, output is raised 10 horses to 530 horsepower. These modifications translate to a 0-62 mph time of 3.8 seconds (0.2 seconds quicker than the Gallardo) and a ratio of 5.5 pounds per horsepower. All Superleggeras will come with e-gear transmissions and new fifteen-spoke wheels that are too dainty for our taste. If the car doesn't have enough carbon for you already, a carbon fiber wing and carbon-ceramic brakes are optional.

The Gallardo Superleggera is meant to be the Lamborghini for purists, and yes, it's the lightest, smallest bull you can buy. But what we'd really like to see is a similar model that ditches a differential and goes to rear-drive, and bolts to it a six-speed stick. Keep the carbon, but give us some tougher looking wheels. That would be our Lamborghini dream.

2005 Lotus Elise

The good news is that it is a better car than the spartan original. It has 60 percent more power but is only 14 percent heavier than the existing European model. It has the airbags, the anti-lock brakes, and the air conditioning that the car has lacked until now. Perhaps not so good is its sticker of $39,000. It's a fair price for the nearest thing to a modern race car you can drive on the road but will discourage those who see it as a sexy little boulevard cruiser.

That's probably just as well because the Lotus Elise, as a closely focused driver's car, makes few compromises on behalf of the well-being of a passenger. You sit on a thinly padded seat in an aluminum tub (the Elise chassis is made from aluminum extrusions bonded together). There is hardly enough room for two, so the driver's seat is adjustable but the passenger's is fixed—and the cockpit space on the right-hand side is just two-thirds of that provided for the driver.

Elise enthusiasts—there are at least 60 owners of race-spec cars in the U.S. as of this writing—will accept that what it lacks in comfort is compensated for by the performance and handling. Lotus claims the federalized Elise will do 0 to 60 mph in 4.9 seconds and run to 141 mph; prototypes ran to nearly 150 mph. Not much this side of an exotic supercar will keep up with it on a racetrack.

The Elise was designed around the 1.8-liter Rover K-series engine found in the mid-engined MGF sports car, a good choice in 1996 but now getting on in years. Rover has never certified that engine for the U.S., and Lotus judged that a federal emissions program would be too expensive to undertake alone. It looked around for suitable alternatives, engines that were already in use in the U.S. Roger Becker, a veteran development engineer who started at Lotus under Colin Chapman, the company's founder, has been leading the U.S.-certification project. He picked up an old relationship with Toyota (which for three years in the 1980s owned 21 percent of Lotus) and secured a deal to use the 1.8-liter VVTL-i (variable valve timing and lift) engine from the Celica GT-S and its accompanying C64 six-speed gearbox.

Although the internals of the engine are standard Toyota (in fact made by Yamaha), Lotus fits different intake and exhaust systems and, significantly, has devised its own engine control electronics. The result is 190 horsepower (10 up on the Celica) at 7800 rpm and 133 pound-feet of torque at 6800 rpm.

We have our reservations about this engine and transmission in the Celica as it is difficult to keep the engine on the high-rpm cams as you accelerate through the gears. The performance is more accessible in the lightweight (2000 pound) Elise, due in part to Lotus's improvements to the electronics and gearshift. And for those accustomed to the Rover-engined Elise, the Toyota-powered car is noticeably quicker even before the cam phase change at 6200 rpm. Besides which, it sounds terrific, whereas the old K-series and its five-speed gearbox had a rough and rattly edge.

Installation of the Toyota engine required a new subframe and modifications to the rear of the aluminum chassis. The suspension—double control arms front and rear—needed only minor changes in spring and damping rates to cope with 154 additional pounds of weight. Becker and his associates were determined to maintain the Elise's pure responses and wonderfully balanced handling while making subtle changes to the dampers and bushings to cope with the worst of America's highways. U.S.-bound Elises will use a unique Yokohama tire.

Although its cousin, the Opel Speedster that Lotus makes in Europe for General Motors, has anti-lock brakes, Lotus has traditionally regarded both ABS and a brake booster as unnecessary frills for the Elise. But its engineers accept that pedal assistance is needed when vehicle weight rises above 1800 pounds, and that ABS is becoming a standard safety feature of most performance cars. Therefore, the challenge was to provide this latest Elise with ABS that would not intervene during intentional hard braking until the limit of front-tire grip. For the same reason, there is no electronic traction control nor is any planned. The steering does not have, or need, power assistance, although Lotus accepts that some customers may expect it.

Externally, there are few changes from the Elise that was launched in 2000. Identifiers include the twin tailpipes and the slightly raised grille on the front hood to clear the new brake booster. Inside, though, the car has had an upgrade with a new and more shapely instrument panel, injection molded rather than vacuum formed, which accommodates the passenger airbag. The radio is now at its center, and most of the ugly screw heads that were peppered around the earlier cockpit have been concealed. The convertible top is from the '00 car: easier to erect than the original but still a fairly primitive affair.

We drove a prototype U.S. Elise on the test track and on country roads around the Lotus factory in Norfolk, England. As we first wrote of a similar exercise with the original Elise, it's a hoot. For pure sports-car thrills, it's in the top five most-entertaining cars available. The same comments apply to the federalized Elise, which, although it is 450 pounds heavier than the original, is faster and better equipped but still has nearly perfect balance. It is the best Elise yet, and for Americans wanting a race car for the road, it's worth the six-year wait. Lotus Cars USA, which has been subsisting on the sale of a handful of Esprits a year, hopes to expand its annual sales to 2500.

2005 LOTUS ELISE

Vehicle type : mid-engine, rear-wheel-drive, 2-passenger, 2-door roadster

Estimated base price : $39,000

Engine type : DOHC 16-valve inline-4, aluminum block and head, port fuel injection

Displacement : 110 cu in, 1796ccPower (SAE net): 190 bhp @ 7800 rpm

Torque (SAE net) : 133 lb-ft @ 6800 rpm

Transmission : 6-speed manual

Wheelbase : 90.6 in

Length/width/height : 149.0/67.7/44.0 in

Curb weight : 2000 lb

Manufacturer's performance ratings :

Zero to 60 mph : 4.9 sec

Zero to 100 mph : 12.6 sec

Top speed (drag limited) : 141 mph

History of Ford Mustang : Sixth Generation (1979-1993)

Any car that stays in production through 15 model years has to be counted as a success. But when the all-new 1979 Mustang (no "II" and no "III") was introduced, few would have predicted such a long life for it. Or that it would inspire a passionate following of amazing breadth. Or that it would be used as a cop car.

Tossing aside the wimpy Pinto parts, the 1979 Mustang was built atop the shortened chassis of the Ford Fairmont "Fox" body that had been introduced for '78. While the Fox platform was still a unibody structure, it shared little else with previous Mustangs. The new front suspension was a modified MacPherson strut system that mounted a spring separate from the strut itself, while a new link and coil spring rear suspension held up the back of the car. This basic suspension system would remain in use on Mustangs through at least the 2003 model year.

Available as either a coupe or fastback hatchback, the new Mustang rode on a 100.4-inch wheelbase and was 179.1 inches long. That's a bit more than four inches longer in both dimensions over the Mustang II, but still shorter than the original Mustang's 108-inch wheelbase and 181.6-inch overall length. However, the '79 Mustang was significantly roomier inside than any previous Mustang thanks to a more upright-oriented cockpit and flatter doors that allowed more shoulder and hiproom.

The new Mustang's styling was angular and handsome, but hardly related to previous Mustangs. There was no running horse in the shovel nose grille which was flanked by four square headlights, the sides were devoid of the signature side scallop and the taillights were divided into six segments instead of three. With slightly different blistered fenders, a flatter grille and different taillights, Mercury sold the same car as the Capri. The '79 Mustang was at its best wearing the optional 390mm three-spoke "TRX" wheels and tires, but there was little about it that was intrinsically Mustanglike.

All three engines from the '78 Mustang II carried over to the '79 Mustang. The 2.3-liter SOHC was rated at 88 horsepower, the 2.8-liter Cologne V6 at 109 horsepower and the 4.9-liter (but called a 5.0-liter by Ford) V8 made 140 horsepower. They were joined by a turbocharged version of the four also making 140 horsepower but saddled with epic boost lag and hideously bad reliability. Late in the model year, the old 200-cubic-inch (3.3-liter) OHV straight six reappeared making 94 horsepower. Four-speed manual transmissions were standard behind all engines with a three-speed automatic optional.

The most desirable of all '79 Mustangs would turn out to be the 6,000 Indy pace car replica fastbacks, which featured a unique hood scoop, unique front air dam, unique rear spoiler, black and silver paint with orange graphics and an interior blessed with genuine Recaro front seats. The pace car was available with either turbo four or V8 power and included the TRX wheel and tire package.

With the Ghia trim back on the coupe and a "Cobra" package available on the hatchback (which had a fake hood scoop but no spoilers), the '79 Mustang was a hit. A healthy 369,936 Mustangs were built that model year.

In a very real way the 1980 Mustangs were worse than the '79s. While visually they changed very little (a few aerodynamic tweaks were made, including a subtle lip spoiler on the coupe's trunk lid), under the hood things got ugly. Gone from the line were both the 2.8-liter V6 and the 5.0-liter V8. The only six available was now the wheezy 3.3-liter straight six, while the sole V8 was a new version of Ford's small-block displacing 255 cubic inches (4.2 liters) and gasping out just 119 horsepower. It was the smallest — and the worst — V8 ever offered in a Mustang. By default the turbo four was the most powerful engine in the '80 Mustang inventory. Too bad it was a grenade waiting to detonate.

All the spoilers and scoops used on the '79 pace car were now part of the '80 Cobra package, which also included a tasteless oversize cobra hood decal. In what was the worst year ever for Mustang engine performance, Ford sold 271,322 examples of the breed.

A five-speed manual transmission finally came to the Mustang in 1981 as an option behind the regular and turbocharged fours. Also, making a return appearance on the options list was a T-top roof. Otherwise the '81 was much the same car as the '80, and sales slipped dramatically to 182,552 cars.

Big news came for 1982 in the form of a new "High Output" (HO) version of the 5.0-liter V8 making a healthy (for the time) 157 horsepower with two-barrel carburetion in a revived Mustang GT hatchback. Backed by a four-speed manual transmission and wearing many of the '79 pace car's body pieces, the '82 Mustang GT wasn't quite a return to the glory days of high-performance, but it was a step in the right direction.

The rest of the Mustang lineup was set up in three progressively more luxurious series: L, GL and GLX. The turbo four was gone (temporarily), but the base four, iron lump straight six and inexcusable 4.2-liter V8 all carried forward through '82. The most unusual model Mustang, however, wasn't sold to the public at all, but a "Special Service Package" notchback coupe equipped with the Mustang GT's 157-horsepower V8 and four-speed transmission that was used by the California Highway Patrol as a pursuit vehicle. The CHP bought 400 of the SSP Mustangs in '82 and they, along with numerous other state and local law enforcement agencies, would continue buying them right through 1993 when Ford ended production.

A new grille with Ford's Blue Oval logo at its center came along with the 1983 Mustang. But the grille was the least of the changes that year, as the Mustang convertible returned in the form of a conversion performed by ASC, Inc. on coupe bodies. The convertible was offered in GLX and GT trim and featured a real glass rear window, power operation and rear-quarter windows that rolled down. The convertible was instantly popular.

The drivetrain lineup was also revised for '83 with the straight six and 4.2-liter V8 being eliminated and quickly forgotten. A revised version of the turbocharged 2.3-liter SOHC four returned to the lineup, this time with electronic fuel injection that did a wonderful job of tempering turbo lag and increasing engine longevity. But its 142-horsepower output didn't seem all that impressive, especially since the 5.0-liter HO V8 now sported a four-barrel carburetor and was rated at 175 horsepower. And the V8 was now available with the excellent Borg-Warner T5 five-speed manual transmission.

The normally aspirated 2.3-liter SOHC four was still around for buyers too timid for anything else, but the six-cylinder option was the new "Essex" 3.8-liter V6 making 112 horsepower.

Despite all the improvements, the '83 Mustang was hardly a barn burner in the sales race. A total of 120,873 Mustangs were sold that model year, including 23,438 convertibles.

Much of the 1984 Mustang line was carried over from '83, but there were a few changes and an unexpected new model in the line. Although there was supposed to be a more powerful (205 hp) 5.0 V8 this year, development problems killed it. A fuel-injected version of the HO V8 with 165 hp was offered with the automatic transmission (now with a fourth overdrive gear). The turbo four was back for one last year, now rated at 145 horsepower in the Mustang GT.

There were also revisions to suspension tuning, and at midyear Ford offered a "GT-350" 20th anniversary package for convertibles and hatchbacks. But the big surprise came in the form of the technologically sophisticated SVO Mustang.

With its own unique appearance (single square headlamps in a grille-free front end, plus a unique dual-plane rear spoiler), the SVO was powered by an intercooled version of the turbocharged 2.3-liter four rated at an impressive 175 horsepower. Wearing big 16-inch wheels on five-lug hubs, with four-wheel disc brakes aboard for better stopping, the lavishly equipped SVO was quick, agile and expensive with a base price of $15,596. However, no matter how interesting it was on a technical level, it wasn't as quick as the V8-powered Mustang GT and never sold in large numbers.

Another new grille design came along for the 1985 model year featuring a single large slit between the two pairs of headlights. The GT was treated to a new set of 15-inch cast-aluminum wheels shod with P225/60VR15 Goodyear Eagle "Gatorback" tires, and thanks to a serpentine single belt accessory drive system and revised roller cam, the 5.0 HO engine was now making a full 210 horsepower in four-barrel carbureted form. The fuel-injected HO hooked to the four-speed automatic now made 180 horsepower. The SVO continued forward, but the turbocharged four was gone from the Mustang GT options list.

Fuel injection became the only induction system on the 1986 5.0 HO, and output was 200 horsepower with both the five-speed manual and four-speed automatic in Mustang GTs. Real dual exhaust debuted this year, meaning there were now two catalytic converters so each engine bank had its own exhaust right to the tail pipes. The SVO Mustang's turbo four was recalibrated and its output was also 200 horsepower.

With Mercury's Capri out of production after the 1986 model year, Ford simplified Mustang production in 1987 by eliminating the V6 engine option, killing the high-priced SVO, and paring down the trim levels to just LX and GT — the coupe in LX only with the hatchback and convertible available in both trims. The front end and taillights were redesigned once again with the GT getting its own grilleless face, flush single headlamps, specific taillights, rear spoiler, urethane side skirts and turbine wheels. But many found the low-key skirtless LX to be the real performance value, as it was offered with all the GT's performance options, but without the look-at-me exterior pieces. Both the LX and GT also got a new interior including an improved dashboard that grouped the instrumentation in a pod in front of the driver.

Carburetors were finally a thing of the past for Mustangs as even the 2.3-liter, SOHC four-cylinder engine now sported fuel injection and made 90 horsepower. The 5.0-liter HO was also revised and now made a robust 225 horsepower regardless of transmission. At this point in its development, the "5.0 Mustang" had reached its full flower and would remain mechanically unchanged through 1993. In fact, the 1988 and 1989 Mustangs were virtually unchanged from 1987.

There was a good chance the Mustang would be killed before the 1990 model year, as Ford contemplated re-engineering the car to accept a driver-side airbag. But Ford decided to spend the money and installed the airbag for 1990, eliminating the tilt steering column in the process.

A new five-spoke, 16-inch wheel was offered on both LX and GT 5.0-liter Mustangs for 1991. The car carried over into 1992 with only a few not-very-special "limited edition" models to goose sales by offering special wheels and paint.

While the basic Mustang LX and Mustang GT were unchanged for 1993 (the 5.0-liter engine's output was revised to 205 horsepower — probably for marketing reasons with the redesigned Mustang coming for '94), a new special-edition Mustang did appear in the form of the SVT Cobra. A parts bin mix of 1983 Mustang taillights, the front air dam from the GT, a new grille with the running horse emblem on it and 17-inch wheels scavenged from a delayed Thunderbird project, the SVT Cobra was nonetheless surprisingly attractive. The 5.0-liter in the Cobra was modified slightly to make 235 horsepower while the improved suspension, bigger wheels and tires and four-wheel disc brakes all expanded the other parameters of performance. Only 4,993 of the Cobras were built during the 1993 model year. Another 107 track-ready versions of the Cobra, known as the "Cobra R," were also built without such luxuries as a radio or backseat.

Even after 15 years in production, Ford still sold 114,228 Fox-based Mustangs during the '93 model year. Obviously the Fox-bodied Mustang was totally exhausted. Or was it?

Car insurance, the best protection for a car

Car insurance UK is a service which is mighty popular in UK. The reason for it is very simple. In case of damage of a car this often is the only help that people can expect to have. Especially in todays times when craze for cars has peaked this is one mighty important service. No one can argue that one of the dreams that every individual possesses is to own a car. A dream machine that would not only make his journey comfortable but which would also be a tremendous add on to one's status symbol. There is something tremendously attractive about cars that no one has been able to stay clear of its attraction. No wonder it has been on top of everyone's wish list in all times and ages.

The only difference being that people in earlier times were not able to buy this because it was fairly expensive for middle class where as in present times, thanks to the mushrooming of several financial institutions, anyone can purchase these gorgeous machines. However, if the car undergoes any damage then one can be rest assured that one might be forced to shell out a fortune for everything in today's world comes with a fairly high price tag. This can be quite a handful for a man with average income who would now be forced to pay on two different fronts - one on repayment of loans and other on the repair of the car. It is here that car insurance UK comes to the rescue of people and ensures that they are spared from shelling out an exorbitant amount by arranging for the repair of the car.
CAR INSURANCE
Needless to say what a relief such a service like car insurance UK can be for people. However, one must understand that car insurance can only be helpful when people actually take care of a few things. Firstly they must ensure that their vehicle is priced fairly, then they also should see that the policy comes to life as soon as it is signed. Also needed to be taken care of is the fact that no wrong information is given to the insurance company as also that a thorough check is done to ensure that all the information put in the agreement is correct and to one's satisfaction.

These efforts would ensure that car insurance UK goes a long way in helping people out in such a desperate time when their car has faced a major damage and need a thorough over hauling.