You may have already read reviews of the 2011 BMW 1-Series M Coupe (aka 1M), but if you have, you’ve likely suffered through strained historical analogies, detailed comparisons to previous M cars, and sheets of performance data.

You’ll find a minimum of that here. Instead, I offer you a fellow enthusiast’s take on the car, filtered through the desire for a nimble, focused, affordable car that’ll get you to work and get you seat time at the track with equal ease and ability.

The forum for my analysis: the official BMW North American press launch, held en route to and at Monticello Motor Club, where BMW brought me briefly to test the car. It was a limited day-long engagement, restricted to a few hours of open road driving and a dozen or so stop-and-go laps. Not enough time for a full evaluation, but enough to get the overall feel of the car.

Nuts & bolts

This is a parts-bin car, from the ground up. Read the spec sheet, and there are only a handful of parts actually unique to the car–and those are mostly body panels. The 335-horsepower, 369-pound-feet of torque (in overboost) N54 twin-turbo inline six under the hood is found in the new sDrive35is models, and is itself a hotter version of the engine that drove most of BMW’s lineup before the revised, refined, twin-scroll/single-turbo N55 came along last year.

That’s not to say the 1-Series M Coupe is merely the sum of its parts. Borrowing brakes, differential, and wheels from the M3, adding its own unique take on M Dynamic Mode (MDM) and its full-performance track mode, as well as an aggressively relaxed stability/dynamics control system, the 1-Series M Coupe is, in fact, the M car I’d buy if I were going to buy one.

Exactly one year ago Texas-based tuning firm Hennessey Performance Engineering (HPE) first announced plans for a highly modified 2010 Chevrolet Camaro that the company plans to launch very soon. Called the HPE700, the limited edition Camaro boasts a 724-horsepower output and joins other mega-power custom cars like the recently launched ‘Godzilla 700’ Nissan GT-R and a string of ‘Venom’ Dodge Vipers.

The key to the HPE700’s prowess is its supercharged LS9 heart transplant. As if the 638-horsepower the LS9 puts out in ZR1-trim weren’t enough, in the HPE700 the force-fed V8 mill churns out a peak output of 724-horsepower and 741-pound-feet of torque. The custom Camaro also picks up the ZR1’s 15-inch carbon-ceramic brakes, light weight HRE wheels and Michelin PS2 tires.

In addition to the power and handling upgrades, Hennessey is also offering an exterior aerodynamics package to improve downforce at high speed. Penned by British designer, Steve Everitt, Hennessey’s ‘Cam-Aero’ body upgrades include a carbon-fiber rear lip spoiler, carbon-fiber side rocker panels, a carbon-fiber front splitter, a new front fascia with hideaway-look headlights, and a front billet grille. Completing the look of the HPE700 is a ZR1 inspired hood design with a plastic window showing off Hennessey’s tweaked LS9 powerplant.

HPE700 buyers also receive a one-day performance driving course at Lonestar Motorsports Park–a quarter-mile dragstrip facility located adjacent to Hennessey’s 24,000 square-foot production facility and showroom.

Hennessey offered the first HPE700 Camaros exclusively to registered bidders at the 2009 Barrett-Jackson auction in Scottsdale, Arizona last year. However, the car will eventually be available to the general public or ordered from select Chevrolet dealers as well as directly from Hennessey. Pricing will start at $109,500. Twenty-four of the cars will be built, but 11 are already spoken for, so if you want your own piece of completely unreasonable muscle-car Americana, you’d better hurry.

The story doesn’t end there as Hennessey plans to launch other turn-key vehicle packages for the new Camaro as well as an extensive list of aftermarket performance parts and accessories, including the recently announced, slightly tamer Camaro HPE550

New generation Audi A6 will receive a hybrid version, Audi A6 Hybrid that will debut at Frankfurt Motor Show 2011. It is also proposed hybrid system and Q5 Hybrid SUV and will team in the near future even Audi A8 sedan.

The hybrid system on the Audi A6 Hybrid gives the car a total power of 245 hp and maximum torque of 480 Nm

Heat engine is a turbo petrol 2.0 TFSI, which develops 211 hp and maximum torque of 350 Nm, and the electric motor has a power of 40 kW (54 hp) and maximum torque of 210 Nm. The Audi A6 provides its hybrid Hybrid total power of 245 hp and reaches peak torque of 480 Nm no less.

Therefore, and performance of the new versions are great: 0-100 km / h in 7.3 seconds and a top speed of 238 km / h. Meanwhile, the average consumption amounts to only 6.4 litres/100 km and CO2 emissions are 146 g / km. In theory, the 73 liter fuel tank of Audi A6 Hybrid assures maximum autonomy over 1,100 km.

Audi A6 Hybrid accelerates to 100 km / h in 7.3 seconds and consumes 6.4 litres/100 km

Lithium-ion battery pack is located under the trunk floor, which is thus reduced from 500 liters to 375 liters, leaving just enough for passengers’ baggage. Batteries have a relatively low mass, 36.7 kg, the 72-cell configuration and promising high reliability and resistance to temperature variations.

In EV mode, selectable from a button on the console, Audi A6 Hybrid can run on electric strict about 3 kilometers and the maximum speed that can be achieved without the heat engine is 100 km / h. In “D” of the automatic gearbox with 8 reports are used both engines, and in “S” electric motor is used in strong accelerations as a function of boost.

Audi A6 Hybrid can run 3 km in strictly electric to 100 km / h

Audi A6 Hybrid Prices are provided near Frankfurt Motor Show 2011, a date for launching this version in our market not yet announced.

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The force and aggressive coupe of the range Mercedes-Benz C-Class Coupe was unveiled. Here’s terrible rival BMW M3 and Audi RS5: Mercedes-Benz C 63 AMG Black Series Coupe.

Neither company appeared well in the catalog version top Mercedes-Benz C 63 AMG Coupe, the German engineers already offers the special edition Black Series baptized. Involving highly refined close to the characteristics of fierce sporting appearance of the smallest Mercedes-Benz coupe.

Compared to normal C 63 AMG Coupe version, the Black Series comes with increased power from 457 hp to 510 hp, while maximum torque increases from 600 Nm he Nm 620 - V8 that’s serious improvements 6 , 3 liter, 53 hp and 20 Nm.

Mercedes-Benz C 63 AMG Black Series Coupe 510 hp and 620 Nm displays
At the performance on paper, improve performance is modest, starting 0-100 km / h decreased from 4.4 seconds to 4.2 seconds. But engineers promise that, in fact, developments and upgrades to give the technical part of Mercedes-Benz C 63 AMG Black Series coupe and sport behavior more effectively.
The engine received some components directly from SLS AMG flagship, such as forged pistons, Connecting rods and crankshaft, and new electronic control center. Were opimizate oil cooling system and exhaust system, giving the car a distinctive sonority.

The suspension is now set, as specified by the racing cars and anti-roll bars are thicker. Moreover, the suspension has been enough changes, dictated by the growth track by 4 cm in front and 8 inches in the rear, and steering system has a different electronic control unit servoasistării, for more precision.

Unlike a C 63 AMG Coupe normal Black Series involves many technical upgrades
The rear axle is AMG offered a differential lock which, in conjunction with the three operating programs of the ESP, the four modes of the gearbox sequential 7-speed AMG SPEEDSHIFT RACE START promise and how a behavior very close to a car racing.
The wheels are 19-inch wheels, with 11 kg lighter than a normal C 63 AMG Coupe. Dunlop tires are shod with high performance (255/35 R 19 front and 285/30 R 19 rear) racing brake system and have record composite of two pieces in front (15.35×1.42 inches) full back (14.17×1.02 inches), while red calipers are six-piston front and four behind.
All this technical package inspired by the racing world is “dressed” with a body covered by many more from around the world motorsport. Front spoiler splitter have a very large carbon fiber, while large vents are finished with all carbon fiber trim.

Pack’s aesthetic Mercedes Benz C 63 AMG Black Series Coupe is very aggressive
The wings are wider by 5.6 inches in front and 8.4 inches in back, showing very good racing wheels and giving the Mercedes-Benz C 63 AMG Black Series Coupe a very aggressive. Car is wider, have both front and rear, the side vents, while the logo “6.3″ dominates the front wings.
Undoubtedly, behind C 63 AMG Black Series coupe best expresses the car’s brute force, thanks to four discharges rhomboidal, a speaker integrated into large, made of carbon fiber and filled with holes in the side bumper. The trunk lid spoiler was mounted a very discreet attribute that fits the logo “Black Series” under the inscription AMG.

The interior of the Mercedes-Benz C 63 AMG Black Series Coupe has a strong racing mark
The interior continues the racing atmosphere expressed outside the car, but “Black Series” is far from spartan style of racing cars, providing all the equipment you expect from a Mercedes-Benz luxury and comfort.
AMG Performance steering wheel is dressed in a combination of Nappa leather and microfiber DYNAMICS, with aluminum trim, the same metal being made and the shifting paddles behind the steering wheel. No missing buttons for controlling multimedia system., Integrated ergonomic.
Sports seats are dedicated racing fans, while the rear seat is missing - however, have two seats separate option, as the normal version C 63 AMG Coupe. The seats and doors have the microfiber upholstery DYNAMICS, an innovative material with a luxurious appearance, but also very resistant to wear.

For the moment were not disclosed the price or pace of production of the Mercedes Benz C 63 AMG Black Series Coupe
Seat belts are red, like the visible stitching on the steering wheel and shift or other leather, and shell is perforated and is made of aluminum. On board dominates the logo “AMG Black Series” integrated into the piano-black lacquered trim.

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After Porsche, BMW released another special edition M3 coupe, this time passing the Chinese market in the U.S.. It’s called Frozen Black M3 and looks like it was dropped in a barrel with tar (in a good, if possible).

Engines remains the same, ie 4-liter V8 to 420 horses, served through the box with double clutch M-DCT, which shortens the momentum up to hundred kilometers from 4.7 4.5 seconds.

All 20 Series models will receive exclusive Competition Package M3 GTS wheels 19 “(black, naturally), along with a set of optional heated seats, GPS and a stereo system (here we refer to roar engine, it’s even an audio system).

Black on the outside is felt in the cabin, where you get the black Novillo leather adorned with red patches.

From all angles show the hell … well, that sinister air. And costs only $ 80,000 - with about 3000 more than the previous special edition dedicated to the U.S., namely Frozen Gray (I leave you to guess the color This one), which occurred in 30 copies.

Does what Americans will be served? If everything was gray, then black, we believe that BMW will make up a Frozen White, produced in 10 copies, and that would cost about $ 85,000. Too bad it’s only for the state.

What you have proposals for a possible M3 limited edition for Europe? For inspiration, you and some pictures below, Frozen Black.

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Dr Ulrich Bez, Aston Martin Chief Executive Officer, said: “The DBS is the ultimate expression of Aston Martin’s engineering and technical ability. It offers pure performance without compromise.

“The DBS delivers the complete driving experience and bridges the gap between our road and track cars - the DB9 and DBR9.”

Equally at home on a twisting mountain circuit as on the open road, the DBS is a true thoroughbred. The Aston Martin DBS is a 6.0-liter V12 powered, race-bred, two-seater shaped by the aerodynamic demands of high performance, with an exquisite interior that marries beautifully hand-finished materials with the very latest in performance technology.

A combination of elegant design, innovative manufacturing processes, race-derived materials and components and Aston Martin’s unrivalled hand-build expertise makes the DBS a luxury sports car without equal. Every line, crease and curve conveys the enormous potential of the DBS, a seductive blend of refinement and raw power, provided by the hand-built V12 producing 510 bhp, a top speed of 191 mph and a 0-60 mph time of 4.1 seconds.

Performance

The need for high-performance stability, handling ability and low kerb weight defined the DBS’s form and construction. Accordingly, the DBS becomes the first production Aston Martin to make extensive use of ultra-light carbon-fiber body panels. High levels of performance and control are delivered by the combination of inherent light weight, near-perfect weight distribution, a supremely powerful and flexible V12 engine, and a performance-honed six-speed transmission, together with new carbon ceramic brakes and an adaptive damper controlled suspension system.

At the heart of the DBS is a 6.0-liter V12 engine. As with all current Aston Martins, it is hand-assembled at Aston Martin’s dedicated engine facility in Cologne, Germany. The classic 6.0-liter V12 features a number of power-increasing enhancements. These include a ‘by-pass’ engine air intake port that opens above 5500 rpm to allow more air into the engine, and re-profiled air inlet ports that further improve airflow into the combustion chamber. Combined with a compression ratio of 10.9:1, the result of these enhancements is prodigious power and torque: the DBS delivers 510 bhp at 6500 rpm. The 3.71:1 final-drive ratio ensures that the additional power is usable, enhancing in-gear acceleration in particular.

Design

The DBS is manufactured using the finest materials, with a combination of hand-finishing and pioneering high-technology processes. From the exceptional quality of the design and finish to the advanced production techniques employed to save weight and create strength, the DBS is both a technological masterpiece and a powerful visual and tactile experience, inside and out.

The external detailing reflects the power and dynamic abilities of the DBS, with revised inlets and enlarged grilles that deliver more air into the engine and increase its cooling capacity. Subtle design details include a new five-bar design for the polished alloy main grille, as well as two additional vents in the enlarged power bulge on the carbon-fiber bonnet. These vents are entirely functional, improving engine performance and efficiency, yet also communicating the increased power output of the uprated V12 engine.

The DBS’s aerodynamic enhancements are shaped by Aston Martin’s racing experience. A carbon-fiber splitter and a new front bumper design help channel airflow around the car’s wider bodywork. The aerodynamics team worked hand in hand with the modeling team to ensure that the forms and surfaces of DBS were sculpted for inherent stability at high speeds.

Interior

The interior of the DBS represents the epitome of Aston Martin’s commitment to using materials honestly, without disguise or embellishment. Lightweight materials are used throughout to save weight; door pulls are made from carbon-fiber, for example, and the carpet has been woven with lighter fibers to save weight. Special semi-aniline leather is used throughout the cabin, saving weight as well as giving a soft feel and distinctive aroma.

As an option the DBS may be equipped with specially developed lightweight seats (outside North America). These feature a carbon-fiber and Kevlar composite structure and are manufactured by a supplier to the motorsport and aviation industries before being returned to Aston Martin’s Gaydon factory for hand-trimming. The structure is created by sandwiching a layer of Kevlar between two layers of carbon-fiber with the outer finish left exposed on the seat backs, lacquered to create a durable and attractive finish.

The start sequence of the DBS is augmented by an all-new centre console design with a cast metal surround, crisp typography and new graphics. The new console has a traditional dial-face clock at the centre, flanked by two rotary controls for the heating and air-conditioning system, fashioned from solid, turned aluminum.

Deliveries of the DBS are expected to commence during quarter one 2008, with prices to be confirmed at the Frankfurt Motor Show in September.

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Today, if you change a sports car event exceed an Airbus 318 in a line, not even a look back. Therefore, the HGA Sports Germans have decided it’s more interesting to take a crossover diesel and fill it with all sorts of mechanisms expensive, but extremely fun. Enter stage 30dS Infinity FX.

The guys at Sports AHG were not happy with the 238 hp and 550 Nm of torque which 30dS FX has been played so little 3L V6 engine and managed to have another 42 horsepower out of the hat, thus raising the power Up to 280 hp car. Do not sound too impressive when you think that those in Inden Design has managed to independent 671 hp in a Mercedes SL65 AMG, but let’s face it, who cares when you have a two-ton monster and you can do whatever you want with him? However, those of the AHG Sports and walked to the couple so you can be happy that your face will be remodeled and a crossover of the 600 Nm that you 30dS FX and offers.

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As summer comes upon us in just two days, and SLS as AMG seems to be the ultimate temptation car for this season, the Germans were going to present this weekend.

Metamorphosis of the roadster coupe door which involved removing him famous. That does not mean it’s less “cultural” because he learned a fabric roof with glass rear window, as it could not be nicer, and that lowers in just 11 seconds, at speeds up to 50 kilometers at.

Technically, 6.3-liter V8 engine remains the same, with the 571 horses that any normal person (and even those less taken) I can find more than enough. Connected to the box with double-clutch seven-speed AMG roadster SLS “beat” hundred in just 3.7 seconds, speed is limited to 317 kilometers per hour.

And to stay as fun as the coupe, the chassis engineers have worked diligently and the weight only increased up to 1661 kg, with only 40 more than the fixed roof version.

The interior remains as elegant, well padded with leather, and Bang & Olufsen speakers, if you are tired to hear the roar (absolutely dementia) engine. And it’s roadster, Mercedes, and SLS has AIRSCARF system, keeping your neck that hot, either finuta times thicker.

No price was not discussed yet, but expect to in a few grand extra euros, down from 195,000, but you must give the coupe. Plus you have to wait until the fall. That is until the next summer will see him on the streets. Or will we see you in it.

I attached some pictures below.

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“With an exhaust system, we have to consider three constraints: legal noise restrictions; backpressure, which can rob power; and ground clearance,” explains Shawn Carney, Mustang NVH engineer. “Since the 2011 Mustang GT exhaust is already so free-flowing – it came in way under our backpressure targets – we already had excellent performance; we were able to tune the exhaust system for a unique sound. Combined with the rush of the intake, the exhaust system really envelops the driver in V8 sound.

Every Boss features a unique quad exhaust system: Two outlets exit in the rear similar to a standard Mustang GT. The other two outlets exit to either side of the exhaust crossover, sending exhaust through a set of metal discs that act as tuning elements before the pipes terminate just ahead of the rear wheel opening. Visually subtle, the side pipes flow very little exhaust but a lot of exhaust sound, providing a sonic experience unlike any other Mustang.

Suspension and steering
In keeping with the Boss mandate to provide the best-handling Mustang ever, the already strong Mustang GT suspension system has been further refined. Higher-rate coil springs on all four corners, stiffer suspension bushings and a larger-diameter rear stabilizer bar all contribute to the road racing mission, and Boss models are lowered by 11 millimeters at the front and 1 millimeter at the rear versus the Mustang GT. The real key to handling, though, is in the adjustable shocks and struts, standard on all Boss Mustang models.

“We’ve given drivers five settings for their shocks,” says Brent Clark, supervisor of the Mustang vehicle dynamics team. “One is the softest, two is the factory setting and five is the firmest, and we’ve provided a wide range of adjustment. A customer can drive to the track on setting two, crank it up to five for improved response on the track, then dial down to one for a more relaxed ride home. What’s unique is that drivers will find – thanks to the way the suspension works as a complete system – the softest setting isn’t too loose and the firmest setting isn’t too controlled; each step just provides additional levels of control.”

Also unique is the method of shock adjustment. Ditching the weight and complexity of electronic wizardry, the Mustang team opted for traditional race-style hands-on adjustability – similar to the Gabriel shocks available on the original Boss 302.

“The shock adjustment is right at the top of the shock tower, built into the rod and easily accessible from under the hood or inside the trunk,” says Clark. “You just take a small flat-head screwdriver, turn the adjustment screw between one and five, and head back out onto the track.”

To complement the suspension, the speed-sensitive electronic steering system has been retuned to maximize feedback and road feel to the driver. The driver is also given the option of fine-tuning the steering feel to his liking by selecting one of three settings through the instrument cluster menu: Comfort, normal and sport modes help offer track-tuned steering when desired without sacrificing low-speed maneuverability in parking situations and everyday commuting.

Similarly, Boss receives unique traction control system (TCS) and electronic stability control (ESC) settings to help drivers achieve maximum performance whether on the street or at the track. Both systems can be completely disabled in controlled track situations where maximum driver skill is utilized, or fully engaged for maximum safety during normal driving or in less-than-ideal traction conditions. Intermediate sport mode allows drivers to push their cars hard at the track without completely disabling the safety systems, permitting more aggressive driving before the TCS and ESC systems intervene.

Brakes, wheels and tires
Working in concert with the suspension upgrades, Boss 302 receives unique, lightweight 19-inch black alloy racing wheels in staggered widths: 9 inches in front, 9.5 inches in the rear. The Pirelli PZero summer tires are sized specifically for each end of the vehicle, with the front wheels receiving 255/40ZR-19 tires while the rear stays planted thanks to 285/35ZR-19 rubber.

The combined suspension and tire package allows Boss to achieve a top speed of 155 mph and become the first non-SVT Mustang ever to achieve more than 1.0 g of lateral acceleration.

Boss braking is also up to the challenge, using Brembo four-piston front calipers acting on 14-inch vented rotors up front. In the back, standard Mustang GT brakes are upgraded with a Boss-specific high-performance pad compound. Combined with vented brake shields and unique Anti-Lock Brake System (ABS) tuning, Boss drivers get maximum control and rapid, repeatable fade-free stops in road and race situations alike.

The Mustang team spent considerable time ensuring the brake pedal feel met the expectations of performance drivers. Boss receives unique low-compressibility brake lines that expand up to 30 percent less than traditional flexible brake lines, allowing maximum fluid pressure to reach the calipers in the least amount of time, giving the driver a sensation of being connected directly to the brake pads.

“This car is wicked fast, so we put a lot of emphasis on giving it comparable stopping power,” says Clark. “We started with a race-proven brake system and tuned it specifically for the characteristics of the Boss 302 and its mission. They’re the best brakes ever installed on a Mustang, and they give consistent, repeatable braking performance on the street and the track.”

As a result 60-0 stopping distances for the Boss are improved by approximately three feet versus the Mustang GT with available brake package; combined with suspension and engine improvements, Boss is expected to show approximately a two-second lap time improvement over the GT on a typical road race course. But the numbers tell only part of the story.

“We achieved measurable improvements over GT, which was already one of the best-braking cars we’ve ever designed,” explains Clark, “but what’s harder to quantify is how good these brakes feel to a driver in a race situation. Like everything on this car, the brakes are more than the sum of their parts: They’re tuned from pad to pedal to work perfectly as a system, and the difference is dramatic.”

Exterior and interior design
Changes to the Mustang Boss exterior are subtle but unmistakable. True to its race-bred heritage, every component that could potentially aid aerodynamics or engine/brake performance was examined to make the vehicle more competitive, while chief designer Darrell Behmer refined the styling to evoke the 1969 Boss in a contemporary way.

“We approached this as curators of a legend,” explains Behmer. “We’ve taken design cues from the ’69 Boss street car and the menacing Bud Moore/Parnelli Jones race cars and carefully updated them to give the 2012 the proper bad-boy attitude that is unmistakably a Boss Mustang.”

To set Boss apart, each car will have either a black or white roof panel, coordinated to the color of the side C-stripe. Available exterior colors are Competition Orange, Performance White, Kona Blue Metallic, Yellow Blaze Tri-Coat Metallic and Race Red.

Up front, a unique fascia and grille are highlighted by the blocked-off fog lamp openings and aggressive lower splitter, a version of the design used – and proven – on the Boss 302R race car. The front splitter is designed to function at high speeds by efficiently managing the air under and around the car. It helps to reduce underbody drag and front end lift while more effectively forcing air through the Boss-specific cooling system. At the rear of the car, the spoiler was chosen to complement the front aero treatment and minimize overall drag.

“What we were after on Boss was reduced overall lift with improved balance,” says Pericak. “We needed to keep the car glued to the street or the track at high speeds without increasing drag or affecting top speed and fuel usage. The end result is an aero package that uses front, rear and underbody treatments not for show, but for effect – the balance and stability of this car all the way to its 155-mph top speed is just outstanding.”

Inside, a unique Boss steering wheel covered completely in Alcantara suede complements the standard seats, which are trimmed in cloth with a suede-like center insert to firmly hold occupants in place. Boss customers who want the ultimate seating experience can select a package that includes Recaro buckets, designed by Ford SVT in cooperation with Recaro for high performance Mustang models, and shared between the Boss and GT500.

A dark metallic instrument panel finish, gauge cluster and door panel trim also differentiate Boss from the standard Mustang, while a black pool-cue shifter ball and “Powered by Ford” door sill plates further remind customers they’re in a special car.

The Boss interior gets an aural kick thanks to what’s been removed. Eleven pounds of sound-deadening material have been eliminated to let occupants further enjoy the intake, engine and exhaust note.

“Boss is a hallowed word around here, and we couldn’t put that name on a new Mustang until we were sure everything was in place to make this car a worthy successor,” explains Pericak. “We were either going to do it right or not do it at all – no one on the team was going to let Boss become a sticker and wheel package.”

See here some pictures with Ford Mustang Boss 2012 Edition:

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  You can’t drive a speed-car without wishing to test its capacity to the maximum at least once in your life.  When you drive a Ferrari, Lamborghini and other such cars presented on this web site it is impossible to respect the rules of the road despite the fact that this is illegal. What’s the worst thing that can happen to you? Not a big deal actually- may be a fine, some penalty points on your driving license and the in the worst of cases you will spend a few days in prison. That’s the only real bother in fact.  Since you afford to drive a speed car money shouldn’t be a problem for you.
  Yet, you were not supposed to drive a speed car in order to have problems and genuine problems start when your family and you really need the car and your insurance company refuses to deal with you because you have become a high-risk driver.
As I did some research about the subject on the web I found a very interesting article about high-risk insurances on Carseek.com . I really think you should read it because it contains many details about this type of insurances and the SR-22 Certification.
  Since they are used to deal with high risk divers, insurers who issue SR-22 are more expensive than traditional ones, most of the time.
  The SR-22 certification is normally demanded for a period of three years.  Even if it is an expensive high risk auto insurance policy, getting back on the road is essential in order to sustain ones family and live normally.
  I definitely not wish for anybody to have to appeal to a high-risk auto insurer just to be allowed to continue to drive, but I am sure that there will be plenty of you who will find this link very useful since it provides you with the best high-risk auto insurance offer.
  Have a nice day, and drive carefully.

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