happy new year

Happy new year friends ..
lets discuss more about animation ..first of all if you are going to enter into animation field,well
think twice ..things much different than you would expect ..its not the classical 2d animation any more in demand ...its overcome adversely by 3d animation which is capable of giving extremely realistic effects ..

I know that if you guys are just animation admirers ..you could be shocked to hear the stats..
well ...1)the total cost the movie wall-e was $180 million(most expensive animated movie till
date)
2)more than 600crew members work(on an avg) for at least 6 months to get the final
output..
Lets talk something interesting ...consider a scene of movie wall-e. Avg time to render one frame is about 1 hour in a cpu..and if movie is rendered in 24fps(24 frames per second) and the length of movie is 75 mins the rendering time could be about 4400 days..which is equivalent to 12 cpu years..this is amount 1 cpu would take to render the whole thing...so how to rectify.The ans is network rendering which is used production houses..which could reduce the time even a week.

So next time you go to see any animation movie do not forget to admire each and every scene
coz you never know how hard the animators worked to get it perfect ..

Next time i would be coming with the basic pipeline of animation movie in the production ...

Reverse Gear

Things do take a strange turn. Recently a strange kind off nostalgia kicked in and I tried my hand at my old bicycle which was once the pride of my eye. All this after I was fighting with mom for the last 5 years that I want to keep it inspite of it being of no use. So I started off with dusting it which took hell a lot of time. Then I saw that the air pressure in the tires was tending to zero [I still remember the limits chapter]. So my next place was the air refueling station. That too done, so when I finally rode it, I realized something was wrong. The bell which used to be my only source of warning others that, “hey don’t come in my way if you care for your life”, was not working. With a chink in my armour, I went on. Then I realized that something else also wasn’t working. Great. The brakes were of no use. So I was going on knowing that the only resort for me when coming face to face with trouble was either to rub off my shoe’s soles by grounding on the tarmac or jump off. But I had a better idea, I took a U turn and went back to my home. Will surely think 10 times before next time nostalgia kicks in.

hi guys....

hi guys....... as u all must have figured about by the content of this blog dat m a complete wheelie.. m a car freak..... n to my greatest delight m pursuing mechanical engineering... hopefully i shall be able to build em one day......... till then al i can do is admire n appreciate all that these wonder machines are capable of.... n also learn the technology behind them..... wait for more news n latest in the automotible sector n much more on this blog .... til then tc.......god blesssss.......

MAAC

one more thing that i forgot to tell u guys ..most importantly m doing my course from
MAAC...maya academy of advanced cinematics ....
one of the most premiere institute for 3d animation and vfx(visual effects).
plz wait on for whats next and latest in field of animation ....
take care ..stay cozy..

besides my engineering........

hey guys....lets make this boring blog a bit more interesting .
one things i m dying to share with people is that soon m goin
to become an animator ...haha ..!!sounds interesting but not
as big as the word sounds ..:)
yes shortly m goin to b over with one of the major 3d animation
software (3ds max) which would b followed its sibling(maya).
this 8 months journey towards the end of the sofware has been
full of whole lot enjoyment and disapointment(for the things i
was not able to do ) and also full learnings .
well if i start telling you what all i have learnt then i will have
to miss my tomorrow's exam.:)
have faith friends ...there is lots come ..:)
till den ..take care ...!!and yes go and watch rab ne bana di jodi
if you like romantic movies ...coz it is not 1 of those ..;)

Back with a BANG

Well i am surely not emulating BANG BANG flop song of Salman in that flop movie Hello which wasn't even seen by rickshaw wallas who swear by Himesh Starrer movies. Ever since i have seen that flying kiss in Tandoori nights song, i just have disgust for himesh and urmila since then and no surprises people around me echo the same views. With exams over, i am in a mood to ressurrect this place with some lively incidents and will also add some good friends to share their thoughts and views so till then
Dasvidaniya.
By the way, this movie is a remake of The Bucket List.

The Newest Ferrari

Pulled out of its secret workshop and displayed on the grounds of the Ferrari factory just for us, the 2009 Ferrari California stops us all in our tracks. We all just stand there. Mouths open. Like high-schoolers in the presence of bare breasts for the first time.This is a gorgeous car. With Pininfarina bodywork created under the direction of Donato Coco, Ferrari's new design chief, the California is a real stunner, particularly with the roof up. Roof down it loses a trifle of that extraordinary well-balanced beauty, but only a trifle. Unlike other cars with a retractable hardtop, the proportions remain intact when the passengers expose themselves to the sun.For instance, the fender vents are a welcome homage to the car from which the California takes its inspiration, the powerfully evocative Ferrari 250GT SWB Spyder California introduced at the 1960 Geneva auto show. And the long, hollow grooves in the sills have a function, as they direct air to ducts that cool the rear transaxle.No question about it, the newest Ferrari is a looker. Full-figured, but a looker still the same.Hard and LightAt 179.5 inches long, the 2009 Ferrari California is 2 inches longer than a Ferrari F430, and its 106.3-inch wheelbase is 4 inches longer. This makes the California larger on the inside than an F430 even though the front-engine car is an inch narrower than its midengine brother. The factory hasn't yet confirmed the new car's overall weight, but we expect it to be more than the 3,533-pound F430 Spider.Ferrari's composers are also still working hard on the soundtrack for this car. We can hear a difference in exhaust sounds among various California test cars, as they drive by us regularly, still in camouflage. The car's volume control is set by butterfly valves in the exhausts, so the bark of the car's V8 engine at idle is explosively loud, beastly and titillating. But as soon as the wheels roll, it dies down in order to stay within legal limits.The trunk has a capacity of 12.7 cubic feet when you drive the California with the hardtop roof in place and then shrinks only slightly to 9.2 cubic feet when the roof has been retracted into the trunk. This means the California should be an extraordinary practical sports car in which you can bring along more than in a Ferrari 612 Scaglietti — more than in a VW Golf, even. Quite an achievement, for the gang in Maranello had to find room in the rear of the car for not just a decent trunk and the folding hardtop but also the rear-mounted transaxle.There's even a pair of simple backseats for a couple of extra bags. Yes, just bags. There's no way adults could sit there; there's simply not enough room. Behind the seats are two protective rollover bars that pop up into place if things go horribly wrong for you out there on the road.Leather TuscaderoThe interior is magnificent, and the suspended bridge in the middle console and the superbly comfortable seats are a feast to the eye. These seats (built from carbon fiber and magnesium) sit you very low in the car, with just enough view over the rear deck to descry following vehicles. To park the Ferrari, you definitely need to have a good feeling for the dimensions of the car, or perhaps clairvoyance.Just like the Ferrari F430, the California's steering wheel is graced with a distinctive manettino so you can calibrate the chassis stability control. There are three positions: Sport, Wet and DST Off. That's all you need in a carefree GT, or so they must be thinking at Ferrari.Not a MaseratiThe Ferrari executives emphasize that the California is a completely new car that doesn't share any main parts with other models. Though the first prototype mules appeared on the street disguised by Maserati bodywork, the California's all-aluminium frame apparently shares nothing with the 2009 Maserati GTS or Alfa Romeo 8C.The Ferrari California's retractable hardtop certainly is unique. It weighs just 11 pounds; yes, that's even less than the fabric roof of the F430 Spider. The small hardtop retracts into the trunk in 14 seconds — a record in this segment, Ferrari claims.Such a lightweight roof and operating mechanism means the car's weight distribution remains well balanced even when the top goes down, as only 51 percent of the car's weight rests on the rear wheels — ideal as far as Ferrari is concerned.Ferrari applies a five-link rear suspension for the first time instead of its customary double-wishbone design. This design permits plenty of room for springs and plenty of wheel travel, ensuring ride comfort while making sure the suspension geometry stays exactly as it should be. Predictably the Pirelli P Zero Rosso tires are massive: 245/40R19s in front and 285/40R20s in the rear.In Maranello they consider the California the technically most efficient Ferrari in a long time. The 0.32 Cd of the California's bodywork is a point of pride, representing the lowest coefficient of drag ever achieved by a Ferrari. Even so, the car still produces a useful 154 pounds of aerodynamic downforce at 124 mph.Down to BusinessOnce you open the hood, you'll find that the V8 has been mounted completely behind the front axle. This 4.3-liter V8 is Ferrari's first direct-injection engine, which asked for some specific victories from the engineering department. Ferrari worked intensively with Bosch in order to get a throttle response quick enough to be worthy of a Ferrari. Also, some effort went into reducing the engine vibration that's a by-product of the taller compression ratio that direct injection permits.The power peaks at 460 horsepower at 7,500 rpm and the California's rev counter won't turn red until 8,000 rpm. Thanks to direct injection, the engine only emits 310 grams of CO2 per kilometer, performance of which Ferrari is especially proud, since the 599 GTB produces 500 grams per kilometer in comparison.The California will be available with a conventional six-speed manual transmission, but Ferrari expects most buyers to go for the brand-new, seven-speed dual-clutch automated manual that has been developed in cooperation with Getrag. As with every dual-clutch design, it combines the seamless acceleration of an automatic with the versatility of manual gear selection from paddles on the steering wheel, plus the Getrag design also incorporates launch control. Ferrari promises a sprint to 100 km/h (62 mph) in less than 4 seconds, which is quicker than the F430 Spider's 4.1-second capability.Chief test driver Dario Benuzzi and his men haven't set a lap time on the Fiorano test track yet, simply because the total setup of the car has not been finalized. Unknown as yet are also top speed and braking distances. Since the speedometer reads up all the way to 340 km/h (200 mph) and huge carbon-ceramic brake rotors are available, we suspect impressive numbers will be in order.Comfort and Speed"When we got the opportunity to add a new model, we had a good look at how our customers use our cars and what their new wishes might be," says Massimo Fumarola, Ferrari's director of product marketing in his hypermodern office behind Ferrari's wind tunnel."On the one hand, we have customers who love motorsports and who buy a Ferrari especially to drive fast, on road or track. These people are Formula 1 fans, they visit track days and they want a car focused on these needs. It is for these people that we manufacture the 599 GTB Fiorano and the F430, with the 430 Scuderia being the most extreme model."On the other hand, we have a large group of customers with quite a different lifestyle. They do not drive to Grand Prix races, but instead to the best restaurants they can find. They greatly value a comfortable and easy-to-drive car, for they will, literally, go to great lengths to get where they are going. Typically, they don't want to attract attention in the streets and they want some room — for their golf bags, for instance."They don't want a focused Ferrari, as the first group does, but instead a versatile one."Coming Soon The 2009 Ferrari California has been made for people who highly value the combination of driving comfort and speed. Its mission is to attract new clientele, the people who have been finding their way to Aston Martin, Bentley, Mercedes AMG or even Porsche.Moreover, the Ferrari California has been designed to generate such a high degree of customer satisfaction that Ferrari's brand loyalty will improve. Right now, 50 percent of Ferrari buyers have previously owned a Ferrari, but in Maranello they think an increase in loyalty is feasible.The exact price of the Ferrari California is unknown as yet, but it is clear that it will be nearer to the F430 than to the 599 GTB and 612 Scaglietti. Fumarola says, "Establishing the price is simple. The California has to cost less than the F430 Spider because the Spider has 490 horsepower and the California has 460. So count on a price very close to that of the F430 coupe."
TAKE A LOOK AT THE LATEST FROM FERRARI'S BENCH:
http://www.edmunds.com/insideline/do/MediaNav/articleId=128649/firstNav=Gallery/photoId=58591

Inside the Latest Supercar From Mercedes-Benz

The fastest, most powerful — hell, the most outrageous — series production road car to hail from Mercedes-Benz's storied AMG performance division is finally here: the 2009 Mercedes-Benz SL65 AMG Black Series.The latest in a line of performance cars to wear the increasingly revered Black Series badge, this new coupe with its 670-horsepower twin-turbocharged 6.0-liter V12 picks up where the soon-to-be discontinued SLR McLaren coupe leaves off. It provides supercar performance, highly individual exterior styling, a sumptuous two-seat cabin and guaranteed top-shelf exclusivity thanks to a $300,000 price tag.A Very Limited EditionTo be produced in a limited run of just 350 (200 of which are bound for North America), the 2009 Mercedes-Benz SL65 AMG Black Series is proof Mercedes-Benz is now more determined than ever to mix it with the supercar elite, and not only with the odd homologation special like the old CLK GTR but also with an extended range of high-priced performance cars based on existing AMG models.Up until now, details of the new coupe have been vague at best. In a bid to quell speculation, however, the German carmaker has come clean on its most radical road car ever, allowing access to the SL65 AMG Black Series during a session at the Mas du Clos circuit in France.Based upon the SL65 AMG, this latest Black Series model follows the lead of the earlier SLK55 AMG and CLK63 AMG Black Series with a heavy focus on weight-saving and extensive alterations to the mechanical package, all aimed at creating a car worthy of filling the void soon to be left by the exiting SLR. It also functions as a test bed for developments slated for Mercedes-Benz's upcoming SLC — a car described by insiders as the spiritual successor to the iconic 300 SL, complete with gullwing doors, which is due out in 2011.Bigger TurbosThe engine is a tuned version of the standard SL65 AMG's potent twin-turbocharged 6.0-liter V12. Running larger turbochargers, a bigger intercooler and revised exhaust, output has been bumped up by 57 hp to 670 horsepower at 5,400 rpm. Torque remains at 738 pound-feet between 2,200 and 4,200 rpm, and apparently it's actually limited from peak output claimed to be in the region of 885 lb-ft in the interests of ensuring the life of the drivetrain components.Harnessing it all is a reworked version of Mercedes-Benz's aging five-speed automatic gearbox complete with remote shift paddles mounted on the back of the steering wheel. It's the only existing Mercedes-Benz gearbox capable of handling the engine's prodigious torque load, and it has been programmed with AMG's latest Speedshift software that provides four different shift programs: C (comfort), S (sport), M1 (manual) and M2 (an alternative manual mode that is claimed to shift up to 25 percent faster and with a more aggressive action than M1).It also gets a double-clutch function that introduces a hearty blip of the throttle during downshifts for quicker gearchanges, added chassis stability and a smoother transfer of power under heavy braking. "We're conscious that many customers will want to take their car to the track," says Tobias Moers, AMG's development boss. "The new gearbox setup has been developed with this in mind."Being a Mercedes-Benz, the Black Series has an impressive array of electronic driving aids. The specification sheet includes the latest in ABS, brake assist and stability control — the latter of which offers the driver a choice of three distinct modes, either standard, sport or completely disengaged. AMG has also seen fit to provide the SL65 AMG Black Series with a limited-slip differential.Supercar StatsWith an impressive weight-to-power ratio of 6.15 pounds per horsepower and just about every electronic and mechanical traction-enhancing feature in the book, how quick is the new über SL in a straight line?Moers says validation testing is not yet finalized, but even at this early stage he is confident enough in the SL65 AMG Black Series to divulge that 0-100 km/h (62 mph) acceleration will be achieved in "less than 3.9 seconds." It doesn't end there. While the results remain unofficial, Moers also puts acceleration to 200 km/h (124 mph) at "below 10 seconds" and acceleration to 300 km/h (186 mph) at "inside 30 seconds." Top speed is limited to 320 km/h (199 mph). "It's more a precautionary measure with the tires than any concern with the car's aerodynamics," explains Moers.Hinting at the new car's dynamic ability, Moers claims the SL65 AMG Black Series is "as fast, if not faster than the SLR" around the Nürburgring, where much of its development has taken place in recent months. "In optimal conditions it should be possible to lap the Nordschleife in under 7:46," he says.A Chassis To Match the EngineThe suspension incorporates lots of aluminum components, and while it shares its basic design with the SL65 AMG, Moers describes it as "all new." The ride height, wheel alignment, camber curves and damping rates are all adjustable, like those of the earlier SLK55 AMG and CLK63 AMG Black Series. New front suspension geometry also alters the ratio of the steering, making it 8 percent more direct than the SL65 AMG, and promises greater precision and sharper responses than any existing AMG model.The car's track dimensions are dramatically wider, increased by 3.8 inches up front and 3.3 inches at the rear. The result is a truly aggressive stance that is further enhanced by purposeful-looking 19-by-9.5-inch and 20-by-11.5-inch OZ forged-aluminum wheels wrapped with 265/35ZR19 (front) and 325/30ZR20 (rear) Dunlop SP Sport Maxx GT tires.In keeping with the track-biased thinking behind the new car, both the standard SL65 AMG's ABC (active body control) and AirMatic air springs have been binned. "On a car like this, there is no need for them," contends Moers. The brakes, meanwhile, are the largest AMG has ever applied to a road-going model, with giant vented and cross-drilled 15.4-inch steel rotors grabbed by six-piston calipers up front and 14.2-inch rotors with four-piston calipers at the rear.Not Just an AMG Body KitThe striking exterior of the SL65 AMG Black Series was created at AMG by its design boss, Claus Hieke. There are strands of the standard SL65 AMG's familiar DNA in various sections of the body. However, the visual link between the two is rather tenuous. The only features shared with lesser versions of Mercedes-Benz's upmarket roadster are the shape of the grille, headlamps, windscreen, mirrors, doors and taillamps. Everything else has been heavily reworked in a process that clearly places function over form.At the front, gaping air ducts are mounted low on a heavily reworked bumper complete with an integral splitter to direct cooling air into the engine bay. They are accompanied by two sizable vents in the top of the hood, along with additional ports behind the front wheelwells — each of which serves to extract hot air away from the front end. Then there are the wheel flares. Like the shoulders of a heavyweight boxer waiting to unload a knockout punch, they're full of attitude.The real highlight, though, is the roof. AMG replaced the standard SL65 AMG's folding aluminum hardtop with a fixed structure that incorporates new rear-quarter windows and a slightly larger rear window. It helps provide the car with a completely new character, while further back is a reshaped trunk lid housing a retractable spoiler that motors out by 4.7 inches on two supporting members to provide additional downforce at 75 mph.The body construction is truly high-tech. Every panel apart from the aluminum doors is made of lightweight carbon fiber. The result is a curb weight of 4,123 pounds, a substantial 551 pounds less than a standard SL65.Italian Performance, German QualityOne thing you should be able to count on is longevity. Like every other Mercedes-Benz model, the SL65 AMG Black Series has undergone an arduous development process, including an exhaustive 30,000 kilometers (18,641 miles) of circuit testing, some 15,000 km of which has taken place at the Nordschleife alone. "We've also run it in Death Valley and in Arjeplog," says Moers, referring to Mercedes-Benz's traditional hot- and cold-climate testing environments.A total of 10 prototypes were built during the car's 18-month development process, at least two of which have been used to certify various crash regulations. European versions of the new car receive seatbelts anchored at the B-pillar and go without side airbags. Tougher side-impact regulations here, however, mean all U.S. versions will retain the standard SL65 AMG seats with integral seatbelts accompanied by side airbags.Production of the SL65 AMG Black Series will take place in Mercedes-Benz's Bremen plant and the recently expanded AMG Performance Studio workshop in Affalterbach in Germany — the former supplying built-up chassis complete with driveline, with the latter responsible for the body and interior.Mercedes-Benz is already holding more than 50 paid-up deposits for the 2009 Mercedes-Benz SL65 AMG Black Series from North American customers, leaving fewer than 150 of the planned 200 cars destined for these shores still up for grabs. On the strength of what we've seen so far, don't count on the remaining few staying unaccounted for for much longer.
HERE IS A SNEAK PEAK AT THE LATEST BENZ:
http://www.edmunds.com/insideline/do/MediaNav/articleId=128826/firstNav=Gallery/photoId=58769

THE AMAZING BUGATTI

Eleven years ago, I was lucky enough to road test the McLaren F1. We spent two days on road and runway, during which time it got from rest to 60 mph in 3.2 seconds, and to 200 mph in 28 seconds. I ran out of nerve at an independently timed 211 mph, long before its mighty 6.1-liter V12 engine ran out of urge. So I made a prediction: I said in print that there would never be a faster car than this. I said that the power of political correctness would overwhelm man's desire to outdo himself and that the McLaren would stand for all time as the high watermark for road-car performance.Which just goes to show that predictions are for idiots. I've just driven a 2006 Bugatti Veyron and, once you have initiated launch control, you need do nothing more than straighten your right foot to see it pass 60 mph in 2.46 seconds. That's as fast as a Formula One car and, conceptually, in as different a league to the McLaren as the McLaren was to, say, a Porsche 911 Turbo. Worth the Weight But this is probably the worst indication of the Veyron's true pace because it is a heavy car, about 4,299 pounds with fuel and oil, and heavy cars are never at their best at such low speeds. So let me throw a few more choice statistics at you: How does zero to 125 mph in 7.3 seconds — less time than it takes most fast cars to reach less than half that speed — grab you? There is no official 0-200-mph time because Bugatti works in kilometers but when I asked its chief engineer, Wolfgang Schreiber, to give an estimate, he paused only for a second before replying, "Under 20 seconds, for sure." That's 8 seconds — an accelerative lifetime — quicker than the McLaren F1. And, if you're interested, it'll do zero to 250 mph in 55 seconds and stop again in less than 10 ticks of the clock. An F1 won't do 250 mph at all.The Veyron is an orgiastic monument of automotive excess. For your million euros, plus local taxes (about $1,172,000 U.S.) you will own not only the most expensive production car in the world, but also the quickest, the fastest and, by a frankly ludicrous margin, the most powerful. You will buy a carbon-fiber monocoque onto which are hung carbon-fiber and aluminum panels. The car is suspended by forged-aluminum wishbones which support the fattest tires ever to be used on a road car, those at the back boasting an astonishing 14.6-inch width.Sweet Sixteen And then there's the engine, all 8.0 liters and 16 cylinders of it. It has 64 valves and four turbochargers, and the power and torque they generate find their way to the road via all four wheels through the medium of a twin-clutch, seven-speed semiautomatic gearbox. When all is said and done, that power adds up to 1,001 horsepower if you record your figures at an air temperature of around 110 degrees. In a more normal climate, it's more powerful even than that, with up to around 1,050 hp available. And because of this four-figure output, it is the Veyron's power that everyone will naturally focus on when, in fact, it is its torque that should really be frying your brain. A McLaren F1 has 479 pound-feet of torque which, as anyone who has driven one will tell you, is more than adequate. The Veyron, however, puts out 922 lb-ft, or very nearly twice as much. It occurred to me that piloting this car was going to require a slightly different approach.Usually when confronted with a very fast car, I do everything backward — driving first and thinking later. Were I to do that with the Veyron, I strongly suspect that my career, something of which I am rather fond, would come to an end as abrupt as it would be spectacular.From the Cradle to the Crazed So I spent some time installing myself in the surprisingly spacious leather and aluminum cockpit that looks about as close to a million-dollar cabin as any car's could. Offset pedals aside, the driving position is ideal even for very tall drivers. The key looks too much like that of a Golf's for my liking, but once you've twisted the ignition on and thumbed the start button, such mild complaints soon flee the mind.At first I drove it very, very slowly. The car feels huge, its extremities are invisible while over-the-shoulder visibility is nonexistent. I left the gear selector in "Drive" as I threaded my way down a steep, narrow hill toward the Sicilian autostrada.Very carefully, I drove out of a toll booth and, this being very early on a Sunday morning, onto a completely deserted carriageway. Until this moment, I had done little more than breathe on the gas because when the big moment arrived, I wanted no warning, no teasing introduction to the Veyron's performance. I just wanted it all, straight between the eyes. Which, when I flattened the throttle in 2nd gear, is precisely what I got.At first, I thought some unseen being was committing an act of physical violence on me. I was not pushed back in the seat so much as thrown against the rear bulkhead as if hurled rearward by the shockwave from a bomb detonating just a few yards ahead. By the time it even occurred to me to change gears, the horsepower meter (oh yes, it has one of those, too) had flung its needle past 1,000. Were the reactions of the gearbox electronics not rather swifter than mine, we'd have spent a second or two rubbing noses with the 6,500-rpm rev limiter. But, instead, the Veyron just changed up seamlessly all by itself and without anything you or I would discern as a pause, smashed me back into my seat again, engine bellowing its W16 roar.And only now was there enough traction for the Veyron to put all of its torque on the tarmac. Third gear was really rather strange — it seemed to take the Veyron from one speed to another by missing out all the speeds in between; it was only when I tapped the right-hand steering-wheel paddle and selected 4th that I was able to really take in what was happening. And it was only then, at 120 mph, that the sheer magnitude of the acceleration became apparent. For had we instead been doing 120 mph in a McLaren F1 — until last month the very fastest road car ever made — and passed a stationary Veyron, by the time we reached 200 mph, the Bugatti would have already caught and passed us.An Easy Beast Sadly, Sicilian autostrade are not known for their straight sections and after one foray to the far side of 190 mph, I dropped 70 mph with one touch of the colossal carbon-ceramic brake discs and just cruised. And it felt like most cars do when traveling at less than half their maximum potential, it's just that we were doing 120 mph rather than 60. At that speed, even in 7th gear, 150 mph was a twitch of a toe away.All of which made me wonder how this feral beast would handle once I left the highway and took to the roads of the legendary Targa Florio road race, won by Bugattis five times on the trot in the 1920s. I worried about its size, its weight and, to be honest, its driver.In fact, my fears were unfounded. Once acclimatized to its proportions, I was surprised by how easy it was to drive the Veyron as hard as you'd drive anything on the public road. The engine's potential was not in doubt but careful throttle control combined with an impressive lack of turbo lag soon allowed me to drive it like a normally aspirated car, albeit one with a capacity of around 15 liters. I could squirt it between corners, confident that its phenomenal traction and its electronic safety nets would manage the power without spitting me off a cliff, and once I had angled the wheel into a turn, I knew I could trust the nose of the car to follow the instruction faithfully.Distant Thunder But this is where the tale turns ever so slightly sour. For while the Veyron handles as well as you could possibly expect a 2-ton car to handle, you have to make that qualification. A 1-ton Ferrari F40 or 1.2-ton McLaren F1 feels utterly different and, frankly, a whole lot more fun. It's simple physics: Two tons of car will not and cannot change direction like a 1-ton car, and the agility, intimacy and precision taken for granted in anything — from a Lotus Elise to a McLaren F1 — is notable only by its absence in the Veyron. There's no doubting its vast grip, or benign understeer-led behavior at the limit, but if you're looking for a car to talk back to you, to feed you every nuance of the road, and to make you feel truly part of the machine, look elsewhere. Objectively, the Veyron is hugely impressive on twisting roads, subjectively it is just a shade remote, which is the last thing in the world I'd want from a million-buck mega-car.And which is why the Veyron will always be a thing to admire and respect, rather than to love and cherish. For all its apocalyptic pace and power, if you gave me a decent road and the choice of a Bugatti Veyron or an older and slower-by-far Ferrari F40, I'd take Maranello every time. Cars like that, and, to a slightly lesser extent, the McLaren don't simply put on a show for you to watch, they give you the lead role. I'd always rather be involved rather than spectating.Too Cool to be Forgotten But I'm still glad the Veyron exists and am truly in awe of its abilities. Any car that does things no other car has ever done is intrinsically interesting but there's more to the Veyron even than this. It's not just an unbelievably fast and powerful car, it is also an exquisitely engineered car. If you had told me when I was road testing the McLaren F1 that one day someone would create an entirely usable, docile street car with 1,000 hp, I'd have laughed in your face. But they have, it's here, it's called the Bugatti Veyron and I, for one, will never forget it.

CHECK OUT THE AMAZING MACHINE:
http://www.edmunds.com/insideline/do/MediaNav/articleId=108032/firstNav=Gallery/photoId=22741
HEREZ HOW IT FEELS AT 408 kmph AND THAT 1001 hp STORMING YOY AROUND:(enjoy the video)
http://www.youtube.com/watch?v=SOAyLGH1sFo&feature=related

With sky rocketing fuel prices ...try this out and see how many cents you save on.........

How To Save Gas
18 Tips for Saving Money on Gasoline by: Fisher Swanson
Gas prices are on the rise. Here are some tips to help you conserve gas and save money as we approach summer gas prices.
1. Keep your car tuned up. Cars in poor running condition use more gasoline.
2. Plan trips well to avoid unnecessary driving.
3. When you run your air conditioner you get much worse gas mileage. Use your air conditioner sparingly. If you have a lower setting, use it. Turn it on until the car gets cool, then turn it off and let the fan circulate the cool air. Never run your air conditioner with your windows open!
4. Keep your windows closed when traveling at high speeds. Open windows cause additional drag and lower your gas mileage. At high speeds, an open window can use more gas than many air conditioners (especially if they are on a low setting).
5. Check your tire pressure. Over-inflated tires can actually reduce your fuel efficiency, so don't overfill.
6. If at all possible, change your work start time to avoid gridlock. Stop and go traffic hurts your gas mileage.
7. Take unneeded items out of the car. You don't need to carry snow chains around with you in the summertime. Just make sure to put them back in when winter comes around.
8. Try not to idle your engine for long periods of time. If you are stuck in traffic and you don't think you are going to go anywhere in the next five minutes, you may want to turn your car off.
9. You no longer need to warm your car up for long periods of time, especially new cars. New cars are made to run when cold.
10. Don't travel at fast speeds in low gears unless you need the compression to slow down.
11. Try to drive the speed limit.
12. Try to accelerate slowly when leaving the stop light. It's not a competition with the driver in the lane next to you. The fastest person through the intersection just gets to spend more on gas.
13. No need to buy the highest priced gasoline. Most cars are built to run on regular unleaded. Check you owners manual or consult a mechanic. I have had many tell me that the more expensive gas is a waste of money.
14. Revving the engine needlessly wastes gas. There is no need to rev before you turn your vehicle off.
15. If at all possible, try to arrange car pools with co-workers to share the cost of commuting to work.
16. Walk, bike or run to your intended location whenever possible.
17. When the price is sky high, don't fill up. Wait for the price to go down before you fill up your tank. Filling up your tank when the price is peaking lets gas companies know that you are willing to pay ridiculous prices for gasoline.
18. And last, the biggest and most important step towards saving money on gas is always try to purchase vehicles that get good gas mileage. The difference between 20 miles-per-gallon and 40 miles-per-gallon is huge.