Nissan Pulsar: Showcasing Nissan’s Latest Hatchback

If you’ve been looking for a hatchback that has a little more to offer than the average small car then you should consider the brand-new Nissan Pulsar. Although a lot smaller than both, it borrows design and technological aspects from the X-Trail and Qashqai. Here’s a video and some pictures of the Nissan Pulsar and as you can see, it’s a pretty cool looking hatchback!

In the following article we lift the lid and give you the low down on all you need to know and why you should consider the the Pulsar if you are in the market for a hatchback.

Various Power And Performance Options

The Nissan Pulsar is available from all of the fifteen West Way Nissan dealerships across the country. The Pulsar comes in a range of three different power set-ups, allowing you to choose from the 1.6 litre, 1.5 litre and 1.2 litre engine models. Regardless of whichever engine you opt for, the great thing is that they all offer similar fuel efficiency with CO2 emissions of under 95 grams per km.

Reliable And Safe

Nissan are renowned for manufacturing reliable and high quality cars and the new Pulsar is no different. It is also considered to be one of the safest cars on the road, thanks largely to the innovative Safety Shield technology(also used by Qashqai, Juke and X-Trail models) that the car utilises. Safety Shield gives you moving object detection, blind spot warnings and helps you to anticipate obstacles, as well as braking for you if it detects immediate danger that may require quicker reflexes than your own.

Comfort And Luxury Above The Price Tag

The Nissan Pulsar leads its’ class when it comes to the level of comfort and space it offers you. There is comfortable and roomy leg space in the front and the back of the car, so even passengers can enjoy a relaxing car journey. There is a number of added extras that Nissan have thought about that other car manufacturers haven’t including resistant and soft fabrics for more comfortable seats and wider arm rests. Everything on the interior is designed to give the car a more luxurious and expensive feel than you’d expect for the car’s reasonable price tag.

Highly Practical

Along with the Nissan Pulsar leading its class in terms of space in the front and back seats, it also beats the competition in terms of shoulder space. As a result of the longer wheel base the Nissan has been built on, leading its class again, the car offers a greater amount of space than it looks like it might. The boot is also bigger than many hatchbacks and will be more than enough for the weekly shop.

There are many other reasons why you should love the Nissan Pulsar, though if we were to list everything this page would be about 3 times the size. Taking into account Nissan’s many decades of experience and innovation and all of the above, if you are looking for a hatchback that will offer you a comfortable drive, save money on the cost of fuel and last for many years to come; the Nissan Pulsar is a car you need to consider.

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Aldermaston Grand Prix circuit

There was sad news for those working in the British nuclear sector last week, when it was announced that there will be 500 job losses at AWE Aldermaston.

However, there may be hope on the horizon for the minions of Aldermaston, for the aerial photograph provided by the BBC clearly indicates that the former RAF Aldermaston airfield is the perfect location for a Grand Prix circuit.

The prospective layout sketched above suggests a mix of slow-speed 90-degree corners and long-straights, with a high braking and traction requirement. Particularly exciting is the long main straight, which resembles that at Macau, including a flat-out kink leading onto a long, wide stretch which eventually funnels into the heavy-braking area for a tight hairpin. Rather like Turn 1 at the Cleveland airport circuit in the USA, this would, no doubt, become a key overtaking spot.

One imagines wisps of tyre-smoke mixing with the gaseous tritium discharges, as the drivers battle it out, wheel-to-wheel. Happily, with the lower noise emissions of contemporary Formula 1, there seems little chance of triggering an unexpected criticality in one of the facilities, but in such an event the odd blue flash would simply add to the razzmatazz of the event.

The nearby town of Tadley might seem an unlikely host for a round of the World Championship, but in some respects it is not dissimilar to parts of Azerbaijan, which will feature on the Formula 1 calendar for the first time in 2016.

Source: mccabism

Johnson: Harvick is still the one to watch for Sprint Cup

Following his recent third win of 2015, NASCAR legend Jimmie Johnson remains as humble as ever despite his success on the tracks of late. The 39-year-old had fewer than 10 laps to go when he drove through Turn 3 of the Kansas Speedway at the recent SpongeBob SquarePants event and it became apparent that victory was his. Describing how he was looking in rear-view mirror in the race’s final leg, he said: “Sometimes you can tell what the masses are going to do, if they’re looking at pit road or not.

“Usually [voice crew chief] Chad Knaus gives me some indication early in Turn 3 what he’s going to do, and he didn’t really say much, so I knew he was thinking hard, and I could see most guys were favoring down and trying to find their way onto the apron. It just dawned on me.”

Hence, a split-second decision led Johnson to the 73rd win of his career and more adoration from loyal fans. But that doesn’t stop him from being modest however, and now, he has advised NASCAR fans that Kevin Harvick may be the one to watch.

Johnson said: “I still think he’s the car to beat right now. I mean, he qualifies better than we do. We’re finding ways to win races, but I just think that they have a bit more control of their own destiny right now.”

Indeed, Harvick may in fact be the man to place a wager on, and with sites like Bettingsports offering so many bonuses, it is no wonder that NASCAR fans may be turning their attentions towards Harvick. He has two more top 10 wins that Johnson and a marked statistical edge in qualifying, with an average of 8.4 compared to Johnson’s 16.4.

However, what the two do have in common are their engines – they both drive the Chevrolet SS, with Johnson racing for Hendrick Motorsports and Harvick for Stewart-Hass Racing. Both have fared extremely well with this engine, and it could be thanks to the innovative new technologies as introduced by the model in January this year.

The Generation 6, it has been claimed, will “change the face of racing,” largely thanks to its improved safety considerations, reduced weight and a small block V-8 engine. The cars are now two years in the making and today’s models are largely considered to be the best for racing.

Whoever we have our eye on for NASCAR, it seems the real key to success is the innovative technology that continues to evolve in the world of motorsports.

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1968 Alfa Romeo 33 Stradale

The Alfa Romeo 33 Stradale is an extremely rare and cool road car built by Alfa Romeo. Only 18 are reported to have been made, plus three design studies based on the 33 Stradale the 33.2, Iguana and Carabo.

The Stradale, first built in 1967, was based on the Autodelta Alfa Romeo T33 racing car. The car, designed by Franco Scaglione, and built by Carrozzeria Marazzi, made its debut at the 1967 Turin Motorshow.

Built in an attempt by Alfa to make some of its racing technology available to the public, it was the most expensive automobile for sale to the public in 1968 at US$17,000 (when the average cost of a new car in 1968 was $2,822).

The Stradale is believed to be the first production vehicle to feature dihedral doors, also known as butterfly doors. The Stradale also features windows which seamlessly curve upward into the ‘roof’ of the vehicle.

The race-bred engine bore no relation to the mass-produced units in Alfa’s more mainstream vehicles. Race engineer Carlo Chiti designed an oversquare (78 mm bore x 52,2 mm stroke) dry-sump lubricated 1,995 cc (121.7 cu in) V8 that featured SPICA fuel injection, four ignition coils and 16 spark plugs. The engine used four chain-driven camshafts to operate the valve train and had a rev-limit of 10000 rpm. The engine produced 230 bhp (172 kW) at 8800 rpm in road trim and 270 bhp (200 kW) in race trim.

In another break from convention, Alfa used a six-speed transaxle gearbox by Valerio Colotti. The car takes 5.5 seconds to reach 60 mph (96.56 km/h) from a standing start and has top speed of 260 km/h (160 mph

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Adrian Newey and the bar-headed goose

The April edition of Motorsport Magazine contains a fabulous F1 season preview from Mark Hughes, which includes the news that Adrian Newey has recently been taking a break in the Himalayas.

Now, whilst it’s likely that the principal purpose of this expedition was to enlighten the Dalai Lama on the importance of using large-eddy simulation to understand the interaction of brake-duct winglets with the spat vortex, it’s also possible that Adrian was drawn by the legendary bi-annual migration of the bar-headed goose.

These birds are amongst the highest-flying in the world, and travel across the Himalayas in a single day. William Bryant Logan claims in Air: Restless Shaper of the World (2012), that “the bar-headed goose has been recorded at altitudes of over thirty-three thousand feet. This is the altitude where your pilot remarks that the outside temperature is 40 degrees below zero, where the great fast-flowing rivers of the jet streams set weather systems spinning. The air here contains only one-fifth of the oxygen near sea-level, where the goose winters in lowland India wetlands and marshes. Yet in the space of a few hours the bird can fly from the wetlands to the top of the high peaks and then out onto the world’s largest high plateau. There are lower passes through the mountains, but the goose does not take them. It may even preferentially go higher.”
However, research led by Bangor University tracked the bar-headed geese with GPS as they migrated over the Himalayas, and reached the following conclusion in 2011:

“Data reveal that they do not normally fly higher than 6,300 m elevation, flying through the Himalayan passes rather than over the peaks of the mountains…It has also been long believed that bar-headed geese use jet stream tail winds to facilitate their flight across the Himalaya. Surprisingly, latest research has shown that despite the prevalence of predictable tail winds that blow up the Himalayas (in the same direction of travel as the geese), bar-headed geese spurn the winds, waiting for them to die down overnight, when they then undertake the greatest rates of climbing flight ever recorded for a bird, and sustain these climbs rates for hours on end.”

Furthermore, The roller-coaster flight strategy of bar-headed geese conserves energy during Himalayan migration, (Science, 2015), suggests that “geese opt repeatedly to shed hard-won altitude only subsequently to regain height later in the same flight. An example of this tactic can be seen in a 15.2-hour section of a 17-hour flight in which, after an initial climb to 3200 m, the goose followed an undulating profile involving a total ascent of 6340 m with a total descent of 4950 m for a net altitude gain of only 1390 m. Revealingly, calculations show that steadily ascending in a straight line would have increased the journey cost by around 8%. As even horizontal flapping flight is relatively expensive, the increase in energy consumption due to occasional climbs is not as important as the effect of reducing the general costs of flying by seeking higher-density air at lower altitudes.

“When traversing mountainous areas, a terrain tracking strategy or flying in the cool of the night can reduce the cost of flight in bar-headed geese through exposure to higher air density. Ground-hugging flight may also confer additional advantages including maximizing the potential of any available updrafts of air, reduced exposure to crosswinds and headwinds, greater safety through improved ground visibility, and increased landing opportunities. The atmospheric challenges encountered at the very highest altitudes, coupled with the need for near-maximal physical performance in such conditions, likely explains why bar-headed geese rarely fly close to their altitude ceiling, typically remaining below 6000 m.”