Rows of trees fly by. I am streaking through this tableau in a silver-blue Maserati coupe, accompanied by the legendary tenor Enrico Caruso — a treasured recording of his performance of the Verdi aria “Celeste Aida” is soaring on the stereo.

As Caruso reaches a crescendo, the Maserati — in third gear, nearly at the tachometer’s 7,600 r.p.m. red line — provides appropriate accompaniment.

Now this is the way opera should be heard.

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But opera is also visual, and to answer the question of how this art form should be seen, I am driving this new Maserati GranTurismo S Automatic to the ancient Arena di Verona, Italy’s national opera amphitheater. Later that day, Plácido Domingo will perform as Radames in “Aida,” the role in which he made his celebrated debut here 40 years earlier. Italian fans were abuzz in anticipation.

The Italians are mad for opera, of course, and each June for nearly 90 years Verona’s ancient stone arena has provided a backdrop for several nights of lavishly produced operas — often works of the revered Verdi — under the stars. Those attending favor tuxedos and formal gowns.

On the way to our unforgettable night at the opera, the Maserati leaves Villa Verdi, Giuseppe Verdi’s farm (now a museum) near Busseto. A few miles east, we enter the village of Roncole Verdi, where we stop at the house where the maestro was born in 1813. His bust out front wears an enigmatic smile.

The journey resumes on flat, narrow back roads that zigzag around farmers’ fields, making occasional crossings of the meandering Po.

If you believe in the power of context, what better place than Italy to drive a Maserati? And what is more Italian than a Verdi opera? Like Verdi, the Maserati was born here.

Since 1937, the company’s headquarters has been nearby in Modena, just a block from the birthplace of Enzo Ferrari. Although Ferrari and the six brothers who started Maserati were not in business together during their lifetimes — their companies were rivals, after all — the fortunes of Ferrari and Maserati are now intertwined as parts of the Fiat Group. In fact, Maserati engines are now made at the Ferrari factory a few miles away in Maranello.

A delight of this version of the GranTurismo is the 4.7-liter 440-horsepower V-8. A Sport-mode setting changes the shift points, firms the suspension and changes the exhaust tone, bypassing the silencers to create a livelier tailpipe serenade. If you hit the accelerator you should be prepared to crank up the volume of the arias on the stereo, to compete with the staccato notes from the V-8.

The engine is positioned behind the center line of the front wheels. This placement, along with a new ZF 6-speed automatic transmission, helps the chassis — a shortened version of the Quattroporte sedan — to achieve a nearly ideal weight balance of 49 percent in front and 51 in the rear.

The GranTurismo’s uncanny balance is evident as it unflappably lunges left, then right, through 90-degree turns at each farmer’s property line. The car’s braking is particularly strong.

Accelerating out of each corner, the V-8 propels this two-ton missile of steel and aluminum quickly back up to speed. In fact, from a standing start, the GT-SA can hit 60 m.p.h. in five seconds flat.

The ZF transmission — replacing the unloved Duo Select semiautomatic — offers an automatic mode or two ways to shift manually: either with the stick in the center console or with handy flutes on either side of the steering wheel. If an opera is blaring, try stroking the paddles with the flourish of Liberace.

The autostrada provides a welcome intermezzo after an hour or two of scattering chickens along farm roads. Out of Sport mode, at cruising altitude, the Maserati becomes a quiet and refined grand touring machine — albeit a thirsty one, with highway mileage in the high teens and a $2,600 gas-guzzler tax.

Yet there seems to be a bit of uncertainty in the racing-inspired suspension as the car moves from, say, 70 m.p.h. to about 75, as if it is hunting for a sweet spot between its low-speed and high-speed personalities.

It is easy to assign a character to this Maserati. Its profile is one of the most seductive ever created by the Pininfarina design house.

The car fairly oozes elegance and panache. Yes, the taillight treatment is a bit garish, but that’s a nitpick. The nose evokes great Maserati racecars of the past, glossing over the dark years when the company was owned by Citroën and De Tomaso — periods when the brand was tarnished almost beyond repair.

One could certainly argue that that this car, the GT-SA, belongs among the greatest road-capable Maseratis ever.

This latest evolution of the GranTurismo line also represents the pinnacle of Maserati coupe development. A convertible model is in the works, as the brand looks to expand its offerings beyond just the GranTurismo coupe and Quattroporte sedan.

Although it offers just these two car lines, the company says the long options list allows owners to configure Maseratis in three million combinations. So, few, if any, cars will be exactly the same.

Customers seem satisfied; a record 8,650 Maseratis were ordered last year worldwide in the midst of an economic decline — more than a 10-fold increase in sales in the last decade.

There are few visible differences between the GT-SA and the base GranTurismo (which has a less powerful 4.2-liter V-8): mainly subtle side skirts and distinctive 20-inch alloy wheels.

Yet there is something beyond the tangible that sets this coupe apart and consistently earns it approving nods and gestures. It was as at home amid the earthy Po Valley farms as it was among the opera-going swells in Verona.

If the goal is to own a maximum-attack track-day sports car, there are certainly other choices: more luxury can be found for less. But few competitors offer Maserati’s compelling mix of Ferrari-inspired performance with true grand touring sophistication. In a sense, the GT-SA is the most Ferrari you can buy, brand new, for $130,000.

Parked among a big-money crowd of Bentley Continental GTs, Mercedes-Benz CLs, BMW M6s or even Jaguar XKRs, the Maserati would stand apart on its looks alone.

A sour note in its otherwise beguiling leather interior was the seats, which were firmer than I’d have liked. A long stint in the driving position, especially while enduring the firm Sport mode suspension settings, left my derrière nearly as numb as sitting on stone blocks at the Arena di Verona for the two and a half hours of “Aida.”

But should there ever be an occasion to re-create this epic drive, I wouldn’t hesitate to pack this 2-plus-2 with four adults. In back, there’s more than adequate room for both Radames and Aida — and wouldn’t they love a chance to get away?

My getaway, back to the Modena factory, was a quick albeit loud one, with the Sport button engaged. I left the “Aida” recording with the car; the Maserati and Verdi seemed, like Radames and Aida, destined to remain together.

I took a train to Milan, where Verdi is buried. It is said that his state funeral in 1901, which proceeded through the Milanese streets, attracted the largest public gathering in Italian history. The whole nation mourned; monuments rose in the maestro’s memory, thoroughfares were renamed and public squares were dedicated.

In Modena, shade trees arch over a street that leads to what has been, for more than 70 years, a gate into the red-brick Maserati factory. All too easily missed is an old marble plaque on a nearby building that bears the name of that street: Viale Giuseppe Verdi.

In Honda Civic 2009 hyper carbon holds a great deal of life length which is greater more than 2.3 times of the basic Metal frontlines in addition it has about 1.3 times greater life span than the average carbon clutch facings.

The use of this semi carbon Exedy in Honda Civic 2009, has given the number of advantages to this unique technological automobile, it is light in weigh thus it definitely improves the response of the shift, it possess strong résistance for the heat, there isn’t even a single chance of dissent entanglements of the system which are seem to be caused generally by the disengagement of the discs. It clutches string material against the rate of deformed friction because of the best Friction Coefficients to the Honda Civic 2009’s operations, which has increased the velocity of life period. It provides an easiest maneuver both in the cold position like at the street circuit and the hot one too such as Race Circuit situations.

The cutting edge technology of Honda Civic 2009 also owns variety of exclusive ultra series of Rc, SSc and Sc, these are fitted in a sequence just like the pulleys for recharging the super-charged Vehicle as an alternate, The ultra Rc pulleys have resemblance with a singled belt designs, The Rc crank pulleys do not help to drive the other trimmings of the car’s system ,but they help to accelerate the aerators in other words which are known as the superchargers, It starts driving specially when the superchargers are being equipped. The series of SSc pulleys are available according to different overdrive configuration applications depending upon their arrangement capabilities, these series are supportive to turns the sequence of overdriving upside down.

BMW has moved Z4 production across the Atlantic, transferring assembly from the American South — Spartanburg, S.C. — to the southern German city of Regensburg. It also slid the Z4 toward the decadent end of the two-seat spectrum.

The new car is nearly a half-foot longer and roughly an inch wider, but drivers are likely to show a greater appreciation for the richness of its cabin appointments, a first-class upgrade from the barren surroundings of the previous Z4. The glove box and interior storage accommodations are reasonable, and an optional center pass-through to the trunk lets owners carry two sets of skis or a full-size golf bag.

With its top down and midriff exposed, my Z4 test car looked ready for a South Beach summer, its paint hue contrasting smartly with the resort-ready ivory leather on the seats, dashboard and door panels. That leather adds $2,050 to the $52,475 base price of the sDrive35i, and also added sport seats and dark wood trim. Like other drop-top Bimmers, the Z4 features a sun-reflective coating on the leather that reduces their surface temperatures in direct sunlight — a boon to sensitive thighs.

Z4s equipped with the optional GPS navigation system use the newest version of BMW’s iDrive, the control interface for most every electronic device in the car. Once an infuriating maze of inscrutable menus and illogical buttons, the latest iDrive is vastly more user-friendly and surprisingly simple to operate. A rotary knob between the seats controls the settings of the navigation and entertainment systems on a dash-top 8.8-inch screen that seems IMAX-scale in a car this small.

The Z4’s two-piece metal hardtop retracts in about 20 seconds. It renders the cabin virtually as quiet as any conventional hardtop.

It’s quite a treat to watch the top fold and get swallowed by the trunk. But the aluminum panels and its structure add roughly 200 pounds compared with a soft top, bringing the Z4 to 3,500 pounds.

Yet as with most retractable hardtops, this designer sandwich, once folded, leaves room for little more than a few side dishes. The trunk is not as laughable as that of the Pontiac Solstice, yet a wheeled carry-on suitcase barely fit with the top down. Even with the roof raised, there are more mysterious braces and gussets than you’d see in a ’20s lingerie shop, cutting into storage.

After serial encounters with metal-roof convertibles, I’ve decided that I’d gladly take the inconveniences of a fabric top — overstated anyway, as the modern versions are precisely fitted, double-layered for insulation and all but leakproof — to gain enough trunk space for two people to make a weekend escape with one measly bag apiece.

On a run through the horse country of Dutchess County, N.Y., I dropped the top to feel the sun and hear that playful engine along the rolling two-lane roads. With 300 horsepower and 300 pound-feet of torque, the twin-turbo power plant has become BMW’s well-bred workhorse, powering everything from the 1 Series coupe and 3 Series sedan to the X6 crossover.

BMW cites a 5.1-second 0-60 m.p.h. time for the stick-shift 35i. That seemed conservative; Car and Driver magazine managed a brisk 4.8-second run. Even the lesser sDrive30i, equipped with a naturally aspirated 255-horsepower in-line 6, runs the 0-60 dash in 5.6 seconds.

The Z4’s manual shifter is a squarish, short-throw chunk of aluminum that pivots beautifully through its six gears. While the Z4 30i model offers a sprightly 6-speed automatic with paddle shifters, the 35i model incorporates the even sportier dual-clutch automated gearbox first offered on the latest M3.

My test car’s $1,900 sport package added stickier tires and an M adaptive suspension with three firmness settings. In comfort mode, the ride is especially plush for a small roadster. But the handling was too laid-back for me so I tended to leave it set in the middle Sport mode.

This setting recalibrates the throttle, tenses the steering, loosens up the stability control system, and in cars with an automatic transmission, lets the engine rev higher before upshifts. Kick it up to Sport Plus and it gives a wild-child pilot some leeway for wheelspin and drift before the stability control wags a finger of disapproval.

Despite the electronic aids, the Z4’s handling yields some advantage to competing sports cars. The BMW’s steering is great at filtering unwanted vibrations but feels mildly isolated. Fly into a curve and you end up waiting a crucial beat to feel the computerized suspension hunker down before you can rocket out the other side. In the Boxster, you just fly, plotting to try it faster next time. It’s odd that BMW can virtually perfect the steering of its 1, 3, 5 and 7 Series cars but hasn’t quite nailed the formula in its small convertibles.

The con to all these pros is that the BMW has moved upscale, just in time to watch the economy pass in the other direction. All prettied up with $10,600 in options, my 35i shot past $63,000. Still, a comparably equipped Boxster S costs roughly $70,000. The Mercedes SLK350 and the Audi TTS easily reach the upper $50,000 range, so the BMW isn’t out of line. And the 30i model delivers all the style and most of the performance for about $6,000 less.

In the tricky balancing act for any expensive convertible, the new BMW definitely leans toward luxury — but not so far that it loses touch with its sporting principles.

TESTED 2009 Mercedes-Benz SL63 AMG

WHAT IS IT? Mercedes and AMG have taken the V-8 version of the SL luxury sports car in a more aggressive direction.

HOW MUCH? $138,475 including the $2,600 gas guzzler tax, which is a third more than the basic SL550 ($99,375) or about half the price of an SL65 AMG Black Series ($299,000).

WHAT MAKES IT RUN? 6.2-liter V-8; 7-speed automatic transmission with manual shift mode.

IS IT THIRSTY? The E.P.A. thinks so, rating its consumption at 12 m.p.g. in town and 19 on the highway.

THERE is good news for anyone who has $135,000 to spend on a sporty luxury car. First of all, you’re rich, so congratulations on that. Second, it’s hard to find a bad car for $135,000.

Perhaps your tastes run toward an Aston Martin V8 Vantage, an Audi R8 or a Maserati GranTurismo. Or maybe you’re more of a Porsche 911 Turbo person. For $135,000, you could surely find the keys to a gently used Bentley Continental. In any case, you’d have a fast, flashy testament to your personal success (or at least, that of your ancestors).

But there’s another car in this price class that is aimed at the quietly wealthy, the kind of people who can spend a lot on a toy but don’t much care if every valet at Chez Pretentious can rattle off the sticker price. The Mercedes SL63 AMG, oddly enough, is a 518-horsepower retractable-roof two-seater for people who don’t need to show off.

The SL got a facelift for 2009 — most noticeable are the sinister new headlights — but still uses the basic platform that made its debut for the 2003 model year. Which means that the $138,000 2009 SL63 AMG looks much like a 2003 SL55 AMG that now sells in the $30,000 range. As your neighbors wouldn’t discern a $100,000 difference between the two, it’s logical to conclude that the SL63 is for people who actually don’t want to flaunt the price of their car.

In the transition from SL55 to SL63, Mercedes steered the car onto a sportier path. The SL63 feels lithe and more energetic, mostly a result of installing a high-revving naturally aspirated motor to replace the SL55’s supercharged sledgehammer.

The SL63’s new 518-horsepower V-8 is hand-built and flings the car to 60 miles an hour in 4.4 seconds, all the while making noises like a Chevy LS7 with its exhaust pipes plunged in a vat of Krug. Even so, it’s not the quickest SL: that honor goes to the 650-horsepower SL65 AMG Black Series by half a second.

The SL63’s transmission incorporates new wrinkles that further muddle the already murky distinctions among manual transmissions, sequential manuals and automatics. Basically, this 7-speed gearbox — the AMG Speedshift MCT in Benzspeak — is an automatic that dispenses with the usual torque converter, instead using a wet clutch to link the engine to the drivetrain. Because a clutch can disconnect the engine entirely from the transmission, the SL63 is capable of a trick once unique to manual transmissions: the high-r.p.m. clutch drop.

To execute this move, the driver must select the manual sport mode of the transmission and initiate what Mercedes calls the Race Start feature, a procedure that’s so complicated it should require two keys and an executive order from the president. If you’ve done it right, the engine revs to around 4,000 r.p.m. with the clutch disengaged. Pop your left foot off the brake, hold the gas to the floor and the clutch engages for a maximum-velocity takeoff.

When it’s time to upshift, the gear change is completed in only 100 milliseconds in the fastest shift mode, which equals the speed of the F1 Superfast sequential manual in the Ferrari 599 GTB. So, the motor is a titan of horsepower, the transmission does a fair impression of a Ferrari and the 19-inch split-spoke wheels look so familiar that the Porsche 911 Turbo is probably on the phone with its lawyer. The SL63 AMG is a hard-edged sports car, then?

No, not really. At 4,274 pounds, the SL63 is about 200 pounds heavier than the GLK350 4Matic crossover wagon. And its Active Body Control suspension provides a supple ride, but there’s something disconnected about the feel it imparts during hard driving — those heated, 12-way adjustable leather seats are loath to afflict the driver’s posterior with rude news from the road below.

To be sure, this is a machine that will acquit itself well at a track day, but it’s clearly biased toward the reality of its everyday mission, which is to cosset the lucky lady or gent behind the wheel. I’ve seen one SL63 AMG in the wild, and it wasn’t at a track, but parked at one of those Napa Valley resorts that looks rustic and unpretentious, but has 1,000-thread count toilet paper and butlers for the butlers. The SL63 looked right at home in that tableau, a six-figure flag-bearer for inconspicuous consumption.

The new model of Chevrolet was built in year 1911 in Michigan USA and, and was designed by the General Motors, now it has become the top selling GM marquee with the name of “Chevy” in the market and It has got a huge reputation, for that reason people of the United States prefer to buy the car models of this brand at their first predilection.

The prior focus of the manufacturers was to make it one of the most memorable cars of the word; hence they designed a marvelous copper-cooled engine to set up its cutting edge technology features better than before and for promoting their sales lead in an effective and profitable way. Their new themes worked at the huge level of success, and as an end results, Chevrolet became the most popular car model of the world and the biggest selling icon than any other car brand.

Chevrolet offers a variety of new techniques in terms of model, styles and body designs; it presents more than 18 automobiles and many different improved series available both in its home as well as in the world markets.

Chevrolet planned to maintain its remarkable status for styles and latest car models all in a newly powered version to attract the customers. They declared the hottest ad campaign in 1956 to let the people know that, they would be the only one providing more important and appealing cars styles at the disposal of the people; somehow they have approved their commitment. There are interacting people by redesigning and restyling the latest version and now they have widened the ways of their popularity introducing new versions fitted suitable with the choice of people.

The number of new technologies with new-fangled car models are taking places in our lives such as fitting of airbags into cars, are the biggest life savers and give a notion of rescue to the driver, the new advancements in the form of GPS is making your life easier than ever before. The new concepts while manufacturing Cadillac were pieced together for providing multiple cutting edge systems in this advanced automobile.

Cadillac is found to be the best car in all around the world, if you are fond to cruise around with the luxuries car holding up most reassurances for the journey.

Cadillac is comprised of quality parts, which do play important role all in a sequence to regulate the overall systems of the cars. Active security for the driver is the sole function of this new incorporated automobile structure, Therefore its ACC is settled to create a communiqué with the driver and it works by using its effective laser and radar coordination, both of the systems work in the sense to keep a close interaction between the driver and the speed of the car. We just need to set the control system which later on works in accordance to your speed preference, it goes without saying that this is a wonderful accelerating arrangement, to be in command of the car even in the cluster of the traffics as well as in terrible highway congestions.

Moreover Cadillac has been organized with the latest series classifications such as Head up display which is fitted in the structure of HUD, around the Cadillac, mentions the valuable information to the drivers: current speed, RPM’S, digital figures of the mileage in addition to readout the direction of the driver.

Now you can have a safest cruise to, where ever you dream for, with all active securities services provided by the cutting edge technology automobile named as “Cadillac”.

The BMW company is named ad the King of all other car manufacturing corporations, as this company is engrosses to offer the most expensive and stylish cars all in a wide range for the world markets. The company BMW belongs to German Automobile business from its back origin and a strong contraction works for Bavarian Motor. Although BMW is considered as the one of the oldest automobiles manufactures of the world and this company has been engaging to provide the costly international vehicle services since year 1916.

Upon the quality automobiles production”BMW has been rewarded with the title of “KING”, which seems to be a full justice as a feedback.

The 1^st automobiles series of BMW was designed by the German automaker and this series were launched in the autumn of 2004,it came in the vision with new introduction about the lavishing hardware, body styles,chassis,50:50 weight balance, longitudinally mounted engine, unique facility of aluminum multilink suspension systems and integrated spare parts functionality. The 1^st series BMW incredibly increased the worth of BMW automobiles in the market; this unbelievable cutting edge technology won the trust of car lover with all its perfect interior as well as exterior designs themes.

The BMW 1^ST series (three doors) has many exceptional features such as 360°Visualiser, fututristic paint finishes and highly incorporated wheels. The 1^st BMW series was first provided with a five doors tailgates in the markets, which were replaced later on into compact BMW 3 series with three door hatchback, and the 1 series is available in the stock in the different ranged depending on the model of the engine.

Unlike other cars from BMW, this series is also designed on is own podium, it is built in Regensburg and Leipzig, origin(Germany),holding 4 cylinders engines of petrol or gas, sequent come form the plant of Hams Hall, which is located in the Coleshill of Birmingham England from north east direction. The first BMW series full fledged income in its first 2005 year, after that year it kept the tag of success in terms of sales, The figures display that total of 149,493 units were sold by the company of three door sports hatchback for this model.

BMW 1 series is a strong combination of cutting edge technologies such as automatic start- stop system, regeneration of energy in the brake, sophistic electrical power steering mode, as a consequence this new version is known as a coefficient of dynamic technologies. It has driven the expectation of car lovers for upcoming series of BMW, knocking off the head of all others brands. It has become a fun drive for the car drivers all around the world. Now you can see your dream being cherished driving the leading 1 series of BMW.

BMW 1st Series Catalogue

XLI Version have
1.3 VVTI Engine
Without Power Windows
NO Abs
Colours Available : Black and White
Except Cruise Tronic
Rest is the SAME!
Price in PKR, 11,99000/-

GLI Version have
1.3 VVTI Engine
Rest is the SAME!
Colours Available: Black, white, strong blue, grayish blue, gun metallic, silver
Except Cruise Tronic
Price in PKR, 1319000/-