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Haima 3 GLS 16 Sedan

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Haima 3 GLS 16 Sedan - information: Haima 3 GLS 16 Sedan is a very good car, that was released by "Haima" company. We collected the best 9 photos of Haima 3 GLS 16 Sedan on this page.

Brand Name Haima
Model Haima 3 GLS 16 Sedan
Number of views 15562 views
Model's Rate 5.9 out of 10
Number of images 9 images
Interesting News
  • BIG BIKE VS. SMALL BIKE.

    We see it quite often at the racetrack, especially in club races where classes are mixed: Rider on small bike passes rider on big bike in seemingly every corner, only to be passed back right away on the next straight. Even if the power difference is not that great between the two bikes, the contrast between corner speed and straightaway speed of the two bikes becomes magnified as each bike is ridden to maximize its advantages. The reality of the situation is that the outright maximum cornering speed between any two bikes is not that significantly different, provided both are on similar tires. If the tires are similar, both bikes should be capable of the same lateral acceleration (limited by the friction coefficient of the tires) and corner speed. Why do we see such a contrast in how the bikes are ridden? On an underpowered bike, the quickest way around the track is to maximize corner speed, in turn getting onto each straight with as much speed as possible. This is accomplished by completing the corner with as large an arc as possible, which converts lateral acceleration into maximum corner speed. For a typical single-radius corner, this means entering as wide as possible to maximize entry speed, turning in to the apex with little trail- braking, and keeping the bike at maximum lean with a constant radius until the very exit of the corner. In contrast, the quickest lap times on a more powerful bike are usually found by maximizing acceleration onto each straight and taking advantage of that power; this is achieved by sacrificing some corner speed to pick the bike up and apply the throttle earlier at the exit. For that same single-radius corner, this means a tighter entry, more trail-braking to a slightly later apex, with a tighter arc and less corner speed to get the bike up off the side of the tire as quickly as possible. As we found out in our displacement test last year where we compared the Yamaha YZF-R6, Suzuki GSX-R750, and Kawasaki ZX-10R, it’s not so much that the smaller bikes have a handling advantage over the bigger bikes but rather it’s how each bike is ridden to play to its strength or weakness in the power department. Using data from our AiM Solo GPS lap timer, we could see differences in line and cornering speeds between the three bikes, just as you would expect given the horsepower of each. While a few horsepower here or there might not seem like it should impact line choice signifi- cantly, in practice even a small difference can significantly change how a particular corner or series of corners is negotiated. And the contrast between a lightweight bike and a literbike can be astonishing: We’ve encountered certain corners where the entry line is several feet different on an SV650 than it is on a 1000, for an example. Finding the optimum line to match the power of your bike does require some experimentation. The wide radius and high corner speed that less powerful bikes require typically brings with it a higher risk of a high-side crash in the middle of the corner just as the throttle is opened, and the safer option is to start with the tighter entry and lower corner speed of the big-bike line and work from there, adding more corner speed and a wider entry with practice. If you are looking at sector times on data, don’t forget to factor in any time gained or lost on the succeeding straight, which may or may not offset time saved in the corner itself. Given the contrast in lines between different bikes, the key point to remember is that the optimum line for your bike may be very different from the bike in front of you, and it’s quite often a mistake to blindly follow another rider at the track. Even if you are riding the same model of bike, the power difference may be enough that you can take advantage of a different line to be quicker, and that line may work to a further advantage when it comes time to make a pass. When you ride at the track, what bike you are on will at least in part determine what lines you should be taking, and you should try different options with that in mind. And if you change bikes and move to a more or less powerful machine- or even make modifications to the same bike for more power-know that the lines you had been using for years might need to be altered appropriately.
  • Porsche North America Racing achieve podiums at Daytona.

    Porsche North America Racing started the 2016 WeatherTech United SportsCar Championship with a third place finish in the GTLM class at the 54th Rolex 24 Hours of Daytona. The no.912 Porsche 911 RSR of Earl Bamber, Frйdйric Makowiecki and Michael Christensen battled through an unusually attritional race to take the final step on the podium, although it was nearly so much more for the factory Porsche squad. A wet qualifying session on the Thursday, disrupted by torrential rain, saw the no.911 and no.912 Porsches lock out the front row of the grid in the hands of Nick Tandy and Makowiecki respectively. Such was the GTLM field’s dominance in the wet, the two 911 RSRs actually set the fastest times overall but, thanks to IMSA’s rules, would be forced to start behind the prototype machinery. During the race’s opening hour, Tandy (as is now becoming customary in the USCC) raced into an early lead as the no.912 dropped back into a dogfight with the works Corvettes and BMWs. By the six-hour mark, the two factory Porsches crossed the line onetwo, with the no.911 still narrowly leading. However, through the night - heavily disrupted by multiple full-course caution periods - the momentum swung toward the no. 912 RSR. By dawn, the 54th Rolex 24 had boiled down to a battle between the two Porsches and the no.3 and no.4 Corvette duo. But, with Kйvin Estre at the wheel, the no.911 slowed dramatically on the banking with around five hours to go, a broken driveshaft forcing a lengthy stop for repairs leaving the no.912 to battle on alone. Patrick Pilet would eventually re-emerge in the 2015 championship-winning entry to help it on its way to some useful points in eighth place. After the final round of stops inside the last hour, Bamber found himself once again in the class lead. However, after being hunted down by Oliver Gavin in the no.4 Corvette, the Kiwi racer was nudged out of the lead at the turn five hairpin. With around 20 minutes remaining, the second Chevrolet - in the hands of Antonio Garcia - also found a way through, this time at the Bus Stop chicane, leaving Bamber to watch on as the two Corvettes fought it out for victory. Despite coming close, the two GM cars never came to blows, as Bamber brought the no.912 machine home in third for the crew’s first podium since ViR last August.
  • China the key to Avista’s future.

    THE future of Buick’s gorgeous Avista concept - and a Holdenbadged version - lies in two extra doors, according to General Motors insiders Wheels spoke to following the car’s Detroit motor show debut. Sources confirmed that a model of a four-door version exists in the GM styling studio and is under serious consideration following its overwhelmingly positive reaction as the star of the show. GM has started work on making a business case for building the car, and a Holden-badged version - including a higher-output HSV model - could be in the mix. GM sources hint the production Avista would likely end up being a four-door coupe designed as a more affordable rival to the Mercedes-Benz CLS, BMW 6 Series Gran Coupe and Audi A7 Sportback. While Buick last year showed off a four-door concept - the Australian-designed Avenir - the four-door Avista coupe would be smaller and sleeker, with more emphasis on proportions and design than rear seat space. The challenge for securing an Avista business case is ensuring enough global demand, and once again right-hand drive production is the big question mark. In the global automotive game, Buick (which sells only in China and North America) tends to fly under the radar. But with sales of 1.25 million vehicles last year - the highest in Buick’s 112 years - it is GM’s second best-selling brand worldwide after Chevrolet. Put that down to China, where it’s the country’s number two brand. China accounts for about 80 percent of total Buick sales, and therefore holds the key to any decision to produce Avista. Although Chinese consumers do not currently buy coupes in significant numbers, Buick and GMC vice-president Duncan Aldred doesn’t necessarily see that as a roadblock to Avista getting the green light for production. “I think we’ve earned the right to have the halo car in the Buick range,” Aldred says. “We’re the premium mainstream brand in China, and there’s great value in us continuing to stretch the brand upwards, even though it may not be massive volume.” “China is important to any Buick,” admits GM design chief Ed Welburn, who says GM’s Chinese product planners have seen the car. While China is now a massive SUV market, Welburn makes the point that Chinese consumers suddenly switched from buying sedans three years ago. “A coupe might be the next big thing.” The Avista concept is based on a mash-up of GM Alpha and Omega components, sharing the Alpha-based Chevrolet Camaro coupe’s 2811mm wheelbase and with nearly identical front and rear tracks. Under the bonnet is a 3.0-litre V6 driving the rear wheels through an eight-speed automatic transmission. It’s the same engine used in the Cadillac CT6. “It’s buildable,” says Cadillac chief engineer Dave Leone. “The business case is the issue.” What helps the business case is that the production version would be built using GM’s Alpha architecture, which underpins Cadillac’s ATS and CTS as well as Camaro. Alpha means the car would not only share components that are already produced in volume, but a number of different variants of the car could also easily be configured. The Avista’s engine bay, for example, will accept GM’s 2.0-litre turbocharged four, and while the 6.2-litre V8 can also be fitted into Alpha, sources say the Avista’s underbonnet layout has not been protected for the larger engine. The eight-speed auto can be swapped for a six-speed manual, and it can be built with all-wheel drive as well as rear-drive. Importantly, it can be built in right-hand drive. That means GM could easily build Opel, Vauxhall and Holden versions of the car, offering powertrains that suit each market, along with different equipment levels and different chassis set-ups. “Think of all the performance hardware in the parts bin,” teases Welburn. An HSV Avista with all-wheel drive and the 346kW, twin-turbo 3.6-litre V6 from the Cadillac ATS-V? It’s possible. “That’s just a good business model,” says Aldred of selling Avista as an Opel. “If you can build a vehicle that’s competing in Europe, North America and China, you’ve pretty much got it covered.” And what about Holden? “Holden’s in the mix,” confirms Aldred, a Brit who was managing director of Vauxhall before taking on the Buick/GMC job, so knows GM’s Australian subsidiary well. “We could do right-hand drive. That investment’s done, though there is an additional expense. I guess you’ve gotta see if there is enough volume in the UK with Vauxhall.” Avista has a lot of enthusiastic supporters inside GM. “It’s gorgeous,” gushed GM chairman and CEO Mary Barra. “I said to Mark [Reuss], ‘We have to find a way of doing this one’.” Lower sales expectations and premium margins mean a fourdoor coupe is perhaps a safer choice as a Buick halo car than a large sedan like the Avenir, which would have had to compete with everything from an S-Class Benz to Hyundai’s new Genesis G90. Even so, GM product planners are wary of committing investment dollars to this notoriously fickle segment. And that’s why there’s a strong faction inside GM that wants to stretch Avista’s wheelbase slightly and add a couple of doors.
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