World's Most Cheapest Car (TATA NANO)

Wanted the cheapest car so here is the the cheapest car of the world "TATA NANO" by TATA motors also having name in the world records of being chepest car of the world. So go ahead and read the full blog about the car of = $2000 only also called "The peoples car"

Manufacturer Tata Motors

Production 2008 — present

Predecessor none

Class City car

Body style(s) 4-door sedan

Layout RR layout

Engine(s) 2 cylinder SOHC petrol Bosch multi- point fuel injection(single injector)all aluminium 623 cc (38 cu in)

Transmission(s) 4speed synchromesh withoverdrive in 4th

Wheelbase 2,230 mm (87.8 in)

Length 3100 mm (122 in)

Width 1500 mm (59.1 in)

Height 1600 mm (63 in)

Kerb weight 580 kg (1,300 lb)-600 kg (1,300 lb)

Fuel capacity 15 L (4 US gal/3 imp gal)

Designer Girish Wagh, Justin Norek of Trilix, Pierre Castinel


Technical specifications

According to Tata Group's Chairman Ratan Tata, the Nano is a 33 PS (33 hp/24 kW) car with a 623 cc rear engine and rear wheel drive, and has a fuel economy of 4.55 L/100 km (21.97 km/L, 51.7 mpg (US), 62 mpg (UK)) under city road conditions, and 3.85 L/100 km on highways (25.97 km/L, 61.1 mpg (US), 73.3 mpg (UK)). It is the first time a two-cylinder non-opposed petrol engine will be used in a car with a single balancer shaft. Tata Motors has reportedly filed 34 patents related to the innovations in the design of Nano, with powertrain accounting for over half of them. The project head, Girish Wagh has been credited with being one of the brains behind Nano's design.

Much has been made of Tata's patents pending for the Nano. Yet during a news conference at the New Delhi Auto Expo, Ratan Tata pointed out none of these is revolutionary or represents earth-shaking technology. He said most relate to rather mundane items such as the two-cylinder engine’s balancer shaft, and how the gears were cut in the transmission.

Though the car has been appreciated by many sources, including Reuters due to "the way it has tweaked existing technologies to target an as-yet untapped segment of the market", yet it has been stated by the same sources that Nano is not quite "revolutionary in its technology", just low in price. Moreover, technologies which are expected of the new and yet-to-be-released car include a revolutionary compressed-air fuel system and an eco-friendly electric-version, technologies on which Tata is reportedly already working, though no official incorporation-date for these technologies in the new car has been released.

According to Tata, the Nano complies with Bharat Stage-III and Euro-IV emission standards. Ratan Tata also said, 'The car has passed the full-frontal crash and the side impact crash'. Tata Nano passed the required 'homologation’ tests with Pune-based Automotive Research Association of India (ARAI).This means that the car has met all the specified criteria for roadworthiness laid out by the government including emissions or noise & vibration and can now ply on Indian roads. Tata Nano managed to score around 24 km per litre during its ‘homologation’ tests with ARAI. This makes Tata Nano the most fuel efficient car in India. Nano will be the first car in India to display the actual fuel mileage figures it recorded at ARAI’s tests on its windshield. According to ARAI it conforms to Euro IV emission standards which will come into effect in India in 2010.
Rear mounted engine

The use of a rear mounted engine to help maximize interior space makes the Nano similar to the original Fiat 500, another technically innovative "people's car". A concept vehicle similar in styling to the Nano, also with rear engined layout was proposed by the UK Rover Group in the 1990s to succeed the original Mini but was not put into production. The eventual new Mini was much larger and technically conservative. The independent, and now-defunct, MG Rover Group later based their Rover CityRover on the Tata Indica.

Overview

The introduction of the Nano received media attention due to it's targeted low price. The car is expected to boost the Indian Economy, create entrepreneurial-opportunities across India, as well as expand the Indian car market by 65%. The car was envisioned by, Ratan Tata, Chairman of the Tata Group and Tata Motors, who has described it as an eco-friendly "people's car". Nano has been greatly appreciated by many sources and the media for its low-cost and eco-friendly initiatives which include using compressed-air as fuel and an electric-version (E-Nano). Tata Group is expected to mass-manufacture the Nano in large quantities, particularly the electric-version, and, besides selling them in India, to also export them world-wide.

Critics of the car have questioned its safety in India (where reportedly 90,000 people are killed in road-accidents every year), and have also criticised the pollution that it would cause(including criticism by Nobel Peace Prize-winning scientist, Rajendra Pachauri). However, Tata Motors has promised that it would definitely release Nano's eco-friendly variants alongside the gasoline-variant.

Hand Strength-Keeping the Grip

Grip strength is integral for motorcycle riding as endurance is needed to maintain control and manipulate the clutch, throttle, and front wheel brake with sensitivity and precision.

Article:As with any activity, an overall conditioning program is a good idea to build core body strength and condition the muscles to handle stresses and be ready for the activity. For any sports specific conditioning program, consult your physician and a reputable personal trainer before beginning, as physical training,isometric exercise especially, raises blood pressure significantly and can cause injury.
Grip strength is integral for motorcycle riding as endurance is needed to maintain control and manipulate the clutch, throttle, and front wheel brake with sensitivity and precision. After about 2-3 hours of road time,your hands and arms get fatigued and maneuvering can become more difficult, not to mention your reaction time slows down.
Here are A few simple exercises for yours hands:
Get a tennis ball, or anything similar you can grip, and do 3 sets of 15 to 20 repetitions, 2 to 3 times a week to build hand strength. Or you can do fingertips dumbbell curls with a light weight dumbbell (try 2 ½ lbs. to start). Place it in the palm of your hand, and let it roll slowly to the ends of your fingers. Grip the dumbbell with your fingertips and curl the dumbbell back into your palm. Start with 2 sets of 15
repetitions, and increase weight and repetitions up to 3 sets of 15 to 20 repetitions after you are used to the weight.

Next exercise: good bicep curls-standing or seated. Start with a weight you can do 3 sets of at least 10 reps with. Keep your elbows pressed against the sides of your waist, forearms straight out from elbows,lower the weights to just before your arm is straightened out, then slowly curl up until the weights are about 5" from your biceps. Do these reps slowly, the entire range of 1 rep should take about 5-7 sec.
This will work your biceps, forearms, and grip.
Last, but very good for your wrists:
Take a heavy duty rubber band-one of the thick ones than are about 1/4" wide, and put it over your left hand, resting above the thumb. Take your right hand, and slide it under the rubber band so your hands are now palm to palm in a "prayer position. Arch your hands so there's space between your palms. Press your fingers together, and arching your palms pull your wrists back about 2". This exercise is difficult to do at first-try to do 10 reps. Build up to 2 sets of 20 reps each. This strengthens and opens up the connective tissue in your wrists With any sport, practice makes you that much better, so another form of conditioning is building up your ride time. If you have not ridden longer than 15 minutes in the last 4 months, you will not have the stamina to go for a good cruise in the canyons. Start building up your ride time in increments. Don't overdo it, and remember to keep a relaxed grip on the handlebars. Hanging on with a death grip willfatigue your shoulders, and may cause you to ride in a leaned forward position, putting weight on yourarms. Instead, use your abdominals and legs to hold yourself up. This will prevent you from leaning onyour arms.

Trouble Shooting:
Do your hands feel strong, but you notice your wrists are sore after you get done riding?
You may need to adjust the angle of your levers to your clip-ons, or adjust your clip-on’s height. If you arenoticing a dull, numbing, carpal tunnel type pain, try rotating your clutch and brake down so your grip positioning is better. This will take about 5 minutes to do, and you will notice the difference the first time you ride.

Another problem can be your clip-on height. Try lowering or raising your clip-ons for a more comfortable position-about 1/4" lower or higher is often all the adjustment that is needed. However, if you are the type that likes adding gadgets to your bike, Helibar risers will raise your clip-ons, or you can just put on race
clip-ons-they're built for lower riding position. (One word of caution, riding with your clip-on position too low can cause pain under your shoulder blades or strain your traepezius muscle in your shoulders.) If you've adjusted your clip-on height and still feel like you're over reaching, try lowering your seat.
A Cure for gripping your handlebars too hard: relax. Take more frequent breaks with riding and get off the bike and stretch out a little bit, do some shoulder rotations and arm stretches. You can also get gel grips if you are tensing up while riding. If you feel as though you are "reaching" for the controls while riding, you can also try adjusting your seat height to keep you from leaning on your arms.
If you have done all these things and you find you are still experiencing pain-see a doctor. You may have stained muscles, or a more serious problem.

The Rotary Wankel Engine

The Wankel engine is a type of internal combustion engine which uses a rotary design to convert pressure into a rotating motion instead of using reciprocating pistons. Its four-stroke cycle is generally generated in a space between the inside of an oval-like epitrochoid-shaped housing and a roughly triangular rotor. This design delivers smooth high-rpm power from a compact, lightweight engine.
The engine was invented by engineer Felix Wankel. He began its development in the early 1950s at NSU Motorenwerke AG (NSU) before completing a working, running prototype in 1957. NSU then subsequently licenced the concept to other companies across the globe, who added more efforts and improvements in the 1950s and 1960s.
Because of their compact, lightweight design, Wankel rotary engines have been installed in a variety of vehicles and devices such as automobiles and racing cars, aircraft, go-karts, personal water craft, and auxiliary power units.

Design
In the Wankel engine, the four strokes of a typical Otto cycle occur in the space between a three-sided symmetric rotor and the inside of a housing. In the basic single-rotor Wankel engine, the oval-like epitrochoid-shaped housing surrounds a rotor which is similar to a Reuleaux triangle, a three-pointed curve of constant width, but with the bulge in the middle of each side a bit more flattened. From a theoretical perspective, the chosen shape of the rotor between the fixed apexes is basically the result of a minimization of the volume of the geometric combustion chamber and a maximization of the compression ratio, respectively. Thus, the symmetric curve connecting two arbitrary apexes of the rotor is maximized in the direction of the inner housing shape with the constraint not to touch the housing at any angle of rotation (an arc is not a solution of this optimization problem).
The central drive shaft, also called an eccentric shaft or E-shaft, passes through the center of the rotor and is supported by bearings. The rotor both rotates around an offset lobe (crank) on the E-shaft and makes orbital revolutions around the central shaft. Seals at the corners of the rotor seal against the periphery of the housing, dividing it into three moving combustion chambers. Fixed gears mounted on each side of the housing engage with ring gears attached to the rotor to ensure the proper orientation as the rotor moves.
The best way to visualize the action of the engine in the animation at left is to look not at the rotor itself, but the cavity created between it and the housing. The Wankel engine is actually a variable-volume progressing-cavity system. Thus there are 3 cavities per housing, all repeating the same cycle. Note as well that points A and B on the rotor and e-shaft turn at different speed, point B moves 3 times faster than point A, so that one full orbit of the rotor equates to 3 turns of the e-shaft.
As the rotor rotates and orbitally revolves, each side of the rotor gets closer and farther from the wall of the housing, compressing and expanding the combustion chamber similarly to the strokes of a piston in a reciprocating engine. The power vector of the combustion stage goes through the center of the offset lobe.
While a four-stroke piston engine makes one combustion stroke per cylinder for every two rotations of the crankshaft (that is, one half power stroke per crankshaft rotation per cylinder), each combustion chamber in the Wankel generates one combustion stroke per each driveshaft rotation, i.e. one power stroke per rotor orbital revolution and three power strokes per rotor rotation. Thus, power output of a Wankel engine is generally higher than that of a four-stroke piston engine of similar engine displacement in a similar state of tune; and higher than that of a four-stroke piston engine of similar physical dimensions and weight.
Wankel engines also generally have a much higher redline than a reciprocating engine of similar power output, mostly because of the gearing from the rotor to the e-shaft; and also because the smoothness inherent in the circular motion, which eliminates dangerous vibration that can occur in reciprocating engines due to the nature of their operation.
National agencies that tax automobiles according to displacement and regulatory bodies in automobile racing variously consider the Wankel engine to be equivalent to a four-stroke engine of 1.5 to 2 times the displacement; some racing sanctioning bodies ban it altogether.

Differences and Challenges
There are several defining characteristics that differentiate a rotary engine from a typical piston engine.

Fewer Moving Parts
The rotary engine has far fewer moving parts than a comparable four-stroke piston engine. A two-rotor rotary engine has three main moving parts: the two rotors and the output shaft. Even the simplest four-cylinder piston engine has at least 40 moving parts, including pistons, connecting rods, camshaft, valves, valve springs, rockers, timing belt, timing gears and crankshaft.
This minimization of moving parts can translate into better reliability from a rotary engine. This is why some aircraft manufacturers (including the maker of Skycar) prefer rotary engines to piston engines.

Smoother
All the parts in a rotary engine spin continuously in one direction, rather than violently changing directions like the pistons in a conventional engine do. Rotary engines are internally balanced with spinning counterweights that are phased to cancel out any vibrations.
The power delivery in a rotary engine is also smoother. Because each combustion event lasts through 90 degrees of the rotor's rotation, and the output shaft spins three revolutions for each revolution of the rotor, each combustion event lasts through 270 degrees of the output shaft's rotation. This means that a single-rotor engine delivers power for three-quarters of each revolution of the output shaft. Compare this to a single-cylinder piston engine, in which combustion occurs during 180 degrees out of every two revolutions, or only a quarter of each revolution of the crankshaft (the output shaft of a piston engine).

Slower
Since the rotors spin at one-third the speed of the output shaft, the main moving parts of the engine move slower than the parts in a piston engine. This also helps with reliability.

Challenges
There are some challenges in designing a rotary engine: Typically, it is more difficult (but not impossible) to make a rotary engine meet U.S. emissions regulations.
The manufacturing costs can be higher, mostly because the number of these engines produced is not as high as the number of piston engines.
They typically consume more fuel than a piston engine because the thermodynamic efficiency of the engine is reduced by the long combustion-chamber shape and low compression ratio.

Fuel consumption and emissions
Just as the shape of the Wankel combustion chamber prevents preignition, it also leads to incomplete combustion of the air-fuel charge, with the remaining unburned hydrocarbons released into the exhaust. While manufacturers of piston-engine cars were turning to expensive catalytic converters to completely oxidize the unburned hydrocarbons, Mazda was able to avoid this cost by enriching the air/fuel mixture and increasing the amount of unburned hydrocarbons in the exhaust to actually support complete combustion in a 'thermal reactor' (an enlarged open chamber in the exhaust manifold) without the need for a catalytic converter, thereby producing a clean exhaust at the cost of some extra fuel consumption. World gasoline prices rose sharply at the time Mazda introduced their Wankel engine, making the cleaner exhaust/increased fuel consumption tradeoff an unwelcome one for consumers.
In Mazda's RX-8 with the Renesis engine, fuel consumption is now within normal limits while passing California State emissions requirements. The exhaust ports, which in earlier Mazda rotaries were located in the rotor housings, were moved to the sides of the combustion chamber. This approach allowed Mazda to eliminate overlap between intake and exhaust port openings, while simultaneously increasing exhaust port area. The Renesis engine even meets California's Low Emissions Vehicle or LEV standards.

Enzo Ferrari (car)

The Enzo Ferrari is a 12-cylinder mid-engine berlinetta named after the company's founder, Enzo Ferrari. It is currently one of the most powerful naturally aspirated production car in the world[citation needed]. It was built in 2003 using Formula One technology, such as a carbon-fibre body, F1-style sequential shift transmission, and carbon-ceramic brake discs. Also used are technologies not allowed in F1 such as active aerodynamics and traction control. After a downforce of 775 kg (1709 lb) is reached at 300 km/h (186 mph) the rear wing is actuated by computer to maintain that downforce.
The Enzo's V12 engine is the first of a new generation for Ferrari. It is based on the architecture of the V8 found in sister-company Maserati's Quattroporte, using the same basic architecture and 104 mm (4.1 in) bore spacing. This design will replace the former architectures seen in V12 and V8 engines used in most other contemporary Ferraris. The 2005 F430 is the second Ferrari to get a version of this new powerplant. In 2004, Sports Car International named the Enzo Ferrari number The Enzo's V12 engine is the first of a new generation for Ferrari. It is based on the architecture of the V8 found in sister-company Maserati's Quattroporte, using the same basic architecture and 104 mm (4.1 in) bore spacing. This design will replace the former architectures seen in V12 and V8 engines used in most other contemporary Ferraris. The 2005 F430 is the second Ferrari to get a version of this new powerplant. In 2004, Sports Car International named the Enzo Ferrari number three on their list of Top Sports Cars of the 2000s.
Motor Trend Classic named the Enzo as number four in their list of the ten "Greatest Ferraris of all time".

Naming
The Enzo Ferrari is sometimes referred to colloquially as the "Ferrari Enzo" or "Ferrari F-60". The Enzo Ferrari is commonly referred to as just the "Enzo" with no marque or other words attached.
Celebrating its first World Championship of the new Millennium, in Formula One, Ferrari built the Enzo to celebrate this achievement and the company named the car after its founder, Enzo Ferrari, who died in 1988.

Production
The Enzo was initially announced at the 2002 Paris Motor Show with a limited production run of 349 units and priced at US $643,330. The company sent invitations to existing customers, specifically, those who had previously bought the Ferrari F40 and Ferrari F50. All 349 cars were sold in this way before production began. Later, after numerous requests, Ferrari decided to build 50 more Enzos, bringing the total to 399. All Enzos are listed as being built in 2003.
Ferrari built one more Enzo - the 400th car - and it was auctioned by Sotheby's Maranello Auction on June 28, 2005, to benefit survivors of the 2004 Tsunami for €950,000 (US$1,274,229), almost twice its list price. This sum was presented to Pope Benedict XVI, while former Ferrari Formula One driver Michael Schumacher gave the pope a steering wheel to commemorate the donation. This wheel included a plaque which read, "The Formula 1 World Champion's steering wheel to His Holiness Benedict XVI, Christianity's driver."
The Enzo Ferrari typically trades above $1,000,000 (£500,000) at auction.
Three prototype "mules" were built, M1, M2, and M3. Each was bodied to look like a 348, even though the mules were built in 2000. The third mule was offered for auction alongside the 400th Enzo in June, 2005, bringing €195,500 (US$236,300).

Specifications
Engine
The Enzo is a mid-engined car with a 43.9/56.1 front/rear weight distribution. The engine is Ferrari's F140 65° V12 with 4 valves per cylinder, dual overhead cams and variable valve timing. Bosch Motronic ME7 fuel injection is used and the engine is naturally aspirated. It displaces 5998 cc (366 in³) and produces 485 kW (651 hp/660 PS) at 7800 rpm and 657 N·m (485 [ft·lbf of torque]) at 5500 rpm. The redline is 8200 rpm.

Chassis
The Enzo has a semi-automatic transmission (also known as the F1 gearbox) using paddles to control an automated shifting and clutch mechanism, with LED lights on the steering wheel telling the driver when to change gears. The gearbox has a shift time of just 150 milliseconds. The transmission was a first generation "clutchless" design from the late 1990s, and there have been complaints about its abrupt shifting.
The Enzo Ferrari has 4 wheel independent suspension with push-rod actuated shock absorbers which can be adjusted from the cabin, complemented with anti-roll bars at the front and rear.
The Enzo uses 483-millimetre (19 in) wheels and has 381-millimetre (15 in) Brembo disc brakes.
Performance
The Enzo can accelerate to 60 mph (97 km/h) in 3.14 secondsand can reach 100 mph (160 km/h) in 6.6 seconds.The ¼ mile (~400 m) time is from 10.8 to 11.2 sec at well over 130 mph (210 km/h) and the top speed is estimated at 354 kilometers per hour (230.95 mph).(manufacturing items)[citation needed] It is rated at 12 miles per US gallon (5.1 km/l/14 mpg-imp) in the city and 18 miles per US gallon (7.7 km/l/22 mpg-imp) on the highway.
Despite the Enzo's extraordinary performance and price, the Ferrari 430 Scuderia (an improved version of Ferrari's current entry level production car) is capable of lapping the Ferrari test track just as quickly as the Enzo.
Recently Evo Magazine tested the Enzo on the famed Nordschleife Circuit and ran a 7:25.21 second lap time. If not for technical difficulties it was noted that the time could have been better.

Special things about the name Enzo ferrari
Exclusive and Limited :
Although the price tag on the Enzo Ferrari puts it out of reach of all but the super rich (or the super obsessed), you'd still think Ferrari would be able to sell more than the 399 that rolled out of the factory at Maranello, Italy. Why did they sell so few? Because that's how many they made -- and that's how many they will ever make. When the Ferrari people call something a "limited edition," they're not kidding.
Part of maintaining Ferrari's prestigious heritage is making sure that not everyone can have one. Only a privileged few can buy a Ferrari, and only the most elite owners and collectors in the world will drive one of these limited-edition production cars. That helps explain why the company can charge a lot for their machines.
And just how much is "a lot"? In the Enzo's case, $652,000.
The money doesn't stop flowing once the Enzo is in your garage, either. According to a 2003 Car and Driver article, replacing the brake pads costs $6,000, and the carbon-ceramic brake rotors go for $24,000. A special oil must be used (or else Ferrari will consider the warranty void) -- the oil costs $60 a quart.
A stack of cash alone will not get you an Enzo -- Ferrari has traditionally made potential buyers apply to buy one of their limited-edition cars, placing various restrictions on what may and may not be done with the car. They enforce these restrictions by threatening to withdraw perks like factory tours and the chance to buy future Ferraris -- a serious threat to the exotic car collectors of the world.
Previous Ferraris were even harder to get than the Enzo. For example, the Ferrari F50 wasn't sold, it was only leased. Ferrari could yank the lease at any time, and one of the stranger restrictions was that journalists were not allowed to use the car for performance testing (Car and Driver, Aug. 2003). The Enzo is far easier to get into by comparison. All approved Enzo buyers had the option of traveling to Italy to have the seat and pedals custom fitted.

Ferrari 599 GTB at its full bloom in Targa Florio

This really awesome by the makers of the ferrai it has grat differential and a quest to turn around without any skids or slips.read this fully to know about the immense powered 599..
The Ferrari 599 GTB Fiorano (internal code F139) is Ferrari's 2-seat Gran Turismo flagship model, replacing the 575 M Maranello in 2006 as a 2007 model. The 599 GTB debuted at the Geneva Motor Show on February 28, 2006. Styling of the 599 GTB was handled by Pininfarina, under the direction of Ferrari stylist, Frank Stephenson. It is named for its total engine displacement (5999 cc), Gran Turismo Berlinetta nature, and the Fiorano Circuit test track used by Ferrari.

Engine :
Tipo F133F 6.0 L (5999 cc) V12 engine produces a maximum 620 PS (456 kW/612 hp), making it the most-powerful series production Ferrari road car. Its 608 N·m (448 ft·lbf) of torque will also be a high for Ferrari's GT cars. Most of the modifications to the engine were done to allow it to fit in the Fiorano's engine bay (the original Enzo version could be taller as it would not block forward vision due to its mid-mounted position). The company claims a top speed in excess of 330 km/h (205 mph), 0-100 km/h (62 mph) in 3.7 seconds, and 11.0 seconds to 200 km/h (124 mph).
Engine type Displacement Power TorqueTipo F133F V12 6.0 L (5999 cc) 620 PS (456 kW/612 hp) @ 7600 rpm 608 N·m (448 ft·lbf) @ 5600 rpm
Technical details
A traditional 6-speed manual transmission as well as Ferrari's 6-speed sequential manual gearbox called 'F1 SuperFast' is offered. The e-diff active differential from the F430 is not used. However, the Manettino concept first seen in the F430 also appears in this car. Ferrari sourced the Delphi Corporation's MagneRide semi-active magneto rheological dampers.Reviewers of the car have mentioned that the MagneRide suspension gives the 599 a very comfortable ride but allows it to handle well at the same time.[citation needed]
The Fiorano also sees the debut of Ferrari's new traction control system, called F1-Trac. Reportedly tuned using inputs from 7-time Formula 1 World Champion Michael Schumacher, the system supposedly allows a competent driver to lap the Fiorano test track at just 1 second behind Michael's time.
Miscellaneous details
The first publicly recorded crash of a 599 GTB occurred when Car and Driver writer Aaron Robinson crashed one into the retaining wall of the Passo della Cisa in Italy, a few meters from a monument to Enzo Ferrari (for his finishing fourth in a 1919 hill climb on that same road). The car suffered only minor damage to the front right fender, and Robinson and photographer Mike Valente were able to drive it back to the factory.
Fiat CEO Sergio Marchionne also crashed his 599 GTB in November 2007.
To market the 599 GTB in the Americas, Ferrari embarked on a 20,000-mile (32,000 km) trek from Brazil to New York in two cars. The two cars drove through 16 countries and had minimal (mainly suspension) changes made to the mechanicals.
Evo Magazine named the 599 GTB as the Car of the Year for 2006 despite strong competition from rivals Porsche and Lamborghini and other high-performance cars. The Stuttgart marque has been an evo Car of the Year favorite winning in 1998, 1999, 2000, 2003, and 2004. Even with the release of the brilliant 911 Turbo (997), it was denied from the list because the 911 GT3 (997) was considered more impressive. Notably, previous GT3s have won the eCOTY in '99 and '03, making the current car a fierce contender for the title. The Porsche came in second with 94.8 points just behind the 599 with 95.4 points. Lamborghini came in third with the redesigned and more powerful Murciélago LP640 garnering 93.4 points. The three supercar marques were clear front-runners with a wide gap ahead of the Chevrolet Corvette Z06 (89.6), Lotus Elise S (89.3), Jaguar XKR (87.0), Renaultsport Mégane (86.2), Mercedes-Benz CLS63 AMG (85.4) and Aston Martin DB9 Sports Pack (84.4).
Top Gear Magazine also named the 599 GTB as the Supercar of the Year 2006. However, the Jaguar XK was named overall Car of the Year chosen from the winners of several categories.
Although Ferrari estimated a 0–100 km/h time of 3.7 seconds, tests have achieved a better time. During a track test, Evo Magazine achieved a time of 3.5 seconds and lapped the Bedford Autodrome in 1.23.10, making it faster than the Ascari KZ1, the Porsche 997 Turbo and 996 GT3 RS, Ferrari F430, Lamborghini Gallardo '04, and the Chevrolet Corvette Z06. However, it was still slower than the Gallardo SE ('06) and three other supercars. Motor Trend timed an even better 0–100 km/h time of 3.2 seconds with a Ferrari test driver.
Road & Track also timed the 0–60 mph time at 3.2 seconds in a road test which appeared in the May 2007 issue.
Autocar UK had a comprehensive 599 GTB review which appeared in the May 16, 2007 issue.
The 599 GTB is also the first Ferrari ever to come with an iPod connection as standard.
The 599 GTB manufacturing process and the Maranello plant were featured on National Geographic Channel's series Ultimate Factories in 2006.
Lastly i let you know that it gave a awesome response at the 746Km long track of Targa Florio where life is risk on fast wheels and the turns are like the devils which comes atonce one reaches the turns.