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Life gets that much better when you’re drinking a glass of Stella Rosa wine and nibbling on a piece of chocolate. The next time you have a relaxing moment, do yourself a grand favor by making these Stella Rosa Chocolate Truffles. Moscato is a sweet dessert-style white wine, typically lower in alcohol, and usually lightly sparkling.  It’s a taste that Millennials seem to be digging big-style (but we’ll get to that in a minute)!
So it undoubtedly seems that rappers have shifted their focus from Champagne, and moved on to Moscato, and have taken a large number of their followers with them. If drinking wine is deemed to be good for you, will a glass of Moscato a day keep the Doctor away? It’s widely assumed that the best Moscato hails from the Northern Asti region of Piedmont, Italy, but I’ve tasted some great examples from Lombardy, also. This entry was posted in News and tagged Calories in Moscato, Gallo, Health, Moscato, Moscato d'Asti, Muscat, Piedmont, Sommelier.
Here you have a list of opinions about burgundy color and you can also give us your opinion about it.
You will see other people's opinions about burgundy color and you will find out what the others say about it. In the image below, you can see a graph with the evolution of the times that people look for burgundy color. Thanks to this graph, we can see the interest burgundy color has and the evolution of its popularity. You can leave your opinion about burgundy color here as well as read the comments and opinions from other people about the topic. When it comes to a Porsche 911, you can never have too much – especially in knowing how the 911 has been nearly perfected due to a subtle evolution year after year. What you see in the images here is the newest Porsche 911 GT3 hiding the rumored 3.8-liter boxer engine and PDK gearbox. What happens to be one big surprise is a new 4-wheel-steering system turning the rear wheels at a minimal degree in the opposite direction below 31 mph. The Porsche 911 celebrates its 50th anniversary in 2013, and there is perhaps no better way to begin the celebrations than by opening a fresh chapter in the arena of high performance sports cars with the new 911 GT3. In 1999, the then-new 911 GT3 set the benchmark for road-going sports cars with the fastest ever production car lap of the Nurburgring-Nordschleife, and established a reputation for itself as the definitive circuit-bred sports car. Now, the fifth generation of the 911 GT3 makes its debut at the Geneva Salon, and is set to take on the pole position among thoroughbred Porsche sports cars with naturally aspirated engines.
The engine, transmission, body and chassis are entirely new, extending the breadth of ability offered by the previous 911 GT3 by an impressive margin. The powertrain of the new 911 GT3 comprises a 3.8-litre flat engine developing 475 hp (350 kW) at 8,250 rpm, a Porsche Doppelkupplung (PDK) double-clutch gearbox, and high-traction rear-wheel drive. The six-cylinder engine is based on that fitted in the 911 Carrera S, but shares only a few common parts. The new 911 GT3 is designed for further gains in precision and lateral dynamics throughout. The height, toe and camber of the newly-developed all-aluminium suspension is still adjustable. The structural changes to the base engine had one principal goal: to develop the characteristic high-revving concept of the 911 GT3 further still. The consistent development focus made it possible to increase the maximum engine speed to 9,000 rpm, enabling the 911 GT3 to reach peak performance values among street-legal vehicles. The foundation for this outstanding performance is the low moving mass of the crankshaft and valve train. The focus of the new development was the cylinder heads, which differ fundamentally from those of the base engine, and were specifically developed for the 911 GT3. The valve actuation via rocker arms with hydraulic valve clearance compensation is another unique feature. As was the case in the previous-generation engine, Porsche is once again using the variable valve control system VarioCam. For use in the 911 GT3, this technology has been developed further, specifically with performance in mind, and features a specially developed injection system with multi-hole injectors and significantly higher injection pressure.
The standard equipment of the new 911 GT3 now includes a more advanced generation of the previously optional dynamic engine mounts, which were specially tuned. The intake system of the new 911 GT3 engine is also a synthesis of high-performance components that are based on the basic design. As was the case with the predecessor, the new 911 GT3 also offers the driver the possibility of increasing the pull of the engine in the mid rev-range at the press of a button.
Naturally, the new 911 GT3 still comes with a sports exhaust system, which was largely adopted from the previous model. The dual-clutch transmission (Porsche Doppelkupplung — PDK) originates from Porsche racing, and with the 911 GT3 it returns to the racetrack. Gear-shifting strategy and response times of the 911 GT3 PDK have been consistently designed for maximum performance, and both are fundamentally different to other Porsche sports cars.
The dynamics of a sports car driven to achieve optimum lap times is also determined by the clutch.
This function offers two principal advantages: the driver can, for example, neutralise the driving behaviour of the vehicle when understeering in a wet curve by pulling the paddles, and thus ‘dip the clutch’ and re-direct additional cornering force to the wheels of the front axle.
The second aspect relates to individual influence of the driving dynamics due to the pulsed onset of the driving force when engaging the clutch. For the first time, the PDK provides the driver of the new 911 GT3 with the alternative of leaving gear shifts to the adaptive transmission control. Just as much as the engine, the chassis of the new 911 GT3 combines the strengths of the previous design with those of the current 911 Carrera chassis. All developments had only one goal in mind, namely to increase the driving dynamics even further. This variability means that the rear-wheel steering contributes significantly to resolve the inherent conflict of driving dynamics between agility and driving stability.
The chassis of the new 911 GT3 is a largely new design based on the chassis of the 911 Carrera, lowered by 30 mm. The consistent lightweight design also involves to the use of lighter springs and damper struts with an aluminium outer tube.
The rear axle of the new 911 GT3 is equipped with Porsche Torque Vectoring Plus (PTV Plus) as standard.
The bespoke wheels complete the package of measures for a further improvement of driving dynamics. The wheels are made of forged aluminium for the first time, offering low weight and high strength. Quintessentially Porsche: In the new 911 GT3, more dynamic driving performance goes hand in hand with further improvements in braking performance. The wide body, the special front and rear design with a large wing, and the larger wheels make the new 911 GT3 unmistakable at first glance. In visual terms, the full LED headlights differ significantly from the standard Bi-xenon system. The distinctive identifying feature of the rear of the new 911 GT3 is its engine cover with fixed wing. Further characteristic features of the 911 GT3 here are the exhaust vents in the rear bodywork, with two on the side and one under the rear boot lid.
The front and rear design are the result of consistent aerodynamic tuning of the new 911 GT3.
The new Porsche 911 GT3 is available to order now from Porsche Centres in the UK and Ireland priced from ?100,540. Key options include Porsche Ceramic Composite Brakes (PCCB) ?6,248, LED headlights incorporating Porsche Dynamic Light System ?1,926 and a front axle lifting system ?2,023. Fitted to every 911 is a Porsche Vehicle Tracking System (VTS), a sophisticated vehicle security package approved to Thatcham Category 5 standard, and customers are also able to explore the potential of their new car by participating in a complimentary course at the Porsche Experience Centre, Silverstone. Porsche Active Suspension Management (PASM) with electronically-controlled dampers; two manually selectable maps. Front axle: six-piston aluminium monobloc brake callipers, perforated and internally ventilated brake discs with 380 mm diameter and 34 mm thickness.
Rear axle: four-piston aluminium monobloc brake callipers, perforated and internally ventilated brake discs with 380 mm diameter and 30 mm thickness. To give you an idea of how many followers, Gallo alone saw 2010 Moscato sales increase by 124% last year! You see, wine gets the majority of its beneficial nutrients from its skins, and since white wines don’t usually spend much time in contact with their skins during fermentation, you don’t get the added benefits. For me, there are a couple of ways of looking at it… The Moscato-Madness phase that we’re seeing the wine-drinking market go through right now is a fad, a fashion; and as we all know, fashions come and go very quickly. The compensation received will never influence the content, topics or posts made in this blog.


And below it, you can see how many pieces of news have been created about burgundy color in the last years. Like a nicely aged wine, the Porsche 911 ages well and the latest iteration of the Porsche GT3 has made its way to the internet through a leak before its reveal this week at the Geneva Motor Show.
It looks as if Porsche has done it again and time will only confirm that testament as official details start to roll out this week from Geneva. For starters, it gets 475 horsepower from its 3.8-liter naturally aspirated inline-6 cylinder boxer engine peaking at 8,250 rpm. Together, they ensure that the proven characteristics of this track-inspired sports car are preserved, while also allowing more sophisticated day-to-day suitability – not to mention a highly emotional ‘fun factor’. All other components, particularly the crankshaft and valve train, were specially adapted or developed for the GT3. The new, 20-inch forged alloy wheels with central locking are used for optimal contact with the road. At full acceleration from a standstill, 0-62mph is passed after just 3.5 seconds, and 124 mph in less than 12 seconds.
This characteristic flat-six is a synthesis of the previous GT3 high-performance engine, the potential of which had been largely exhausted, and the new powertrain generation of the current 911 Carrera series. High engine speeds enable high performance gear changes, whereby the revolutions remain in the range of maximum power after shifting up.
As with the previous model, the new 911 GT3 features forged aluminium pistons and forged titanium connecting rods. To enable peak performance and engine speeds, the new cylinder heads feature large intake and exhaust ports, large valves, and separate valve control with rocker arm. The concept embodied in the 911 GT3 engine originates from racing and allows very high engine speeds on the one hand, while the other cams with performance-oriented profiles permit large strokes and long valve opening times. The continuous angle adjustment of the camshafts allows both high torque and high performance levels, and contributes to the meeting of emissions laws. Compared with the previously used conventional manifold injection, this technology has proven itself in Porsche sports cars, since it permits higher power and torque, as well as yielding higher efficiency and lower CO2 emissions. Compared with the swirl injectors of the 911 Carrera models, multi-hole injectors provide a larger usable range of fuel quantity injected.
The controller uses the present 911 GT3 sensors to detect a particularly dynamic driving style, and consequently stiffen the normally elastic engine mount. The air inlet is a specific plenum on the rear engine lid, which operates according to the ram-air principle and uses the air flow across the body for increased intake manifold pressure. It is not only lighter than the aluminium system of the predecessor model, but also larger with further aerodynamic improvements.
When activated, the back-pressure in the sports exhaust system is further reduced, improving gas exchange and thus increasing the torque between 3,000 rpm to 4,000 rpm by up to 35 Nm. This means that a high-performance system with powerful fan-type exhaust pipes and two catalysts is used, which are close to the engine and integrated into the manifolds.
The motor sports engineers have revised the PDK extensively both in terms of mechanics and control technology for the new car.
Manual shifting is achieved using two paddles on the steering wheel, the left-hand for upshifts and the right-hand for downshifts. This becomes apparent to the driver during manual upshifts in the form of a ‘lightning shift’, which permits reaction times of less than 100 milliseconds. Comparable to a traditional clutch with a manual transmission, the rear of the vehicle can be consciously destabilised for dynamic leaning into the curve. In principle, the PDK of the new 911 GT3 only comes with two switching strategies: Sport and Race Track.
For instance, the use of lighter gears and wheels optimally support the engine speed dynamics of the high-revving motor. The extended wheelbase and wider track width improve the support base, thereby increasing both longitudinal and transverse stability. With the new car, the performance package of the 911 GT3 has been extended by yet another new feature: active rear-wheel steering. This results in a geometric virtual wheel extension of about 500 millimetres, thereby increasing stability particularly at high speeds. This results in advantages when it comes to agility, driving safety and practicality, as well as increased driving performance.
The Porsche Active Suspension Management (PASM) variable damping system with two pre-selected specially tuned maps is part of the standard equipment, as was the case with the predecessor model.
These two measures alone resulted in a weight reduction of over three kilogrammes compared to standard components.
Again, independent wheel mounts and wheel hubs, as well as larger mounts, result in increased stability and strength. The system, which was adapted specifically for the GT3, consists of an electronically-controlled, fully variable locking rear differential and selective braking interventions at the rear wheels. The use of characteristics specially developed for the 911 GT3 ensures that the direct steering feel with an appropriate response was preserved in all conditions. Compared with the 19-inch wheels of the previous model, the current 20-inch GT3 wheels are not just one inch bigger, but also half an inch wider at the front. Despite their larger dimensions, the total weight of the wheels including special UHP (Ultra High Performance) tyres is less than that of the previous model. At the rear axle, larger brake discs of 380 mm diameter are deployed, the ventilation holes of the discs have been redesigned, and cooling was improved by ways of additional brake cooling ducts on the rear axle.
In addition, the new high-performance sports car is also available with a new generation of headlights that exclusively consist of LED light sources, giving the coupe a special appearance. Instead of a cone-shaped light housing with round projection lens, two tube-shaped light housings are arranged in stages, and the lens contour is truncated at the top and bottom.
The extensive use of aluminium in the front and rear body, as well as the floor assembly, reduces the shell weight by around 13 per cent over the previous model.
In addition to the integration of the new front lights, the larger holes improve air supply to the radiator compared with the 911 Carrera.
The completely newly-developed rear engine lid is made of a composite material consisting of glass fibre and carbon fibre. This establishes a new balance between the three main requirements of low drag, reliable cooling of drivetrain and brakes, as well as sporting downforce levels at higher speeds. In addition to sports seats finished in Alcantara and leatherette, standard equipment includes automatic climate control, Bi-Xenon headlights, a universal audio interface offering MP3 connectivity and a three year warranty. The popular Club Sport package, comprising a half roll-cage, multi-point harness seat belts, fire extinguisher and battery cut-out switch, also remains a mainstay of the options list. This Stella Rosa Chocolate Truffle recipe combines the best of both worlds – chocolate and wine.
Saying that, since the whole Moscato craze, Californian producers have been very quick to respond, pumping out often very poor quality juice, and then slapping Moscato on the label. If you’ve never tasted wine before, I will normally suggest you start sweet, and work your way drier from there.
The one thing I will say is that I’m happy people are drinking wine, but I think Moscato should be viewed as a gateway that you pass through into the world of wine. Together the system will make the vehicle feel like it has a ‘virtually’ shortened wheelbase. For example, Porsche is once again using titanium connecting rods attached to forged pistons. Depending on the speed, the system steers in the opposite or the same direction as the front wheels, thereby improving agility and stability. Traditionally, the 911 GT3 comes as a two-seater based on the lightweight body of the current-generation 911 Carrera. The top speed of 195 mph is reached in seventh (and thus top gear) of the PDK transmission. For instance, the new engine comes with typical motor sports characteristics, such as dry sump lubrication, a high-revving capability and forged titanium components. Forging these highly stressed components means that they are particularly strong, and yet lightweight. The advantage of the rocker arm control is mainly in the low moving masses that allow high engine speeds, and the large contact area between the cam and rocker arm. The new GT3 comes with six-hole injectors, which permit sensitive injection with small throughputs and high maximum throughput for high engine performance. As the designated sports car for the race track, a dry sump oil supply continues to be used for the 911 GT3. For this purpose, the bearings are filled with a sealed liquid containing magnetic particles, which changes in viscosity when an electric field is passed through.
From the double-flow air filter, this is followed by the flow and resistance-optimised air intake system, which was largely adopted from the current-generation 911 Carrera up to the throttle valve.
The induction system principle already ensured a fuller torque curve in the previous model.


The two switchable front silencers and a common rear silencer with two central tailpipes ensure that the 911 GT3 meets the requirements for road use. The resulting transmission provides the driver with all the essential driving dynamics of the previous manual transmission, complemented with the performance benefits of the dual-clutch transmission. Shorter shifting travel and optimised actuating force result in even faster gearshifts with concise feedback, similar to the operating characteristics of the 911 GT3 Cup race car. To enhance driving performance, lightning shifts are implemented with a torque overshoot, and the gear change is conducted with a highly dynamic adaptation of the engine speed to the newly selected gear. If the driver pulls both shift paddles simultaneously, the clutches of the PDK are opened, and the flow of power between the engine and drive is cut off. Moreover, the total weight of the PDK transmission has been reduced by about two kilogrammes. The system comprises two electro-mechanical actuators, which are used at the left and right side of the rear axle instead of the conventional control arms. The ‘virtual shortening’ of the wheelbase by around 150 millimetres also results in significant improvements in agility and everyday usability; the turning radius is reduced, and manoeuvring and parking become much easier. Simultaneously, the side force on the rear axle triggered by the steering input of the driver is built up much faster than with a non-steered rear axle, which leads to a more spontaneous and harmonious initiation of the change in direction. The rear-wheel drive thus played a decisive role in the further improvement of lap times at the Nurburgring.
At the front axle, independent wheel mounts, as well as extended wheel bearings and hubs, provide greater stability and strength. The subframe of the car, including side panels and control arms, are exclusively made from a hollow aluminium casting, which brings about a weight saving of around 3.9 kg, as well as increased strength.
Together, these features provide high traction on changing road surfaces, an improvement of lateral dynamics, more precise cornering, and increased driving stability.
This reduces not only the vehicle weight, but also unsprung mass to enhance driving dynamics. To further reduce unsprung weight, the new 911 GT3 offers the option of racing-derived ceramic composite brake discs with friction rings made of cast iron and aluminium pots, just like its predecessor.
The basic module in the upper tube is part of the low beam and illuminates the road in a wide and homogeneous manner. The conspicuous element of the particularly pronounced spoiler lip is the laterally raised spoiler contour. Wing supports, the large ram-air intake for the air supply of the engine, and the spoiler lip are all integral components of the design. Front spoiler and rear wing provide downforce at the front and rear axle, complemented by the underbody panel, which provides an additional diffuser effect due to its rising contour in the engine area. Totally fine, as long as you don’t spend years loitering around the sweet-stuff, drinking only Moscato The place of Moscato is as an aperitif, or with dessert.
That power is sent to the rear wheels through the exclusive transmission offering being a 7-speed PDK-transmission shifting in about 100-milliseconds. These basic modifications set the stage for an extreme high-revolution engine capable of reaching up to 9,000 rpm. Among the other new driving dynamics features are the electronically-controlled, fully variable rear differential lock, and the dynamic engine mounts.
These are combined with cutting-edge technologies of production engines such as direct petrol injection, demand-controlled oil pump, and lightweight design and materials. Furthermore, besides the hollowed valves, the new valve rocker arm control was a prerequisite for getting up to very high speed ranges. Each cylinder head is equipped with an integrated actuator for one of the high-pressure pumps of the direct petrol injection system. This emphasises comfort in everyday driving; on the race track, on the other hand, disturbing mass impulses from the engine during cornering and braking are compensated. During race track use, it can therefore be driven much like a sequential manual gearbox – with even more performance and emotional driving fun.
Alternatively, the driver can also shift using the selector lever, with a shift pattern based on that used in professional motor sports: shifting up is done by pulling the lever back, shifting down by pushing it forward. The switching times are in a range that was previously reserved for the world of motor sports. Once both shift paddles are released, the clutch engages very rapidly if the PSM is switched off. As is the case with manual transmission vehicles, the driver alone decides on how to accelerate using clutch and accelerator foot, without any assistance from drive and dynamic handling control systems. Shorter gear ratios provide completely new characteristics, meaning that the maximum speed is reached in the seventh and highest gear. These allow the steering angle of the rear wheels to be varied by up to about 1.5 degrees, depending on the speed.
The transverse control arm at the front axle is also a new development that yields additional stability and reduced weight. The second part of the low beam is located underneath in the Porsche Dynamic Light System (PDLS). It comprises of three parts: the continuous horizontal middle spoiler element, as well as the lateral continuations before the wheel arches. The rear wing is mounted on the supports, which remains individually adjustable for use on the race track. Pour over chocolate pieces and let this sit for a few minutes, until the chocolate has melted.
It can be found growing all over the world, and is used to make everything from super-sweet fortified wines in Australia, right the way through to raisins. The pressure in a bottle of Champagne is about 5-6 atmospheres, or about twice the pressure found in a care tire.
It shouldn’t ever be dismissed as being too sweet, because it’s never really been categorized as anything other than a dessert wine. The dual-clutch gearbox is another feature specially developed for the GT3, with characteristics inspired by the sequential gearboxes used in motor racing, thus granting the driver further benefits when it comes to performance and dynamics.
For this latest generation, the 911 GT3 is 44 millimetres wider than a 911 Carrera S across the rear axle. While every Porsche is proven around the Nurburgring, this credential is particularly relevant for the new model as around 80 per cent of 911 GT3 customers also drive their cars on race tracks. The low moving masses mean that the 911 GT3 engine also has unique speed dynamics with excellent response across the entire rev range. Unlike the base engine, which is supplied by an axially-arranged high pressure pump, the new 911 GT3 therefore comes with two radially-driven high pressure pumps. Just like the base engine, the high-performance engine is equipped with four suction points in the cylinder heads, an extraction in the oil pan, and an oil pressure pump.
Race Track mode is activated by pressing the correspondingly labelled button on the centre console. In conjunction with the rear axle ratio, which was shortened by 15 per cent, the new 911 GT3 therefore comes with significantly shorter gear ratios than the transmission ratios of a 911 Carrera models – in all gears.
Thanks to its swivel function and variable light distribution, this permits various functions such as dynamic cornering lights and country light, motorway light and high beam.
All three elements have a scoop-shaped, drawn-out lip, which improves the downforce generated by the front axle.
The engine of the 911 GT3 has two additional suction points in the oil pan at the front and rear, so as to be able to safely transfer oil to a separate oil tank during heavy acceleration and braking phases. In this mode, the PDK uses shift maps that are tailored to the requirements of pure race track operation. The auxiliary high beam in the upper part of the full-LED headlight consists of two components to the left and right of the base module.
I’ve always said though, you should never-ever drink wine purely for the perceived health benefits. This makes a decisive contribution to the exemplary aerodynamics of the new 911 GT3, which combines low air resistance with a further increase in negative lift (downforce).
Cover the bowl with plastic wrap and chill in the refrigerator until completely set, about 2 hours. With drier styles of wine, the sugars are fermented all the way out until they’re more-or-less gone, but with Moscato fermentation is stopped halfway. The race track optimisation also entails that the shifting programme is still performance-oriented, even at a moderately sporting driving style. This leaves a wine with a fairly low alcohol level, but a fairly high amount of residual sugar.
The car is therefore always running at the performance-oriented operating points, and increased traction is available at any time without the driver having to shift gears.



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