MOTOR BUZZ

Top 10 Upcoming bikes in the year 2015-16

2015-07-13T11:51:00.001-07:00

CHOOSING RIGHT ALLOY WHEELS FOR YOUR CAR

2012-09-30T02:03:00.003-07:00

SIZE OF THE WHEEL:

If you are buying a new set of alloys but do not wish to change your tyres then buy alloys that are the same size as your rims and you can use your original wheels. So if you have 15-inch steel rims then you need to buy 15-inch alloy wheels. If you are willing to change your tyres as well then maintain the specified wheel and tyre combination

PCD?

PCD or pitch circle diameter is the distance between the wheel bolts and the center point or axle of the wheel. It also takes into account the number of studs that you have on the rim. For e.g.: A PCD of 5×160 indicates that the rim has a 160 mm diameter on which the 5 evenly spaced bolts are located. If you don’t match the PCD exactly to what the car came with, you won’t be able to fit your alloy on the car’s wheel hub.

OFF SET?

Some people play the offset on purpose to make the alloy wheels stick out of the wheel arches. That is high negative offset while positive offset means that the wheel hub protrudes out further, when compared to the rest of the wheel. Most alloy wheels come with zero offset or slight negative offset.

It is best to stay within 1-inch of deviation from the stock setup. Negative offset aids handling while too much offset puts pressure on the hub and axle. This can even cause breakage of these parts.

RIMS WIDTH?

Take care that the alloy rim that you are buying is not too wide. Apart from having to buy new tyres, wider rims can also foul with the fender, steering rod or suspension components. The width of the alloy wheel is denoted by numbers such as 6.5 J, 7 J, 8 J etc, where 6.5 is the width in inches and J is the shape of the rim lip .

UPGRADING THE SIZE OF THE TYRE?

You will need to get wider alloy wheels if you upsize your tyres. The overall diameter of the tyre and alloy combination should stay the same. If this is not done then the reading on your odometer will not be correct and your car’s handling will suffer.

Reduce the profile size of the tyre based on the increase in the tyre’s width. Upsizing is essentially increasing the diameter of your wheels and reducing the profile of your tyre to accommodate the tyre and maintain the rolling radius.

SOME OF THE WAYS TO TUNE A PETROL CAR

2012-09-30T01:52:00.000-07:00

When you decide to modify your car for more performance, be warned that many of these modifications can affect your warranty, so preferably don’t do some of these modifications with a new car.

High-flow air filter

You can get high flow air-filters from K&N or Green Cotton. These come in two kinds. Stock replacement filters fit directly into the air filter slot in your car. These are oil-coated mesh filters that allow more air into your engine, allowing the car to “breathe” better. Other universal cold air intake kits are more expensive and need some plumbing. Stock replacement filters cost between Rs. 3000-Rs.7000, while universal filters will cost between Rs. 10,000 and Rs. 15,000.

Free-flow exhaust

With a car that breathes better, it needs to let the gases out equally fast. Modifying the exhaust to a free-flow exhaust allows for more gases to escape faster. A free flow exhaust needs to be fitted in entirety from the “headers” or exhaust manifold that comes out of the engine head, to the muffler and tail-pipe. Some will only add a muffler that makes more noise but gives not significant performance gains. The catalytic converter may have to be removed for full performance gains, but then your car won’t meet emission norms. This modification will cost between Rs. 10,000 and Rs. 30,000.

Engine oil

If you plan to increase performance of your car, it will likely see a lot of high-rpm driving. In which case it would be better to switch to a synthetic engine oil instead of a mineral oil. This will allow for better lubrication and longer engine life. Synthetic oil will cost you about Rs. 900-Rs. 1000 a litre.

Tyres and wheels

One of the most important factors in extracting maximum performance from your car is to upgrade the tyres and wheels. Go in for low-rolling resistance tyres and light-weight alloy wheels. If possible you can widen the tyre size a little, but reduce the profile height accordingly. Also read:

Performance spark plugs

For constant high-rpm driving and better tolerance to heat build up, you will need to replace your spark plugs with performance plugs (iridium tipped plugs). These spark plugs will cost between Rs. 1000-Rs.4000 a set.

High-voltage plug wires

To ensure there is no loss of current it would help to upgrade the plug wires to a performance wiring set. This will ensure you get the best possible spark at all times, without misfiring. This will cost about Rs. 2,500-Rs.3000.

Suspension upgrade

The car’s suspension will need to be stiffened for performance driving. One of the easiest ways to do this is to install high-performance shock absorbers such as Bilstein or Koni kits that will add that extra stiffness to the suspension. These cost about Rs. 12,000-Rs.15,000 a piece.

Strut braces

To add more rigidity to a car’s body you will need to add strut braces. This is a bar that connects the two suspension struts across the top and prevents the car’s body from flexing (especially in monocoque designs), adding rigidity and giving better handling. This mod will cost about Rs. 5000-Rs.6000

Roll cage

Once you’ve got most of your performance upgrades done, it is a good idea to consider additional safety for your car. Installing a roll cage (like a rally car) will ensure that in the event of a crash you are more likely to step out unharmed. A roll-cage will cost about Rs. 50,000 and will require extensive body work (cutting and refitting of the body).

Performance brakes

Keeping safety in mind, another very important performance modification is the braking system. If you give your car 20% more power, you will need 20% more stopping power as well. You will need to upgrade the disc size and the brake pads and calipers. A brake upgrade can be expensive, with cost ranging from Rs. 8000-Rs.50,000.

Tuning chips

Diesel tuning boxes are now a common performance modification for diesel cars. There are tuning boxes available for petrol cars as well, which function in the same way. They “piggyback” with the car’s ECU and modify some engine parameters to fool the car’s ECU into injecting more fuel for a given rpm range. Tuning boxes cost between Rs. 20,000 to Rs. 35,000.

Clutch upgrade

If you plan to use your car for rallying, it would be a good idea to upgrade the clutch as well, as constant high-rpm driving will involve a lot of clutch wear. Upgrading the clutch, however, can affect day-to-day running of your car as it won’t be as smooth as you want it and will respond only to rough use. This will cost between Rs. 15,000 to Rs. 50,000 to upgrade.

Upgraded camshaft

The camshaft is what controls the opening and closing of the intake and exhaust valves in the car. Upgrading this to a performance (or high-lift) camshaft will allow the engine to breathe better and take in more fuel. However, day-to-day drivability will be affected. Camshaft kits from Piper etc, cost about Rs.30,000-Rs.45,000.

Polishing heads

Polishing the cylinder head will add a little more breathability to the engine as the ports for the intake and exhaust valves become bigger. This is not a task for the fainthearted, as it involves opening up the engine and refitting it. This will cost between Rs. 12,000-Rs.20,000 depending on the car.

Turbo-charging

Normal petrol cars can also be turbo-charged to make them even more powerful. Installing a turbo-charger would also mean changing the other parameters in the car. The cost of turbo-charging a car can vary between Rs.1 lakh to Rs. 2.5 lakh depending on the kind of turbocharger used.

RULES FOR USING NITROUS

2012-08-09T00:21:00.000-07:00

The Three Rules of using Nitrous.
1. Never spray more than 50% over your stock horsepower. (on a stock engine)
2. Always use Colder Spark plugs. (at least 1 stage colder for every 75 HP)
3. Always use a stronger fuel pump. (dont rely on the stock fuel pump)

1. Adequate fuel pressure and delivery are the key to successful nitrous systems. Be sure to use a high pressure fuel pump, don't rely on the stock fuel pump even if the instructions on the nitrous kit says its ok. There are many types of upgrade pumps that can be used on most efi cars. The easiest to work with are the in-line pumps. MSD makes a great pump for use with power adders and it sells for just around $130. The part number is (2225) MSD High pressure electric fuel pump, 43 GPH.

2. Fuel Quality is also very important. Be sure to use 92 octane pump gas whenever you use nitrous. If you are fine tuning your system, use a high quality octane booster like the kind made by NOS, Off road formula. It can boost your octane rating by up to 7 points!

3. Engine upgrades are not necessary for most low power nitrous systems. I suggest that you do not spray more than 50% over your stock horsepower.. IE: if your stock engine makes 100hp, then dont spray more than 50HP worth of nitrous. Be aware that if you have regular cast pistons (most stock engines do), then DO NOT plan to use more than 125 hp of nitrous (on a v8). If you risk using more, you can easily melt your pistons.

4. Spark plugs. DO NOT USE STOCK SPARK PLUGS WITH NITROUS! NGK sells really good spark plugs for almost any car in the world. They are the V-Racing series. I can get these spark plugs delivered to your door, just E-mail your vehicle information to me and I'll reply as fast as possible. I recomend using plugs with NON- PROJECTED NOSE, but if you cannot find those for your car, you can use the V-Racing plugs that are one heat range colder than stock for anything below 75 HP.

5. Timing should be retared at least +/- 1 degree for every 50 HP of nitrous used. If your vehicle is distributorless, and you want to spray more than 50 HP, then you can use an MSD DIGITAL ignition system that is specifically desinged for vehicles without distributors. For the rest of you, just adjust your distributor using a timing light from the auto parts store. Extra note: some low horsepower nitrous kits do not require any timing adjustments, but be aware that you must use the highest octane fuel possible.

6. Synthetic Oil is not required for use with nitrous. But I suggest that if you want to keep everything ultra lubricated while under the extra load while using nitrous... use MOBIL 1 full synthetic motor oil. Or if you dont like Mobil 1, then use whatever brand you want, as long as its full synthetic.

7. Manual Transmission cars should be aware of an issue concerning these kinds of trasmisions. The factory rev limiters in most modern cars cut the injector pulse rate when the redline is reached.. this can cause a lean condition while using nitrous. To avoid any potential problems, I suggest using an MSD Window switch along with an MSD ignition system. This device and be used to control exactly at what rpm the nitrous can spray, and at what rpm it will stop.. Hopefully you set it to stop BEFORE the factory rev limiter kicks in!

8. Automatic Transmission cars dont have any kind of limiter problems because on most modern cars the ECU will shift into the next gear before the limiter is hit. No Window switch is necessary as a safety precation, but you should be aware that nitrous shouldnt be applied before 2500 rpms. The solution to that problem is solved simply by adding a manual push-button activation switch inline with the WOT switch.. to spray the nitrous, two conditions must be met, the gas pedeal is at WOT, and the manual switch is enganged.

9. Relays should be used with any solenoids and fuel pumps that you install. Also, if you are adding a remote bottle opener and/or a bottle warmer, you should also use good relays for those. I have purchased some relays and harnesses at PEP BOYS for a fairly good price, and if they ever break, you can just walk in and buy a new one for cheap! Just ask for a fuel pump relay for a 1993 Ford Mustang, and you'll have exactly what you'll need for any nitrous electrical components.

a view about nitrous oxide

2012-07-14T22:00:00.000-07:00

Nitrous is often used as an abbreviation for nitrous oxide, also referred to as NOS. The term NOS is derived from the initials of the company name Nitrous Oxide Systems, one of the pioneering companies in the development of nitrous oxide injection systems for automotive performance use.

OVERVIEW OF NITROUS OXIDE

When nitrous oxide decomposes, a single mole will release 1/2 mole of oxygen gas, allowing an oxygen saturation of 33% to be reached. Air, which contains only 21% oxygen, permits a maximum saturation of only 21%. This oxygen combines with hydrocarbons such as gasoline, alcohol, and diesel fuel to produce carbon dioxide and water vapor, which expand and exert pressure on pistons.

Nitrous oxide is stored as a liquid in tanks, but because of its low boiling point it vaporizes easily when released to atmosphere. When injected into an inlet manifold, this characteristic causes a reduction in air/fuel charge temperature with an associated increase in density, thereby increasing the cylinder's volumetric efficiency.

When N2O breaks down in the engine's combustion phase, the oxygen atoms are freed from their bond to the nitrogen atoms in an exothermic reaction, contributing to the overall power increase.

Nitrous systems can increase power by as little as 0.5 hp (0.37 kW) or as much as 3,000 hp (2,200 kW), depending on the engine type and nitrous system type. In many applications torque gains are even greater as increased fuel is burnt at a lower rpm range and is what causes the significant improvement in acceleration. All systems are based on a single stage kit, but these kits can be used in multiples (called 2, 3 or even 4 stage). The most advanced systems are controlled by an electronic progressive delivery unit that allows a single kit to perform better than multiple kits can. Most Pro Mod and some Pro Street drag race cars use three stages for additional power, but more and more are switching to pulsed progressive technology. Progressive systems have the advantage of utilizing a larger amount of nitrous (and fuel) to produce even greater power increases as the additional power and torque is gradually introduced as opposed to being applied to the engine and transmission immediately, reducing the risk of mechanical stress and consequently damage.

Fans can easily identify nitrous-equipped cars at the track by the fact that most will "purge" the delivery system prior to reaching the starting line. A separate electrically operated valve is used to release air and gaseous nitrous oxide trapped in the delivery system. This brings liquid nitrous oxide all the way up through the plumbing from the storage tank to the solenoid valve or valves that will release it into the engine's intake tract. When the purge system is activated, one or more plumes of nitrous oxide will be visible for a moment as the liquid flashes to vapor as it is released. The purpose of a nitrous purge is to ensure that the correct amount of nitrous oxide is delivered the moment the system is activated as nitrous and fuel jets are sized to produce correct air / fuel ratios, and as liquid nitrous is denser than gaseous nitrous, any nitrous vapor in the lines will cause the car to "bog" for an instant (as the ratio of nitrous / fuel will be too rich) until liquid nitrous oxide reaches the intake.

TYPES OF NITROUS SYSTEM

There are two main categories of nitrous systems: dry & wet. A nitrous system is primarily concerned with introducing fuel and nitrous into the engine's cylinders, and combining them for more efficient combustion. There are 4 main sub types of wet system: single point, direct port, plate, and plenum bar all of which are just slightly different methods of discharging nitrous into the plenums of the intake manifold.

DRY

In a dry nitrous system, extra fuel required is introduced through the fuel injectors, keeping the manifold dry of fuel. This property is what gives the dry system its name. Fuel flow can be increased either by increasing the pressure in the fuel injection system, or by modifying the vehicle's computer to increase the time the fuel injectors remain open during the engine cycle. This is typically done by spraying nitrous past the mass airflow sensor (MAF), which then sends a signal to the vehicle's computer telling it that it sees colder denser air, and that more fuel is needed. This is typically not an exact method of adding fuel. Once additional fuel has been introduced, it can burn with the extra oxygen provided by the nitrous, providing additional power.

Dry nitrous systems rely on a single type nozzle that only sprays nitrous through it, not nitrous and fuel. These nitrous nozzles generally spray in a 90 degree pattern.

WET SINGLE POINT

A wet single-point nitrous system introduces the fuel and nitrous together, causing the upper intake manifold to become wet with fuel. In carbureted applications, this is typically accomplished with a spraybar plate mounted between the carburetor base and the intake manifold, while cars fitted with electronic fuel injection often use a plate mounted between the manifold and the base of the throttle body, or a single nozzle mounted in the intake tract. However, most makes of nitrous systems combined with unsuitable intake designs, often result in distribution problems and/or intake backfires. Dry-flow intakes are designed to contain only air, which will travel through smaller pipes and tighter turns with less pressure, whereas wet-flow intakes are designed to contain a mixture of fuel and air. Wet nitrous systems tend to produce more power than dry systems, but in some cases can be more expensive and difficult to install.

A wet nozzle differs in the way that it takes in both nitrous and fuel which are metered by jets to create a perfect or proper air-fuel ratio (AFR). Proper atomisation of the fuel and nitrous will ensure consistent power gains.

WET DIRECT PORTA wet direct port nitrous system introduces nitrous and fuel directly into each intake port on the engine. These systems are also known as direct port nitrous systems. Normally, these systems combine nitrous and fuel through several nozzles similar in design to a wet single-point nozzle, which mixes and meters the nitrous and fuel delivered to each cylinder individually, allowing each cylinder's nitrous/fuel ratio to be adjusted without affecting the other cylinders. Note that there are still several ways to introduce nitrous through a direct port system. There are several different types of nozzles and placements ranging from fogger nozzles that requires one to drill and tap the manifold, to specialty direct port E.F.I. nozzles that fit into the fuel injector ports along with the fuel injectors.

A multi-point system is the most powerful type of nitrous system, due to the placement of the nozzle in each runner, as well as the ability to use more and higher capacity solenoid valves. Wet multi-point kits can go as high as 3,000 horsepower (2,400 kW) with only one stage, but most produce less than half that amount with two, three or even four stages.[citation needed] These systems are also the most complex and expensive systems, requiring significant modification to the engine, including adding distribution blocks and solenoid assemblies, as well as drilling, tapping and constructing plumbing for each cylinder runner. These systems are most often used on racing vehicles specially built to take the strain of such high power levels. Many high-horsepower race applications will use more than one nozzle per cylinder, plumbed in stages to allow greater control of how much power is delivered with each stage. A two-stage system will actually allow three different levels of additional horsepower; for example, a small first stage can be used in first gear to prevent excessive wheelspin, then turned off in favor of a larger second stage once the car is moving. In top gear, both stages can be activated at the same time for maximum horsepower. A more recent improvement on the staged concept from WON is the progressive delivery system, which allows a simpler single stage system to act even better than multiple stages, delivering a smoothly progressive increase in power which is adjustable to suit the user requirements.

PLENUM BAR

Another type of system is called a plenum bar system. These are spraybars that are installed inside of the plenums of the intake manifold. Plenum bar systems are usually used in conjunction with direct port systems in multi-stage nitrous systems.

PROPANE OR CNG

It is possible to combine the use of nitrous with a gaseous fuel such as propane or compressed natural gas. This has the advantage of being a dry system and yet still maintaining proper air/fuel mixture. Such a system requires exact choice of jet sizes and gas pressure regulation to provide a consistent pressure to the jets. Other advantages include better air/fuel mixing and distribution and less risk of knocking due to the increased octane of propane and CNG.

NOTE:

2012-07-10T10:33:00.003-07:00

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A FEEDBACK ABOUT FORD --PART-A

2012-07-10T10:25:00.001-07:00

FIRST GENERATION(1976-1983)

Mechanically, the Ford Fiesta followed tradition, with an end-on four-speed manual transmission mounted to a new version of the Ford Kent OHV engine, dubbed "Valencia" after the brand new Spanish factory in Almussafes, Valencia, developed especially to produce the new car. Ford's plants in Dagenham, England, and Saarlouis and Cologne (from 1979) in Germany, also manufactured Fiestas. To cut costs and speed up the research and development, many modified Kent engines destined for the Fiesta were tested in Fiat 127s – at the time considered the benchmark car in the class, with which the Fiesta shares styling similarities. This also allowed covert road testing across Europe.

Although not the first Ford vehicle to feature front-wheel drive (the 1960s Taunus produced by Ford of Germany laid claim to that title), the Fiesta is widely credited as being Ford's first globally successful front-wheel-drive model. UK sales began in January 1977, where it was available from £1,856 for the basic 950 cc-engined model.
It was only the second hatchback mini-car to have been built in the UK at this stage, being launched a year after the Vauxhall Chevette, but a year before the Chrysler Sunbeam and four years before the Austin Metro. The millionth Fiesta was produced on 9 January 1979.

The car was available in Europe with a 957 cc (58.4 cu in) I4 (high compression and low compression options), either a 1.1 L and 1.3 L OHV petrol engines and in Base, Popular, L, GL (1978 onward), Ghia and S trim, as well as a van. The U.S. Mark I Fiesta was built in Cologne, Germany but to slightly different specifications; U.S. models were Base, Decor, Sport, and Ghia, the Ghia having the highest level of trim.These trim levels changed very little in the Fiesta's three-year run in the USA, from 1978 to 1980. All U.S. models featured the more powerful 1.6 L (98 cu in) engine (this engine was a mixture of two different Kent variants – the Valencia block combined with the older Crossflow cylinder head, fitted with a catalytic converter and air pump to satisfy strict Californian emission regulations), energy-absorbing bumpers, side-marker lamps, round sealed-beam headlamps, improved crash dynamics and fuel system integrity as well as optional air conditioning (a/c was not available in Europe). In the U.S. market, the Ford Escort replaced both the Fiesta and the compact Pinto in 1981.

At the beginning of the British government's Motability scheme for disabled motorists in 1978, the Fiesta was one of the key cars to be available on the scheme.
A sporting derivative (1.3 L Supersport) was offered in Europe in 1980, effectively to test the market for the similar XR2 introduced one year later, which featured a 1.6 L version of the same engine. Black plastic trim was added to the exterior and interior. The small square headlights were replaced with larger circular ones resulting in the front indicators being moved into the bumper to accommodate the change. With a quoted performance of 0–60 mph (0–97 km/h) in 9.3 seconds and 105 mph (169 km/h) top speed, the XR2 hot hatch became a cult car beloved of boy racers throughout the 1980s.

For the 1979 auto show season, Ford in conjunction with its Ghia Operations in Turin, Italy, produced the Ford Fiesta Tuareg off-road car. It was touted in press materials as "a concept vehicle designed and equipped for practical, off-road recreational use."
Minor revisions appeared across the range in late 1981, with larger bumpers to meet crash worthiness regulations and other small improvements in a bid to maintain showroom appeal ahead of the forthcoming second generation.

In 1978, the Fiesta overtook the Vauxhall Chevette as Britain's best-selling supermini, but in 1981 it was knocked off the top spot by British Leyland's Austin Metro and was still in second place at the end of 1982.
First generation specifications Engine type(s)    Inline-4: Petrol, Ford Kent/Valencia OHV
Capacity    957–1,597 cc (58.4–97.5 cu in)
Power    40–84 bhp (30–63 kW)
Max. speed    85–106 mph (137–171 km/h)
Acceleration    0–60 mph (97 km/h): 10.1–17.6 seconds

SECOND GENERATION(1983-1989)

The Fiesta Mark II appeared towards the end of summer 1983 with a revised front end and interior, and a bootlid mirroring the swage lines from the sides of the car. The 1.3 L OHV engine was dropped, being replaced in 1984 by a CVH powerplant of similar capacity, itself superseded by the lean burn 1.4 L two years later. 957 and 1,117 cc engines continued with only slight alterations and for the first time a Fiesta diesel was produced with a 1600 cc engine adapted from the Escort.

The new CTX continuously variable transmission, also fitted in the Fiat Uno, eventually appeared early in 1987 on 1.1 L models only. This gearbox provided a quick and economic driving experience, despite the resemblance of the sensation of the continuously variable transmission to that of a slipping clutch.

The second generation Fiesta featured a different dashboard on the lower-series trim levels compared to the more expensive variants.
1984 Ford Fiesta XR2.

The XR2 model was thoroughly updated with a larger bodykit. It also featured a 96 bhp (72 kW) 1.6 L CVH engine as previously seen in the Ford Escort XR3, and five-speed gearbox (also standard on the 1.3 L CVH models). The engine was replaced by a lean-burn variant in 1986 which featured a revised cylinder head and carburettor; it was significantly cleaner from an environmental viewpoint but was slightly less powerful as a result (95 bhp/71 kW).

A truly "hot" Fiesta was never produced by the factory to avoid impacting on sales of performance Ford Escort variants but many aftermarket conversions were available, the best-known being that by the English firm Turbo Technics boosting power to a well documented 125 bhp (93 kW), which easily outclassed its "standard" rivals. Ford appreciated the high quality of this conversion and was keen to look after its customers: the installation was undertaken by approved fitting centres and all the warranties remained valid after.

The face-lifted, facing competition from the Vauxhall Nova and Austin Metro, was one of the UK's top supermini. In its best-ever year, 1987, over 150,000 Fiesta models were sold in the UK,[2] though it missed out on first place in the sales charts to the Ford Escort.

The second generation Fiesta lives on as the donor vehicle for Quantum Sports Cars' 2+2 convertible with several hundred manufactured at the factory in Stourbridge before production moved to Kingsbridge.

Second generation specifications

Engine type(s)     Inline-4: Petrol, Ford Kent/ValenciaOHV, Ford CVH, and Diesel
Capacity     957–1,608 cc (58.4–98.1 cu in)
Power     45–96 bhp (34–72 kW)
Max. speed     88–101 mph (142–163 km/h)
Acceleration     0–60 mph (97 km/h) 8.7–19.0 seconds

a review about HONDA CITY

2012-07-06T22:22:00.000-07:00

The first generation Honda City was a subcompact car manufactured by the Japanese manufacturer Honda from 1981. Originally made for the Japanese, European and Australasian markets, the City was retired in 1994 after the second generation.

The nameplate was revived in 1996 for use on a series of compact four-door sedans aimed primarily at developing markets, first mainly sold in Asia outside of Japan but later also in Latin America and Australia. From 2002 to 2008, the City was also sold as the Honda Fit Aria in Japan. It is a subcompact sedan built on Honda's Global Small Car platform, which it shares with theFit/Jazz (a five-door hatchback), the Airwave/Partner (a wagon/panel van version of the Fit Aria/City), the Mobilio, and the Mobilio Spike—all of which share the location of the fuel tank under the front seats rather than rear seats. By mid-2009, cumulative sales of the City has exceeded 1.2 million units in over 45 countries around the world since the nameplate was revived in 1996.

In 2011, the City is also sold as Honda Ballade in South Africa.

FIRST GENRATION(1981-1986)

The first Honda City (AA for sedans, VF for vans and FA for the wider Turbo II and Cabriolets) was introduced in November 1981 with the innovative "Tallboy" design; of unusual height it enabled four adults to fit comfortably in the very short City (under 3.4 m/11.2 ft). Produced as a 3-door hatchback in a variety of trim levels, the City was also available together with theMotocompo, a special 50cc 'foldaway' scooter designed to fit in the City's small luggage area. At the time of its introduction, it was Honda's smallest car, while not being in compliance with Japanese Government kei regulations. It was longer than the Honda N360 by 383 millimetres (15.1 in), but shorter than the Honda Civic first generation by 171 millimetres (6.7 in).

Honda City Cabriolet

The Honda City Turbo was introduced in September of 1982. It was powered by aturbocharged version of the 1231 cc Honda ER engine. A Pininfarina designed drop-top Cabriolet utilized the wider fenders and bigger bumpers of the Turbo II "Bulldog", but was only normally available with the naturally aspirated 67 PS (49 kW) engine. There was also a Pro-series of van versions with either two or four seats. A high-roof "R Manhattan Roof" version with a 10 cm taller roof also appeared.

Exports of the City were primarily to Europe (where it was renamed Honda Jazz, due to Opel having trademarked the City name), Australia (in two-seater 'van' form, to circumvent Australian import restrictions on passenger vehicles at the time) and New Zealand (where it was locally assembled). Production ended in late 1986 with the introduction of the GA type City.

SECOND GENERATION(1986-1994)

Honda replaced the original City series AA in November 1986 with this generation (designated GA1), and again with an update in 1989 (GA2). This model was produced until 1994. The Fit name also first appeared as a trim variant of the City. There was no convertible model, with both the convertible and Turbo models of the previous generation continuing on sale for a little while. In most markets aside from Japan, the City's market position was left open until filled by the Honda Logo in 1999.

October 31, 1986 the second City was introduced with the slogan "City of talent." in Japan, and was available at Honda Clio dealerships. The Honda Clio dealership chain was being positioned as Honda's purveyor of luxuriously equipped vehicles like theHonda Legend, the Honda Concerto, and the Honda Accord, and this generation City enabeled Clio locations to sell economically priced vehicles normally found at Honda Primo.

In this remodel, there are major changes in the appearance of the vehicle Honda called "Crouching form", which consisted of a low and wide design that contributed to lighter vehicle weight (basic grade 680 kg) combined with improvements in driving performance. The styling reflects a corporate decision to enact a shared appearance with the first generation Honda Today kei car, the internationally strong seller, third generation subcompact Honda Civic, and the third generation compact Honda Accord AeroDeck. This generation shared its exterior dimensions and engine size almost exactly with the first generation Civic. The Honda CR-X was the only three-door hatchback that adopted a fastback, sloping rear hatch, similar to theHonda Verno products during the mid-1980s.

The engine configuration introduced the Honda D series, in the form of the type D12A, a 1.2 L SOHC straight-four 16-valve unit (1986, first as a mechanism for domestic vehicles) only available with a single carburetor, and basic level of equipment. The difference between the "GG" / "EE" / "BB" were just in the level of equipment. Power is 76 PS (56 kW) at 6,500 rpm. A five-speed manual or a four-speed automatic transmission were optional.

In October 1988 the main engine was changed to 1.3 L I4 SOHC type D13C. At this time, in addition to the traditional single carburetor, and introduced Honda's PGM-FI fuel injection. Single carburetor specification, the 1.2 L "BE" the other 1.3 L "CE" / "CG" is set, PGM-FI, spec, "CR-i" / "CZ-i" and consists of two trim packages.

The "CE" grade equipment with enhanced savings "CE Fit", PGM-FI specification is "CR-i" based only high-grade "CR-i Limited" was introduced, the late "CZ-i" is defined as the minor trim package. The word "Fit" appears as a trim package on the base grade "CE".

At the end of this generation, by grade consolidation, "Fit" is used for all single carburetor vehicles. The trim package "Fit" later became the model name of the successor of the Honda Logo which replaced this car.

The second generation was discontinued in 1993. The name "City" was retired at the end of this series' conclusion of production. The replacement vehicles introduced in 1996 on the GA base were renamed "Honda Logo" (three-door hatchback, GA3/5 series), and the Honda Capa with five-door hatchback bodywork.

THIRD GENERATION(1996-2002)

The third generation Honda City, codenamed SX8 but with chassis codes 3A2 (1.3) and 3A3 (1.5), was based on the EF Civicplatform. It was designed for and sold in the South East Asian market only, launch with slogan "Smart for the new generation" in 1.3-liter version launch, 1.5-liter version are launch with "Top-in-class smart" slogan . First production began in an all-new plant inAyutthaya, Thailand, in April 1996. From the beginning, these Thai Citys had more than 70% local content. The bumpers were constructed in three separate pieces to allow for easier shipping from Japan. There were originally a lower grade LXi and a higher-spec EXi available. This generation vehicle was sold in Japan alongside the Honda Domani at Honda Clio dealerships in Japan.

This City is still a subcompact slotting beneath the Honda Civic, but a four-door sedan model instead for developing markets in Asia, and was built in Pakistan, Thailand, Malaysia, Indonesia, Philippines and India. A revised, face-lifted third-generation City was released in 2000, called the "City type Z" in some markets. By 2001 a model powered by Honda's 1.5 L VTEC engines (VTi) appeared, featuring a rear-stabilizer for better handling. The facelift model received new front- and taillights, as well as one-piece bumpers.

The third generation city had fuel-injected SOHC 16-valve D-series engines, namely variations of the D13B and D15B. The original 1.3 L (1,343 cc) D13B produced 95 PS (70 kW) at 6,400 rpm for a claimed top speed of 171 km/h (106 mph) and 0–100 km/h in 11.3 seconds. This was later complemented by the 1.5-litre D15B, which was reduced in power for the Asian markets where the car was sold. The D15B engine also arrived in a version featuring VTEC, with an output of 115 PS (85 kW). The VTEC-engined City has a 0–100 km/h time of around 10 seconds.

Rear view of pre-facelift City EX
(note three-piece bumpers)

In many of its intended markets it was one of few sub-compacts with a fully independent rear suspension that was dropped in the later models due to its high cost.

FOURTH GENERATION(2008-PRESENT)

The fourth generation City made its world debut at the Thailand International Motor Expo in November 2002. It was now offered as a four-wheel drive version. It was imported from Thailand and launched as Fit Aria in Japan domestic market from December 20, 2002. The word "aria" is a type of expressive melody, usually heard in opera. Honda chose the word, continuing its musical naming tradition used with the Honda Prelude, the Honda Accord, the Honda Ballade, the Honda Quintet, and the Honda Concerto. In the People's Republic of China, the model was named Fit Saloon and was sold from September 2003 to the December 2008.

The Honda City was initially launched with a twin-spark, lean burn ‘i-DSI’ engine producing 88ps that was primarily designed to provide outstanding fuel economy. The VTEC version of the Honda city is launched later. The VTEC trim of the Honda city is offered with 15-inch alloy wheels compared to the 14-inch offered in the i-DSI. The rear brakes are solid discs instead of drums in the i-DSI.

In September 2005, a face-lifted version of the City was launched in Thailand, Malaysia in October 2005, and Indonesia in November 2005; it is known as the City ZX in Thailand, India, the New City in Indonesia and Malaysia, and City in Singapore and Pakistan. The most significant changes are a new exterior (new front grille, new headlamps, new fog lights, new taillights and bumpers). The front end has been extended forward by 65 mm (2.6 in) while the rear has been extended by 15 mm (0.6 in). The side mirror is electronically foldable. Both the i-DSI and VTEC trim levels have 15-inch (380 mm) alloy wheels as standard equipment. Interior changes are minor but it does include an armrest for the driver and additional map lights. The interior colour tone of the VTEC variant is now black.

The L-series engine remained but the intake manifold has been repositioned, resulting in a 10% temperature drop in the intake air temperature, the suspension has been upgraded as well.

rear view

Honda City in India, Thailand, Indonesia, Philippines, Pakistan, Singapore and Malaysia uses the CVT gearbox for both i-DSI and VTEC variants. The CVT gearbox simulates a 7-Speed automatic transmission with Tiptronic style override using paddle shift buttons.

This model also saw limited availability in certain right-handed traffic markets outside Asia such as Egypt.

The fourth generation was resurrected in China as the Everus S1, a new budget car brand for previous Honda models.

FIFTH GENERATION()

The fifth generation Honda City was unveiled in Bangkok, Thailand in September 2008 followed by launches in India, Pakistan, Malaysia, Indonesia, Philippines, Singapore and China (Guangzhou Honda) in the following months. It is manufactured in number of locations including Thailand, Pakistan and Brazil.

Depending on market conditions, the City is available in a range if engine and specification levels. Generally in Aisan markets the City comes in three variants – S, V and SV models. In some markets the V and SV is replaced by the E. For South America the range includes the DX, LX, EX, and EXL models.

The range of four-cylinder engines include a 1.3 producing 73 kW (98 hp) at 6,000 rpm, a 1.5 engine putting out 120 PS (88 kW), and both are available in manual and automatic transmissions (indonesia), a 1.8-liter R18A engine (China)

In South America the range is offered with the i-VTEC 1.5-liter flex-fuel engine that is shared with the Brazilian Honda Fit. The power output is 115 hp with petrol and 116 hp using ethanol. Manual and automatic gearboxes are available.

The City was briefly offered in selected European countries including Poland with a 1.4-litre i-VTEC engine mated to either a 5-speed manual or a 6-speed i-SHIFT automated manual transmission.

Honda City Rear

Since it was launched in India in November 2008, the City became the best-selling model of the company in the country, with sales volume even surpassing that of Thailand, previously the best selling market for the City. The Honda City has been the leader in the premium mid-sized sedan segment for a decade, with 35% market share in 2010.

In February 2009, Honda Australia have released the Thai-made City into the Australian market in two 1.5-litre variants (VTi and VTi-L). According to Honda Australia's boss, Yasuhide Mizuno, the City will compete with other light sedans such as the Japanese built Toyota Yaris, the Korean-made Holden Barina and the Nissan Tiida (also Thai). This will be the first City released in Australia since the 1980s. It replaces the formerly smaller-sized Civics.

The City was launched in 2011 in South Africa as the Ballade, to fit below the Civic and above the Jazz (Fit) sold there.

[edit]

In September 2011, Honda Automobile (Thailand) Ltd revealed the revamped Honda City, with new front grille design, new front and rear bumpers, new taillamps design, new alloy wheels, eco driving indicator and dual front airbags to every model. The revised model was launched in India in December 2011 including five variants - Corporate, E, S, V and V (Sunroof) - and increased ground clearance to 165mm (previously 160mm) and also length increased by 20mm.

Honda Siel Cars India the Indian subsidiary of Honda Motors has launched the facelifted Honda City 2012 in India. The newHonda City 2012 is launched in India in seven variants. All variants are powered by the same 1.5 litre i-VTEC petrol engine which delivers 118PS of power with 146Nm of maximum torque. Also, the company is planning to launch the Honda City diesel variants in the local market, which is expected to be launched by the end of year 2012. Here is the list of Honda City petrol models with their respective features.

Honda City Corporate MT	This is the base variant of Honda City comes with basic features like fabric black seat upholstery, fuel consumption display, steel wheels, power windows etc. It is as safe as other higher-end City sedan variants with dual front SRS airbags, ABS-EBD and G-CON.
Honda City E MT	This variant has got beige seat fabric, silver center AC knob, integrated audio system along with front speakers, speed volume compensation, aluminum finish central console panel, steel wheels etc.
Honda City S MT	The S variant of City sedan has got some extra add-on features unlike the base and E variant. The variant gets 5 spoke alloy wheels, chrome centre AC knob, silver finish steering panel with mounted audio controls, wireless audio remote control, rear speakers, driver seat height adjuster, chrome plated hand brake knob, keyless entry with answer back etc.
Honda City V MT	This trim of New Honda City comes featured with 10 spoke alloy wheels, front fog lamps, ORVM with turn indicators, exhaust pipe finisher, cruise control, tweeters, front seat back pockets, silver door switch panel, chrome inside door handle etc.
Honda City V AT	It carries the same specification and features like V MT variant except the automatic transmission integration. The AT variant gets some extra weight and delivers lower mileage than the MT variant.

Honda Atlas (Pakistan) resumed the production of Honda City on May 1, 2012 after it was halted due to supply cahin disruption caused by massive flooding in Thailand. This resumption of production is marked by Honda as it comes with the range of facelifted Honda City under the banner of Honda City Aspire.

In July 2009, the City was for the first time to be built and marketed (in large numbers) outside Asia, with production commenced in Sumaré, Brazil. The car was first available for sale in the Brazilian market, with exports to Mexico and other markets in Latin America from September 2009.

Since March 2011, with the opening of a new factory, the Honda City began to be manufactured in Argentina.It is the first car built by Honda in Argentina (and the first Japanese passenger car made in Argentina) and will be exported to all the countries in South America alongside with the Citys built in the Brazilian Sumaré plant.

REVIEW-HONDA CR-V

2012-07-04T00:41:00.001-07:00

The Honda CR-V is a compact SUV (now called crossover in North America), manufactured since 1995 by Honda. It was loosely derived from the Honda Civic to satisfy a public demand for a sport-utility vehicle from Honda. There are discrepancies as to what "CR-V" stands for, Honda sales literature in UK reportedly made references to "Compact Recreational Vehicle", other Honda references (including the official Honda Japan CR-V Fact Book[1] and Honda Worldwide[2]) cite "Comfortable Runabout Vehicle". It is produced in both four-wheel drive and front-wheel drive, with availability differing by market.

Honda produces the CR-V in Japan and the United Kingdom for worldwide markets, and as of 2007, North American CR-Vs are produced in East Liberty, Ohio. The CR-V is produced in Wuhan for the Chinese market by the Dongfeng Honda Automobile Company, a joint venture with Dongfeng Motor Corporation. Starting in fall 2007, North American CR-Vs will also be produced in Jalisco, Mexico in addition to Britain, Japan and the US due to high demand. Honda executives considered making the CR-V as one of the first vehicles to be produced at Honda's new facility currently finishing construction in Greensburg, Indiana that opened in fall 2008; however, the facility will initially exclusively produce the Civic, which may free up space in East Liberty for CR-V production from the 2009 model year onward. Elsewhere, the CR-V is Honda's smallest SUV other than the related Element sold in Canada and the United States, and the HR-V sold in Europe. In size, the CR-V slots between the Element and Pilot, but due to the Element's discontinuation during the 2011 model year, the CR-V has once again became Honda's entry-level SUV.

FIRST GENERATION(1995-2001)

Introduced in Japan in 1995, the CR-V was Honda's first in-house designed SUV. The CR-V was introduced in Japan at Honda Verno dealerships only. For North American market, it was displayed at the 1996 Chicago Auto Show and went on sale in February 1997.

Upon introduction, the model had only one trim level, which would later be known as the LX model trim; it was powered by the 2.0 L straight-four B20B producing 128 hp (95 kW) and 133 lb·ft (180 N·m) of torque. Outer dimensions for this engine would be identical to the Integra's 1.8 L engine, but internally the engine had a larger 84 mm (3.3 in) bore to add the extra displacement needed to produce more torque. The engine utilized a one-piece cylinder sleeve construction unique from any other B-series engine due to overlapping combustion chambers. The chassis was a unibody design with a four-wheel double wishbone suspension. Inside, the rear seats were able to fold down, and a picnic table was stowed in the rear floor area. A common external trait that was visible with this generation was plastic cladding covering the front bumper, rear bumper, and fender wells. In most countries, CR-Vs had a chrome grille; however, in the US, the grille was made out of the same black plastic as the bumpers. A major difference between the LX and EX trims was that the EX had anti-lock brakes and 15 inch alloy wheels while the LX did not. Drivetrain options were: front-wheel drive or Honda's Real Time 4WD. The B20B engine did 0-60 mph in 10.2 seconds. Whereas the updated B20Z fired off the line and went to 60 mph (97 km/h) at 8.4 seconds if a professional driver is used, top speed was limited to 120 mph (190 km/h).
Real time four-wheel drive system

Honda's Real Time 4WD system on the CR-V utilizes a dual hydraulic pump center/rear differential and 4WD transfer case. The dual pump system employs two pumps, one driven by the drive shaft from the transfer case at the front of the vehicle, and the other driven by the rear differential. When there is a pressure difference of greater than 3% between these two pumps, a clutch that connects the front and rear axles begins to engage. The greater the difference in axle speeds, the more torque is applied to the rear. This system would most accurately be called "automatically engaged four wheel drive,"[according to whom?] because the driver has no control over when the system engages. To allow the ABS braking system to function properly, the 4WD clutch will disengage if the brakes are applied. The B20Z engine sends 52% of the torque to the rear wheels or whichever wheel has the most traction.

Later model CR-Vs equipped with automatic transmissions also have a lockup torque converter and Grade Logic program which aids the CR-V when climbing steep inclines by keeping the transmission in the lower gear. The 2007+ 4WD system was improved and sends an additional 20% more torque to the rear tires than earlier models.

When driven off-road, CR-Vs with the 4WD system are typically used for Green Laning or "two-tracking".[citation needed] Also the CR-V had 8.9 inches (230 mm) of ground clearance.
Facelift

Although the body style remained the same as the first generation, an update was made from 1999 to 2001 in response to criticism that the original engine lacked enough power for a vehicle of its weight – 3,200 lb (1,500 kg). The engine was changed to the 2.0 L B20Z engine, producing 147 hp (110 kW) at 6,200 rpm and 133 lb·ft (180 N·m) at 4,500 rpm of torque. Fuel economy of 23 mpg-US (10 L/100 km; 28 mpg-imp) city/28 mpg-US (8.4 L/100 km; 34 mpg-imp) highway (US) and price were not affected by the increase in power, which was the result of a higher compression ratio (9.6:1 compared to the B20B's 8.8:1), a new intake manifold, and slightly higher lift on the intake valves.
Safety

The 1996–2001 model tested by the Insurance Institute for Highway Safety (IIHS) was the LX model with standard driver and passenger airbags. Even though the car's structure received an acceptable rating, the overall car received a marginal rating as the dummy's left leg would have been broken. Its head went through the airbag which would have caused a minor concussion. The chest was well protected.
Facelift Honda CR-V, Australia
Facelift Honda CR-V Sport, Australia

Models equipped with an automatic transmission now had an overdrive cancel button that allowed the driver to lock the transmission in the first three gears to provide power for passing and climbing grades. The pattern of the cloth on the seats was also redesigned, and the head restrains earned an acceptable rating from the IIHS for whiplash protection.

The 1999 European, Australian, and Asian CR-V models featured more drastic changes. Exterior alterations included a new front bumper, smoothed off rear bumper, and a smaller plastic radio antenna on the rear of the roof. "Nighthawk Black" was added to the list of paint choices, while "Passion Orange" disappeared. New dark blue pearl and red pearl shades replaced the former solid red and metallic blue hues. European models received an enlarged Honda emblem on the front grille, and a new metallic yellow paint in certain markets.

In 2000, a Special Edition model was introduced in North America. The SE featured body-colored bumpers and side moldings, a body-colored hard spare tire cover, leather upholstery, CD/cassette audio deck, rear privacy glass, a Navtech navigation system, and chrome grille accent. Until 2001, the CR-V sold more than any other vehicle in its class. The North American models also received new exterior colors including Naples Gold Metallic and Taffeta White. Electron Blue was introduced in 2000 to replace Submarine Blue Pearl, while Satin Silver Metallic replaced Sebring Silver Metallic in 2001. However, that year, sales of the Ford Escape and its clone, the Mazda Tribute, surpassed those of the CR-V.

The Australian higher specification model was called the 'Sport'. It was added at the time of the first facelift and included body-colored bumpers, mirrors, door handles, and hard rear spare wheel cover. It also included alloy wheels, roof rails, and a large glass sunroof. The CR-V became the country's best-selling SUV in 2000, outselling the Toyota LandCruiser for the very first time.

SECOND GENERATION(2002-2006)

The bigger and heavier[3] second generation CR-V(Chassis Code RD4-RD7) was a full redesign, based on the seventh generation Civic, and powered by the K24A1 engine. North American versions of the new engine produced 160 hp (120 kW) and 162 lb·ft (220 N·m) of torque. Per new SAE regulations, the same engine is now rated at 156 hp (116 kW) and 160 lb·ft (220 N·m). Despite the power increase, the new CR-V retained the fuel economy of the previous model, thanks in part to the engine's i-VTEC system. The newly developed chassis had increased torsional and bending rigidity, while the new suspension possessed front toe control link MacPherson struts and a rear reactive-link double wishbone; the compact rear suspension increased cargo space to 72 cu ft (2,000 l). The second generation CR-V was Car and Driver magazine's Best Small SUV for 2002 and 2003. Second generation CR-Vs in countries outside of North America were again offered in both 'low specification' and 'high specification' variants, with the latter featuring body-colored bumpers and fittings. It also now did not require the glass hatch to be opened before the swinging door. Changes between model years 2002, 2003, and 2004 were very minor. The success of the CR-V prompted Honda to introduce an entry-level SUV, the Element.

It is reported that in late 2003, Honda took legal action against Shuanghuan of China accusing its Laibao SRV of copying the CR-V's exterior design.

Facelift

Facelift Honda CR-V (Philippines).

In 2005, the CR-V received a mid-cycle refresh. The 2005 CR-V was now equipped with 16 inch wheels, the earlier models had 15 inch wheels. Visual changes included new taillights and headlights with clear indicators. The new headlights now have two separate H1 bulbs for low beams and high beams, the previous setup used H4 single bulb for both low and high beams. The taillights now used clear lenses instead of amber for the turning indicators. The grille was also changed; it had two horizontal bars instead of one. The front bumper design was slightly changed, it now has round fog lights compared to the previous rectangle fog lights and in addition to the lower grill there are two horizontal bars instead of one. The rear bumper reflectors were longer and narrower.

Facelift Honda CR-V (US)

On the inside of the car, the EX trim received upgrades which included steering wheel-mounted audio controls and an outside temperature monitor. The stereo system was also XM Satellite Radio ready (USA but not Canada). All CR-V models also had revised rear seat headrests, which had been redesigned to reduce rear view blockage.

Mechanically, the 2005 model was also changed. A major change included a drive-by-wire throttle for all CR-Vs. The all-wheel drive system was improved; it had been tuned to activate faster in low traction situations. US market models were equipped with a five-speed automatic, as opposed to the previous four-speed automatic.

In the United States and Canada, all 2005 and later CR-Vs have ABS, Electronic brake force distribution, front seat-mounted side airbags, and side-curtain airbags with rollover sensors for all occupants. Also, Traction Control and Vehicle Stability Assist were added as standard equipment on all trim levels for increased rollover protection.

In Australia, the MY05 facelift went on sale in late 2004. Base models made do with only dual airbags and ABS as standard equipment, while the Sport came equipped with side airbags for the first time. Curtain airbags were unavailable on any model, until the next generation.

Following the tradition of adding a trim level above the EX during the refresh like the first generation CR-V, Honda added the SE trim level for the 2005 CR-V. The CR-V SE had painted bumpers, body side molding, and spare tire cover. For a more luxurious experience, Honda added a leather interior, leather-wrapped steering wheel, and heated side mirrors and front seats. The SE also included a hard body-colored cover for the spare tire on the back.

THIRD GENRATION(2007-2011)

A redesigned CR-V was launched for the 2007 model year. The third generation CR-V is powered by the latest version of Honda's standard K-series 2.4 L inline-four engine, similar variants of which can also be found in the current-generation Honda Accord and Honda Element. In North American markets, this engine's power is rated at 166 hp (124 kW) at 5,800 rpm and 161 lb·ft (218 N·m) at 4,200 rpm. A 2.2 L i-CTDI diesel engine is offered in the European and Asian markets. The European market CR-V offers a new R20A 2.0 L petrol engine, based on the Honda R-series i-VTEC SOHC engine found in the Honda Civic, as opposed to the previous CR-V offering the K20A. Since the introduction of a newer, five-speed automatic transmission, which sports a higher MPG rating and smoother shifting, the manual transmission has been dropped from the US market. Fuel economy ratings from the EPA are 20 mpg-US (12 L/100 km; 24 mpg-imp) city, 26 mpg-US (9.0 L/100 km; 31 mpg-imp) highway. Consumer Reports rates fuel economy as 19 mpg-US (12 L/100 km; 23 mpg-imp) city, 29 mpg-US (8.1 L/100 km; 35 mpg-imp) highway.
Pre-facelift Honda CR-V Luxury, Australia

Unlike previous models, the 2007 CR-V features a rear liftgate and no longer has the spare wheel attached to the back door. The new CR-V is lower, wider, and shorter than the previous models; the length decrease is attributed mostly to the fact that the spare wheel no longer adds length to the back of the vehicle. A lowering of the center of gravity is another benefit of the spare wheel being located underneath the rear cargo area. A feature unique amongst SUVs is the center rear seat pass-through.

Honda is also offering an integrated Navigation option on the EX-L model. The navigation unit is made for Honda by Alpine and includes voice activated control, XM radio (in the USA and Canada), in dash CD player that can play MP3 and WMA media. It also has a six-disc CD changer in the center console and a PC Card (PCMCIA) slot in the Nav unit for flash memory MP3 or WMA files. A second CD player is behind the navigation screen, this CD player plays MP3/WMA cds. A rear backup camera is also included.[6]

An iPod adapter was to be an available option on US models, but is currently only available as an add-on accessory. All CR-V models still have the auxiliary audio input jack, which is either on the head unit itself (LX), on the central tray (EX), or inside the center console (all versions of the EX-L, with or without navigation).

For 2007, Honda CR-V became one of the ten best selling vehicles of the year, outselling competitors like RAV4, Escape and Tahoe by tens of thousands. It even overtook Ford Explorer, which had held the title for fifteen years (1991–2006), to be the number-one selling SUV in the US. To meet the high demand, Honda shifted some Civic production from East Liberty, Ohio to Alliston Plant #2, Ontario[9] (where some Pilot, Ridgeline, and Odyssey production was located until production was consolidated at Honda's Lincoln, Alabama facility) to free up space for additional CR-V production. Currently, the East Liberty plant is building 400+ CR-V models a day for the Canadian and US markets. US market CR-V models are imported primarily from Sayama, Saitama, Japan and El Salto, Jalisco, Mexico in increasing numbers. In 2008, CR-V continued to be top ten bestseller and best selling SUV of the year in the U.S.Since its introduction in 1997, there were more than 215,000 CR-V sold in Canada.
Chassis code: RE1 (2WD), RE2 (4WD), RE3 (2WD), RE4 (4WD) RE5 (4WD), RE7 (4WD)

National Highway Traffic Safety Administration (NHTSA) Crash Test Ratings
Frontal Impact: 5 stars.svg

Side Impact: 5 stars.svg

Rollover: 4 stars.svg

The Honda CR-V is rated "good" in frontal and side-impact crash tests by the IIHS. However it is rated "marginal" in the roof strength test.
2010 facelift
2010-2011 Honda CR-V SE (US)

For the 2010 model year, the CR-V receives modest style, powertrain, and equipment changes. The exterior changes include a redesigned front fascia with a new horizontal-slat chrome grille and honeycomb-designed lower front grille, new front bumper, and revised taillights. The rear bumper is also redesigned, as well as new five split-spoke 17-inch alloy wheels for EX and EX-L models. The interior gains minor changes, such as improved seat fabrics, and wider driver & front-passenger armrests. The audio head unit controls are altered and the information display backlighting in the gauges is blue instead of the previous black. USB audio input is standard in the EX-L trim while hands-free Bluetooth connectivity is exclusive to the EX-L trim equipped with navigation system. In 2011, a mid-level SE trim debuted with a 6 disc CD changer and 17 inch 7 spoke alloy wheels that came from the pre-facelift EX and EX-L trims.

Power is increased from 166 to 180 hp (124 to 130 kW) for 2010 and mileage is improved by 1 mpg for both front-wheel and all-wheel drive models. EPA ratings are now 21 miles per US gallon (11 L/100 km; 25 mpg-imp) / 28 miles per US gallon (8.4 L/100 km; 34 mpg-imp) city/highway and 21 miles per US gallon (11 L/100 km; 25 mpg-imp) / 27 miles per US gallon (8.7 L/100 km; 32 mpg-imp) city/highway respectively. Specified oil weight changed from 5W-20 to 0W-20 from previous years with a change to the K24Z6 engine.

The 2010 model year update went on sale in the United States in September 2009.
Asia

In the Philippines the 2010 Honda CR-V is nearly the same as the USA model, but is provided with side-mirror turning signals. It is available in 4x4 (2.4 L) and 4x2 (2.0 L), the former having a five-speed automatic gearbox as standard. The top of the range 2.4 L 4x4 comes with leather upholstery and HID headlamps. All models have rear parking sensors as standard, but no sunroof or GPS.[16]
In Thailand, the Honda CR-V has 4 versions: 2.0S(2WD), 2.0E(4WD), 2.4EL(2WD), and 2.4EL(4WD). All versions come with a 5-speed automatic transmission. Navigator, DVD, and rear-view camera are standard equipment for 2.4EL(2WD) and 2.4EL(4WD) versions. The version with 2.0 engine has 150 Hps at 6200 Rpms, while the version with 2.4 engine has 170 Hps at 5800 Rpms. [17]
Europe

The CR-V facelift made available to European markets (as well as South Africa) features new added luxuries not previously seen before, and not available to Japanese, Asian, or American markets. Xenon (HID) headlights are available for the first time, as are 18-inch alloy wheels (19-inch optional), GPS/DVD navigation system, and a premium sound system with USB audio input. A panoramic glass moonroof is standard on upper spec models, and all models feature chrome exterior door handles. Externally, the vehicle also features complete body color-coding, on all lower body plastic cladding (models sold elsewhere in the world feature dark grey plastic lower cladding).
South America

In Brazil the CR-V is sold (imported from Mexico) with a 2.0-liter, 150 hp (110 kW) i-VTEC engine instead of the 2.4 used in other countries. The reason is that in Brazil the tax is higher for engines above 2.0 liters. The Honda Accord sold in Brazil has the same 2.0-liter engine.

In Peru the CR-V has different trim levels. The two most equipped ones are the Deluxe and the Platinum. These two, in contrast with the models sold in the USA feature chrome door handles, and HID headlamps. The Platinum version also comes with rear parking sensors, and 18-inch alloy wheels. It does not feature heated front seats because it is considered unnecessary due to the type of climate in Peru. There is no trim level featuring GPS. Trim levels: 4x2-L, LX 4x4, EX 4x4, Deluxe, 4x4, Top, and Platinum.

FOURTH GENERATION(2012 ONWARDS)

Fourth generation (2012–)
Fourth generation (RM1, RM4) 2012 Honda CR-V (US)
Production     2011-present
Model years     2012-
Assembly     East Liberty, Ohio, United States (North America)
El Salto, Jalisco, Mexico (North America and Latin America)
Sayama, Saitama, Japan (International Markets)
Alliston, Ontario, Canada
Engine     2.4 L K24A I4
2.0 L R20A I4
Transmission     5-speed automatic
CVT
Wheelbase     103.1 in (2,619 mm)
Length     178.3 in (4,529 mm)
Width     71.6 in (1,819 mm)
Height     65.1 in (1,654 mm)

North America

In July 2011, a photo of the Honda CR-V concept was released.[18] The company announced that the fourth-generation CR-V will be sold in the United States by the end of 2011 and in Europe in 2012.[19] Honda said, "The new CR-V Concept embraces a distinctive and bold styling direction. Compared to the previous generation, the concept model takes on a more aggressive stance with deeper sculpting of the body lines and a bolder front fascia. The lower front bumper wraps smartly upward to convey SUV capability, while the overall lower front bumper design now integrates more smoothly into the fascia for improved aerodynamics.[quantify] This marks it the first time since 2002 the CR-V has become Honda's entry-level SUV, as its Element sibling had been discontinued.
The CR-V's vertical taillights remain with a more three-dimensional style that wraps further into the design of the vehicle. Specs of the fourth-generation were not revealed but Honda said it will be equipped with "more efficient engines compared to the current model" to deliver improved fuel economy.

The CR-V Concept was debuted at the Orange County International Auto Show in California in September.
The production 2012 CR-V was debuted at the 2011 Los Angeles Auto Show and it is powered with a 2.4-liter i-VTEC inline-four engine that puts out 185 hp and 163 pound-feet (220Nm ) of torque at 4,400 rpm along with an all-new Real-Time all-wheel-drive (AWD) with intelligent control system. Front-wheel-drive CR-Vs now get 23 mpg-US (10 L/100 km; 28 mpg-imp) in the city and 31 mpg-US (7.6 L/100 km; 37 mpg-imp) on the highway, while models with the optional full-time all-wheel-drive are rated at 22 mpg-US (11 L/100 km; 26 mpg-imp) and 30 mpg-US (7.8 L/100 km; 36 mpg-imp), respectively. The CR-V went on sale in the U.S. on December 15, 2011.

In Japan, the 2012 CR-V was launched on November 28, 2011 and has been on sale since December 2, 2011.[24] The Japan-spec 2012 CR-V is offered in 2.4 L and 2.0 L variants. The 2.0 L variant is mated with continuously variable transmission with torque converter that brings out the engine’s best performance while offering the same off-the-line acceleration and overall acceleration performance as the 2.4 L model. The 2.0 L variant is only available in front-wheel drive; the 2.4 L variant is available in four-wheel drive model only.

The Diesel Story (1952)

2012-07-01T05:57:00.001-07:00

Henry Ford & Rudolf Diesel Against Petroleum

2012-07-01T05:54:00.001-07:00

RUDOLF DIESEL(1858-1913)

2012-07-01T05:52:00.002-07:00

Rudolf Diesel was born in Paris in 1858. His parents were Bavarian immigrants. Rudolf Diesel was educated at Munich Polytechnic. After graduation he was employed as a refrigerator engineer. However, he true love lay in engine design. Rudolf Diesel designed many heat engines, including a solar-powered air engine. In 1893, he published a paper describing an engine with combustion within a cylinder, the internal combustion engine. In 1894, he filed for a patent for his new invention, dubbed the diesel engine. Rudolf Diesel was almost killed by his engine when it exploded. However, his engine was the first that proved that fuel could be ignited without a spark. He operated his first successful engine in 1897.

In 1898, Rudolf Diesel was granted patent #608,845 for an "internal combustion engine" the Diesel engine.

The diesel engines of today are refined and improved versions of Rudolf Diesel's original concept. They are often used in submarines, ships, locomotives, and large trucks and in electric generating plants.

Though best known for his invention of the pressure-ignited heat engine that bears his name, Rudolf Diesel was also a well-respected thermal engineer and a social theorist. Rudolf Diesel's inventions have three points in common: They relate to heat transference by natural physical processes or laws; they involve markedly creative mechanical design; and they were initially motivated by the inventor's concept of sociological needs. Rudolf Diesel originally conceived the diesel engine to enable independent craftsmen and artisans to compete with large industry.

At Augsburg, on August 10, 1893, Rudolf Diesel's prime model, a single 10-foot iron cylinder with a flywheel at its base, ran on its own power for the first time. Rudolf Diesel spent two more years making improvements and in 1896 demonstrated another model with the theoretical efficiency of 75 percent, in contrast to the ten percent efficiency of the steam engine. By 1898, Rudolf Diesel was a millionaire. His engines were used to power pipelines, electric and water plants, automobiles and trucks, and marine craft, and soon after were used in mines, oil fields, factories, and transoceanic shipping.

V12 engine

2012-06-22T00:57:00.000-07:00

A V12 engine is a V engine with 12 cylinders mounted on the crankcase in two banks of six cylinders, usually but not always at a 60° angle to each other, with all 12 pistons driving a common crankshaft.^[1]
Since each cylinder bank is essentially a straight-6, this configuration has perfect primary and secondary balance no matter which V angle is used and therefore needs no balance shafts. A V12 with two banks of six cylinders angled at 60°, 120° or 180° (with the latter configuration usually referred to as a flat-12) from each other has even firing with power pulses delivered twice as often per revolution as a straight-6. This allows for great refinement in a luxury car. In a racing car, the rotating parts can be made much lighter and thus more responsive, since there is no need to use counterweights on the crankshaft^{[examples needed]}^{[citation needed]} as is needed in a 90° V8 and less need for the inertial mass in a flywheel to smooth out the power delivery. In a large displacement, heavy-duty engine, a V12 can run slower than smaller engines, prolonging engine life.

Aviation

A 1917 Liberty L-12 (V12) aero-engine

Renault V12 aeroengine

Rolls-Royce Merlin engine in an Avro York

The first V12 engines were used in aircraft. By the end of World War I, V12s were popular in the newest and largest fighters and bombers and were produced by companies such as Renault and Sunbeam. Many Zeppelins had 12-cylinder engines from German manufacturers Maybach and Daimler. Various U.S. companies produced the Liberty L-12; the Curtiss NC Flying boats, including the four V12 engine powered NC-4, the first aircraft to make a transatlantic flight.

V12 engines reached their apogee during World War II. Fighters and bombers used V12 engines such as the British Rolls-Royce Merlin and Griffon, the Soviet Klimov VK-107, the American Allison V-1710, or the German Daimler-Benz DB 600 series and Junkers-Jumo. These engines generated about 1,000 hp (750 kW) at the beginning of the war and above 1,500 hp (1,100 kW) at their ultimate evolution stage. The German DB 605D engine reached 2,000 hp (1,500 kW) with water injection. In contrast to most Allied V12s, the engines built in Germany by Daimler-Benz, Junkers-Jumo, and Argus (As 410 and As 411) were primarily inverted, which had the advantages of lower centers of gravity and improved visibility for single-engined designs. Only the pre-war origin BMW VI V12 of Germany was an "upright" engine. The United States had the experimental Continental IV-1430 inverted V12 engine under development, with a higher power-to-weight ratio than any of the initial versions of the German WW II inverted V12s, but was never developed to production status, with only 23 examples of the Continental inverted V12 ever being built.
The Rolls-Royce Merlin V12 powered the Hawker Hurricane and Supermarine Spitfire fighters that played a vital role in Britain's victory in the Battle of Britain. The long, narrow configuration of the V12 contributed to good aerodynamics, while its smoothness allowed its use with relatively light and fragile airframes. The Merlin was also used in the Avro Lancaster and de Havilland Mosquito bombers. In the United States the Packard Motor company was licensed by Rolls-Royce to produce the Merlin as the Packard V-1650 for use in the North American P-51 Mustang. It was also incorporated into some models of the Curtiss P-40, specifically the P-40F and P-40L. Packard Merlins powered Canadian-built Hurricane, Lancaster, and Mosquito aircraft, as well as the UK-built Spitfire Mark XVI, which was otherwise the same as the Mark IX with its British-built Merlin.

The Allison V-1710 was the only indigenous U.S.-developed V12 liquid-cooled engine to see service during World War II. A sturdy design, it lacked an advanced mechanical supercharger until 1943. Although versions with a turbosupercharger provided excellent performance at high altitude in the Lockheed P-38 Lightning, the turbosupercharger and its ductwork were too bulky to fit into typical single-engine fighters. While a good performer at low altitudes, without adequate supercharging, the Allison's high-altitude performance was lacking.
After World War II, V12 engines became generally obsolete in aircraft due to the introduction of turbojet and turboprop engines that had more power for their weight, and fewer complications in large aircraft.

BMW F12 6 Series 650i on 22" Vossen VVS-CV3 Concave Wheels / Rims

2012-06-20T12:56:00.001-07:00

FIRST EIGHT CYLINDER BMW M3

2012-06-20T03:38:00.002-07:00

First eight-cylinder M3

First eight-cylinder for the BMW M3 sports car.
Supreme performance ensured by 309 kW/420 hp from 4.0 litres.
Maximum torque of 400 Newton-metres (295 lb-ft) at 3, 900 rpm, 85 per cent of maximum torque over a speed range of 6,500 rpm.
Unique thrust and muscle ensured by consistent implementation of the M high-speed engine concept, maximum engine speed 8,300 rpm.
Consistent lightweight construction of engine and ancillary units, new V8 power unit one of the lightest eight-cylinders in the world, lighter than the straight-six power unit in the former model.
Variable camshaft control, low-pressure double-VANOS for an optimum charge cycle, system offering full power and performance even with normal engine oil pressure.
Eight individual throttle butterflies for spontaneous engine response.
Consistent and reliable oil supply with longitudinal and lateral acceleration up to 1.4 g ensured by two oil pumps and wet sump oil lubrication optimised for supreme dynamic behaviour.
Exhaust system optimising cylinder charge, optimised for weight and function by means of internal high-pressure remoulding, exhaust emissions fulfil EU4 and LEV 2 standards.
Upgraded MSS60 engine control unit for optimum coordination of all engine functions with the various control systems in the car.
Ion flow technology recognising and distinguishing engine knocking phenomena as well as misfiring and miscombustion by measurement of ion flow in the combustion chambers.
Brake Energy Regeneration with intelligent alternator control.

More in Every Respect

Its name alone spells out the epitome of ultimate driving pleasure: the BMW M3. And now the new version of BMW M GmbH's most successful high-performance sports car bears out this claim once again, at the same time providing a thrilling answer to the question asked by so many sports car fans around the world whether a further improvement is still possible at all.

And the answer is yes - for the new BMW M3 offers more in every respect. This applies not only - but particularly - to the power unit: After 15 years and two model generations, the trendsetting six-cylinder has now found its successor. The new BMW M3 is entering the market with an eight-cylinder power unit - more cylinders, larger capacity, more power, higher engine speed. And it is fair to say from the start that this will also mean an even more thrilling experience on the road.

The benchmark the new power unit was required to exceed could hardly have been greater: BMW's 3.2-litre straight-six has gained fame and admiration the world over, receiving a long list of awards and prizes. Acknowledged several times as the "Engine of the Year" and developing a supreme 252 kW/343 hp in its last version, this power unit made the BMW M3 not only the ultimate performer in the segment of high-performance sports cars, but also a genuine best seller.

The fact still remains, however, that everything has its time. And now the time has come for the six-cylinder to bow out and leave the stage. The time has come for the advent of the new V8 in the new BMW M3.

The specifications of this new high-performance power unit alone clearly confirm the enormous progress this engine has to offer. Engine displacement is 3,999 cc, maximum output is 309 kW/420 hp. Peak torque of 400 Newton-metres or 295 lb-ft is just as impressive as the top engine speed of 8,300 rpm. So clearly, the new BMW M3 is striking out for the top right from the start through its thrilling performance.

Ideal dimensions for performance at its best

Displacing 500 cc per cylinder, the new V8 power unit meets the ideal concept of the most demanding engine designers right from the start through its engine dimensions alone. And the other design criteria - all the way from the engine's dimensions and filling capacities through the number of components to the weight of the engine - likewise represent the very best achievable today.

Over and above these qualities, the new eight-cylinder offers all the typical M-tuned features of BMW's regular production cars such as double-VANOS, individual throttle butterflies, and high-performance engine electronics. At the same time the number of cylinders, the M high-speed engine concept, and the low weight of the engine clearly prove that the responsible engineers, in creating this power unit, were inspired and guided by the eight-cylinder featured in the BMW Sauber F1. For the new engine has many features in common with the latest power unit highlighted by BMW in Formula 1, with various technological concepts and principles, production processes and materials carried over from the Formula 1 engine to the drivetrain of the new BMW M3.

In terms of specific output, the new V8 significantly exceeds the benchmark of 100 hp per litre acknowledged as a convincing sign of sporting power and performance. But even so, power is not everything. Rather, the dynamic driving experience provided by a car depends to a great extent on its acceleration and handling, resulting, not least, from the weight of the car and the actual thrust of the engine. The thrust or traction acting on the drive wheels, in turn, results from engine torque and the overall transmission ratio.

The M high-speed engine concept allows optimum transmission and final drive ratios further enhancing the impressive thrust and power of the engine. Indeed, BMW M's engineers have found a new dimension in developing the engine of the new BMW M3, with the eight-cylinder achieving maximum engine speed of 8,300 rpm.

The second factor crucial to thrust and performance on the road, engine torque, amounts to a mighty 400 Newton-metres or 295 lb-ft at 3, 900 rpm on the new V8 power unit. And about 85 per cent of the engine's maximum torque is available throughout the enormous engine speed range of 6,500 rpm, with 340 Newton-metres or 251 lb-ft available from just 2,000 rpm.

High engine speed, low weight

Mass (which, ultimately, means weight) is bad for acceleration - it makes any physical body seeking to accelerate slower and more sluggish. Precisely this is why BMW's new V8, weighing a mere 202 kg or 445 lb, is a genuine lightweight, saving some 15 kg or 33 lb versus the six-cylinder power unit in the previous model. In other words, the new engine easily sets off the weight of two extra cylinders. And a further point is that the high-speed engine concept allows a light drivetrain and very short transmission ratios.

Even so, the limits to physics inevitably approach step-by-step with increasing engine power: At 8,300 rpm, each of the eight pistons is moving at a speed of 20 metres or almost 66 feet per second, obviously exposing all materials to enormous loads. Precisely this is why BMW M's designers and engineers have focused on the minimisation of masses on the new eight-cylinder.

Engine block straight from BMW's Formula 1 foundry

The engine block of the new eight-cylinder comes straight from BMW's light-alloy foundry in Landshut near Munich, where BMW also builds the engine blocks for the Company's Formula 1 racing cars. The cylinder crankcase, in turn, is made of a special aluminium silicon alloy, conventional cylinder liners being replaced by hard silicon crystals. The iron-coated pistons, finally, run directly in the uncoated, honed cylinder bore.

High engine speeds, compression forces and temperatures cause extreme loads acting on the crankcase. Hence, the crankcase is compact in its dimensions and comes in torsionally resistant bedplate design ensuring very precise crankshaft bearing and running conditions. The relatively short, forged crankshaft is likewise very stiff in terms of its flexural and torsional qualities, but weighs only 20 kg or 44 lb.

Double-VANOS with low-pressure operation

With its extremely short control times, variable double-VANOS camshaft management perfects the cylinder charge cycle, reducing charge losses and improving engine output torque and response, as well as fuel economy and emission management.

Developed especially for the new eight-cylinder, the M double-VANOS now featured on the new engine requires no more than normal engine oil pressure in order to operate at maximum speed. As a function of load and engine speed, this sophisticated unit consistently sets the optimum valve angle synchronised to the ignition timing and injection volume.

Consistent and reliable oil supply even under extremely dynamic driving conditions

Two volume-flow controlled pendulum slide cell pumps supply the eight-cylinder efficiently with lubricant, consistently delivering exactly the right amount for the engine. Wet sump lubrication optimised for engine dynamics, in turn, ensures appropriate lubrication also in extreme braking manoeuvres. The entire system features two oil sumps - a small one in front of the front axle subframe and a larger sump further back. A separate reflow pump, in turn, extracts oil from the front oil sump and pumps it to the sump at the rear.

Eight individual throttle butterflies with electronic control

Individual throttle butterflies for each cylinder, a technology commonly used in motorsport, are the ideal solution to give the engine an immediate, direct response at all times. The new power unit in the BMW M3 therefore comes with eight individual throttle butterflies, four on each row of cylinders operated by separate actuators. This high-tech throttle butterfly management is fully electronic and extremely fast, giving the engine a smooth and sensitive response at low engine speeds and an immediate reaction to the driver's commands whenever he wishes to use the full power of the engine.

Flow-optimised air intake

To ensure an immediate response and superior dynamics of the engine at all times, the throttle butterflies in the intake manifolds are positioned very close to the intake valves. The specific length and diameter of the intake funnels also benefit the oscillating pipe charge principle. To minimise weight, finally, both the intake funnels and air collector are made of a light composite material with a 30 per cent share of glass-fibre.

Innovative exhaust system

Through its design and configuration, the exhaust system for the new V8 power unit optimises the cylinder charge cycle, ensuring an optimum surge of power and torque at all times. And again, this component has been designed and built from the start for consistent lightweight qualities.

The exhaust manifolds are made in an internal high-pressure remoulding process, the desired contours of the stainless-steel pipes being shaped from inside under pressure of up to 800 bar. The result is extremely thin walls measuring just 0.65-1.00 millimetres (0.0256-0.0394") in thickness, optimising flow conditions with minimum resistance, light weight, and optimum response of the catalytic converters.

Exhaust emissions are cleaned by no less than four catalysts and the engine naturally complies both with the European EU4 standard and the US LEV 2 requirements.

Even better performance than before: the engine control unit

The engine control unit featured on the V8 has also been upgraded to an even higher standard than before, ensuring optimum coordination of all engine functions. Taking more than 50 input signals, for example, the control unit determines the optimum ignition timing individually for each cylinder and operating stroke, the ideal flow conditions, exactly the right amount of fuel injection, and the optimum injection timing. At the same time the system calculates and sets exactly the right camshaft angles (angle spread), as well as the respective position of the eight individual throttle butterflies. And last but not least, the control unit enhances and masterminds specific BMW M functions such as the clutch, transmission, steering, and brakes.

Yet a further function of the engine control unit is to perform a wide range of on-board diagnostic functions with various diagnostic routines for servicing at the workshop as well as other functions and the efficient management of peripheral units and systems.

An outstanding highlight in engine management: ion flow technology

A particular highlight in engine management is ion flow technology detecting any knocking in the engine as well as the risk of misfiring or miscombustion. Contrary to conventional processes and technologies, this function is now performed directly where it counts, that is right there in the combustion chamber itself. To provide this highly efficient control, each cylinder is monitored and controlled via the spark plug to determine any knocking tendency. At the same time the system checks the ignition for smooth and correct operation, and recognises any misfiring.

The spark plug therefore serves as an actuator for the ignition and as a sensor observing the combustion process, distinguishing in this way between miscombustion and misfiring. And through this double function performed by the spark plug, diagnostic requirements in maintaining and servicing the engine are also facilitated.

Greater efficiency and dynamics provided by Brake Energy Regeneration

To further enhance the efficiency of the new V8 power unit, Brake Energy Regeneration ensures intelligent engine current management concentrating the generation of electric power for the on-board network on the overrun phases and the application of the brakes. This serves to charge the car's battery without tapping on engine power and, accordingly on the energy contained in the fuel burnt. As long as the engine is running under power, on the other hand, accelerating and pulling the car, the alternator generally remains disconnected.

Apart from particularly efficient generation of electric current, this also helps to provide more drive power when accelerating, making the car even more dynamic and agile on the road.

SPANISH V8 ENGINES

2012-06-20T03:30:00.002-07:00

Spanish V8 engines

Spanish truck and sportscar company Pegaso made around 100 cars in the 1950s and 1960s. There were two types of engines; the Z-102 and the Z-103/4 engines.
The Z-102 first introduced in 1951 engine was an advanced design sporting quadruple camshafts (two per bank) and had 2 valves per cylinder. It was available with 1, 2 or 4 twin Weber carburettors and either normally aspirated or with one or two superchargers. It had three different capacities, 2472 cc (151 CID), 2816 cc (172 CID) and 3178 cc (194 CID) and made between 165 bhp (123 kW) and 360 bhp (270 kW).
The Z-103/4 developed in the mid/late 1950s (the first prototype was made in 1954) was a much simpler design destined to power a new series of luxury and sportscars. It had a single central camshaft and 2 valves per cylinder actuated by pushrods. It had hemispherical combustion chambers (like the Z-102 engine) and twin spark plugs. It was available with three different cubic capacities as well, 3900 cc (238 CID), 4500 cc (275 CID) and 4700 cc (287 CID). The 3.9 L engine had a twin Weber carburettor and the 4.5 and 4.7 L engines 2 quadruple Weber carbs, which gave the later a power output in excess of 300 bhp (220 kW). The very few engines of this type produced were installed in Z-102 cars.

AUSTRALIAN V8 ENGINES

2012-06-20T03:29:00.002-07:00

Australian V8 engines

Holden, including its performance vehicle operations Holden Racing Team and Holden Special Vehicles, have been manufacturing V8 performance vehicles since the late 1960s, as has Ford Australia. The performance arm of Ford Australia, Ford Performance Vehicles (FPV), have recently^[when?] resurged in the market with the new Falcon BA and BF based models, and the brand new FG series.
The Australian V8 is typically an American-manufactured block from either Ford, Chrysler or General Motors yet often uses local heads and auxiliary systems (pistons, exhaust etc.). However, there are a couple of exceptions to this — the Holden V8 engine small block V8, and the British Leyland alloy small-block V8.
The Holden small-block V8 was an all Australian designed and manufactured cast-iron 90° pushrod OHV engine, manufactured in the capacities of 4.2 L (253 CID), 5.0 L (308 CID), later destroked to 304 CID), and 5.7 L (350 CID — Produced by Holden Special Vehicles, never actually built as a 'production' motor). First introduced in 1969, finally ceasing production in 1999, it powered a variety of Holden vehicles including the Kingswood, Monaro, Torana and Commodore, and proved to be a popular and successful powerplant in Australian motorsport (especially Touring cars).
The British Leyland small block V8 was also a pushrod OHV engine, however it was an all alloy block like the American Buick/British Rover V8 it was based on. The stroke was increased to give it a capacity of 4.4 L (270 cu in). The motor was originally designed and fitted to the Leyland P76 sedan.
Currently, the only V8 produced in Australia is the 5.0L V8 built by FPV (Ford Performance Vehicles) to power the Falcon GT — this motor is a combination of US-sourced and locally manufactured parts. The V8 used in current Holdens is sourced complete from GM in Canada, modified versions of the GM LS-series engine.
When U.S. production of the Cleveland V8 range ceased in the early 1970s, the tooling was moved to Australia where Ford Australia continued to produce a local version of the 351 and a unique-to-Australia 302 Cleveland. The Australian-built motors were also sold to De Tomaso to be used in the Pantera and Longchamps. Australian production ceased in 1982, with the last Cleveland-powered Falcon being the XE range (1400-odd 302s and 409 351s). The location of the Cleveland tooling is unknown although it was possibly broken up.

KOREAN AND CHINESE V8 ENGINES

2012-06-20T03:28:00.001-07:00

Korean V8 engines

Hyundai

D8 - 16/18 L-Diesel
Omega - 4.5 L (275 cu in)
Tau - 4.6 L (281 cu in)
Chinese V8 engines

- First Automobile Works introduced the first V8 engine in Asia in 1959, used in FAW Hongqi luxury automobiles.
  - CA72
  - CA770
  - HQ430

CZECH V8 ENGINES

2012-06-20T03:26:00.001-07:00

Czech V8 engines

Tatra T603 engine

Tatra used air-cooled V8 engines. These culminated in the 2.5 L unit used in the Tatra T603 range of cars. The most powerful of these was fitted to the racing variant — known as the B-5. This was a higher compression version of the standard engine which replaced a standard single 2BBL carburettor with two 4BBL downdraft units on a new induction manifold. Tatra later produced another air-cooled engine, used in Tatra 613 and later, in Tatra 700. These engines were well known for their reliability, good fuel consumption, and specific sound.
In the Tatra 603, two engine driven fans help pull cooling air into the engine bay — when the vehicle is in motion the air enters through intakes in the rear wing panels and is exhausted through cut-outs below the bumper and alongside the engine itself. In the Tatra 613, one large ventilator pushes fresh cold air into the engine bay.
Tatra has used V8 air-cooled engines in their heavy duty trucks until the present day in their Tatra 815 and other models.

T77 1934–1938 - 3.0-litre air-cooled V8
T87 1936–1950 - 3.0-litre air-cooled V8
T607 Monopost - 2.35-litre V8
T603 1956–1975 - 2.5-litre air-cooled V8
T613 1974–1996 - 3.5-litre air-cooled V8
T700 1996–1999 - 3.5- or 4.4-litre air-cooled V8
T815 1983-now - 12.7-litre air-cooled V8

FRENCH V8 ENGINES

2012-06-20T03:25:00.000-07:00

French V8 engines

Prototype V8 engine for the Peugeot 802

The French De Dion-Bouton motorcar firm was first to produce a V8 engine for sale in 1910. Later examples came from Citroën, with the never produced 1934 22CV Traction Avant, and Simca. The "PRV" (Peugeot, Renault, Volvo) V6 was actually supposed to be a V8, but two cylinders were "dropped" because of the oil crisis of the 1970s. Gordini also developed a 3 L V8 for the Alpine A310, but a Renault 4-cylinder block was mounted instead because of cost issues.

V8 ENGINE OTHER THAN CAR

2012-06-20T03:23:00.004-07:00

In aviation

1905 Wolseley 120 hp V8 aero engine

Argus As 10 inverted, air-cooled German V8 engine of World War II.
Hispano-Suiza 8 of World War I V8.
Liberty L-8 of World War I, 45° V8 (a prototype for the Liberty L-12).
Renault of WW1, 240 hp (180 kW)^{[citation needed]} V8
Trace Engines Turbocharged V8.

Ship's engines

Scania V8, 16-litre marine engine with reverse.

There are numerous marine diesel engines of V8 configuration.

In motorcycles

V8 Motorcycle of Glenn Curtiss. In 1907, Curtiss set an unofficial world record of 136.36 mph (219.45 km/h) on this 40 hp (30 kW), 4,000 cc V8 powered motorcycle of his own design and construction

Moto Guzzi of Italy built a 148 kg (330 lb) 82 bhp (61 kW) water-cooled DOHC V8 4-stroke motorcycle for Grand Prix racing between 1955 and 1957, referred to as the Moto Guzzi Grand Prix 500 cc V8. It was known as the Otto Cilindri, and had a very high power output but was not developed to its full potential. Each cylinder had its own carburetter.
About 1964, Finnish TT motorcyclist technician area lecturer Tauno Nurmi built a 350 cc DOHC V8-powered 4-stroke motorcycle engine by the name V8 PREMIER. V angle is 90° and it is air-cooled. Each cylinder has its own carburettor. It is his own design and construction. You can see the picture from Imatra 1965 and Tauno Nurmi is in left with helmet (http://www.imatranajo.com/images/NurmiV8_1965.jpg).
Morbidelli produced an 848 cc V8 in 1994. Earlier, Galbusera had produced a two-stroke V8 in 1938.
Honda released the NR750 in 1992. The bike had a 750 cc V4 with oval pistons, utilising 8 valves per cylinder and 2 conrods per piston; the design allowed the engine to meet FIM racing regulations limiting the number of cylinders to 4, while providing the valve area (and therefore increased efficiency) of a V8.

In motorsport

A 2004 Cosworth Champ Car World Series V-8 engine, capable of generating over 800 horsepower from just 161 cu./in

Renault F1 RS26 (2006), 2,398cc V8 engine

Until recently, Formula One cars used 3 L V10 engines. However, the FIA considered speeds were getting too high to be safe (even with the banning of turbochargers in 1989, which allowed engines to develop 1,300 bhp (970 kW), 1,000 bhp (750 kW) from a naturally aspirated engine was not impossible by 2005, and with better aerodynamics, cars were shattering straight-line speed records.) So, the permitted engine size was cut to 2.4 L V8 (This reduced average power output of the engines from 900 bhp (670 kW), in the 2005 season, to a 2006 season average of 750 bhp (560 kW) — equivalent to power outputs that were being achieved on 3 L around the 1999/2000 seasons.)This also had the effect of reducing overall costs for the teams, an aim which is currently being vigorously pursued by FIA.
In the 'Top Fuel' class of Drag Racing, V8 engines displacing 8.2 L (500 cu in) produce up to 8,000 horsepower (6,000 kW). Based on the Chrysler Hemi and running on highly explosive Nitro-Methane fuel, these powerful units propel the cars from 0-100 mph in 0.8 seconds or less, and from 0–325 mph (0–523 km/h) in under 4.5 seconds. During the race the crankshaft in the engine will turn over less than 1000 times and may then have to be rebuilt.

RUSSIAN V8 ENGINES

2012-06-20T03:21:00.000-07:00

Russian V8 engines

ZIS, ZIL

For the ZIL-111 (1959), an all-new aluminium 6 L OHV V8 was developed, initially it produced 200 hp (149 kW) at 4200 rpm.
ZIL-114 (1967) was powered by a 6,960 cc (425 cu in) V8 giving 300 hp (224 kW) at 4400 rpm. Its more modern derivative model, the ZIL-41047, is powered by a ZIL-4104 engine, a 7680 cc carburetted V8 giving 315 hp (235 kW) at 4600 rpm.
The ZIL trucks used (and still use) a modification of this engine (cast-iron block, aluminum heads, 6L, 150 hp (112 kW) at 3200 rpm, 6.5:1 compresson rate, one 2-bbl carburetor).

GAZ (ZMZ)

GAZ-24-34 Volga with ZMZ-503 V8 engine, 1992-built car.

Several cars produced under the Volga brand name; the GAZ-23 (1962–1970), the GAZ-24-24 V8 (1974–1992), the GAZ-31013 V8 (1982–1996), as well as both generations of the GAZ Chaika limousines (1959–1982 and 1976–1988) were powered by an all-aluminum OHV 5.5L V8. These engines were designated: ZMZ-13 (Chaika GAZ-13, one 4-bbl carburetor), ZMZ-14 (Chaika GAZ-14, two 4-bbl carburetors), ZMZ-2424 (Volga GAZ-24-24), ZMZ-505 (two 4-bbl carburetors) and -503 (one 4-bbl carburetor) (GAZ-24-34, GAZ-31013). Power output varied from 195–220 hp (145–160 kW). A modification of the same engine was also used in the BRDM-2 military armored vehicle, designated ZMZ-41.
The GAZ-53 was powered by a 4254 cc ZMZ-53 engine, which substantially was a modification of the Chayka's engine with one 2-bbl carburetor and decreased displacement and compression rate. More modern version of the GAZ engine for intermediate trucks is designated ZMZ-511.

SWEDISH V8 ENGINES

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Swedish V8 engines

2005 Volvo (Yamaha) V8 engine for Volvo XC90. V8 4,414cc

The most well-known Swedish V8 engine is probably the Scania AB 14 L (854 cu in) diesel, which was released in 1969 for use in the 140 model heavy trucks. At this point, the 350 hp (261 kW) turbo-charged engine was the most powerful diesel in Europe. Scania has continued using a V8 as its largest displacement engine. Currently a series of 16 L (976 cu in) diesel engines is available in several versions with power ranging between 500 hp (373 kW) — 730 hp (544 kW) in the truck segment and going as high as 900 hp (671 kW) in the marine engines segment. Emission norms range between Euro 3-Euro 5 depending on which market the vehicle is sold to.
Volvo's 1950s concept car Philip also had a gasoline V8 engine. The car never went into production, but the engine evolved into a 120 hp 3.6 L V8 (in many aspects a "double B18" engine) for use in the light trucks Volvo Snabbe and Volvo Trygge from the late 1950s on.
Supercar manufacturer Koenigsegg has developed a 4.7 L (287 cu in) twin-supercharged V8 loosely based on the Ford Modular engine. This engine is unique in that it is a flexible fuel engine and produces more power while running on biofuel than on regular unleaded

JAPANESE V8 ENGINES

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Japanese V8 engines

Japanese manufacturers are traditionally not known for V8 engines in their roadcars. However, they have built a few V8 engines to meet the needs of consumers, as well as for their own racing programs.

Honda

Honda has never built a V8 for passenger vehicles, which detractors often criticize the company for. In the late 1990s, the company resisted considerable pressure from its American dealers for a V8 engine (which would have seen use in top-of-the-line Honda SUVs and Acuras), with American Honda reportedly sending one dealer a shipment of V8 beverages to silence them.^[25]
However, Honda has built V8s for racing, most notably for Formula One. Honda is also the sole engine builder for Indy Racing. The Honda Indy V-8 has a 10,300 rpm redline. Also, their affiliate Mugen Motorsports (now known as M-Tec) has built racing V8s that eventually found their way into limited production road cars as well as concept cars. Their MF408S engine, which powers cars in the ALMS, is also found in prototype racers such as the Mooncraft Shiden. It is also known for being the engine in the Honda Legend based Honda Max concept.

Mitsubishi

In 1999, Mitsubishi Motors developed an alloy-headed 4.5 L V8, dubbed the 8A8, with double overhead camshafts and gasoline direct injection (GDI) technology for use in its Proudia and Dignity models. Financial pressures forced the company to discontinue sales of both these vehicles after only fifteen months

Nissan

2008 Nissan VK50VE engine. V8 5,026cc

Nissan built its first V8, the Y40, in 1965 for its President limousine. The Y engine has been succeeded by two families of V8, the VH series during the 1980s and 1990s and the new VK series.

Toyota

1989 Toyota 1UZ-FE Type engine. V8 3,968cc.

Toyota's first V8 engine family was the V series used in the Toyota Century luxury car. This engine remained in use in the Century until it was replaced by a V12 in 1997. Other Toyota V8 families are the UZ engines and its replacement, the new UR series, both of which have been used as powerplants for Toyota trucks and SUVs as well as trucks, SUVs, and larger cars of Toyota's luxury brand, Lexus. Toyota had also built V8 Formula One engines under the RVX series for Toyota Racing, Williams F1, Midland F1 and Jordan Grand Prix teams.^{[citation needed]}

Yamaha

1989 Yamaha OX88 engine

While better known as a manufacturer of motorcycles, Yamaha also makes engines under contract from auto-manufacturers. They currently produce a V8 engine in conjunction with Volvo Cars the Volvo XC90 and previously the Volvo S80. They also had a contract with Ford in the 1990s to produce a V8 (3.4L) for the Ford Taurus SHO.

ITALIAN V8 ENGINES

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Italian V8 engines

Alfa Romeo

The Alfa Romeo Montreal was powered by a dry sump 2,593 cc (158.2 cu in) 90° quad-cam 16-valve V8 (type 00564) derived from the Tipo 33 race car. Because of the limited space available for the cross-plane crankshaft, the physically small but heavy crank counterweights were made of a sintered tungsten alloy called turconit. The Montreal V8 was rated at 230 horsepower (170 kW) at the flywheel and weighed 162 kg (360 lb). There were also eighteen 33 Stradale cars built with a detuned 1,995 cc 260 hp (190 kW) Tipo 33/2 flat-crank engine. The Montreal cross-crank engine was also used in a very limited production run of 22 Alfetta GTV2.6i. The Alfa Romeo 8C Competizione sports car has a Ferrari-built 4,691 cc (286.3 cu in) 450 PS (330 kW; 440 hp) cross-crank V8.

Ferrari

Ferrari V8, 4,300cc

Arguably, Ferrari had their first contact with V8 power with the "inherited" Lancia D50s in 1955. Ferrari adopted the V8 configuration for themselves for racing in 1962 with the 268 SP. The first V8-powered Ferrari road car was 1974's 308 GT4, with the familiar 308 GTB following closely behind. The company continued to use this Dino V8 engine ever since with the 328, 348, and successors. Ferrari's smallest V8 (and indeed, the smallest ever) was the 2.0 L (1990 cc) unit found in the 1975 208 GT4. The company produced a slightly larger 2.0 L V8 in the 208 GTB and the 2.9 L Ferrari F40 of the 1980s. This was a turbocharged engine to reduce the road tax of the car in Italy. Automobiles with engines displacing more than 2.0 Litre were subject to a much higher tax rate. Five-valve-per-cylinder versions of Ferrari's 3.5 L and 3.6 L V8s were found in the Ferrari F355 and Ferrari 360. The old Dino V8 was retired for 2004 with the introduction of a 4.3 L V8, based on the originally Ferrari designed Maserati 4.2 V8, in the F430 and the California. And F430's successor, 458 Italia, with 4.5 V8.

Fiat

The only Fiat to have a V8 was the Fiat 8V. The engine was a very compact OHV 1996 cc (122 CID) V8 with a 70° V angle and 2 valves per cylinder. The Fiat 8V was designed to participate in the Italian two-litre racing class.

Lamborghini

Lamborghini built V8 engines for several of their car lines, including the Urraco, Silhouette, and Jalpa.

Lancia

Lancia used V8 engines in their top of the range luxury cars in the interwar period. The first V8 engine was available in 1922 in the Trikappa with a 4595 cc (280 CID) making 98 bhp (73 kW). In 1928 they introduced the Dilambda with a 3956 cc (242 CID) V8 developing 100 bhp (75 kW). Later in 1931 the Astura was unveiled with two smaller versions of the existing V8, 2604 cc (159 CID) and 2973 cc (181 CID) with 72 bhp (54 kW) and 82 bhp (61 kW) respectively. All of those engines featured Lancia's trademark narrow angle V (less than 25°). In the 1990s, Lancia Thema had 3 L V8.

Maserati

Maserati have used V8s for many of their models, including the Maserati Bora and the Maserati Khamsin. This engine was initially designed as a racing engine for the Maserati 450S. The company's latest 4.2 L V8, found in the Maserati Quattroporte and Maserati Coupé & Spyder was originally designed by Ferrari, and is related to the 4.3 L V8 in the F430.