car modification

Proton Wira modifications under RM1K

noreply@blogger.com (karim) — Wed, 2 Sep 2015 01:26:00 -0700

This is a very long overdue update on my Proton Wira modifications under RM1K project.

Picking up from what I last posted, the Proton badge (meant for Proton Iswara) finally arrived but there was a problem. The original was a screw-on badge while the new one was a stick on and somehow I could not find a way to get it to stick properly on the original place. So I came up with an idea. Was not sure whether it would work but fortunately it did. I peeled off the plastic logo and super glued it on to the original screw-on base.

I also bought a new Proton Manual Car Leather Gear Knob Carbon With R3 stitching on the sides for RM50/, also from a seller on Lelong.

Definitely a great improvement on the original rounded plastic knobs which were worn out. This brought me to a new total of RM363.90.

Thinking of what to do next, I thought about the faulty reverse sensor. I have been meaning to change it for a long time but kept putting it off. So one day I drove down to the Brother's outlet near my house in PJ. However, the place was packed and I could not get any parking. I was impatient and decided to go to another car accessories place - Elegance Audio Sdn Bhd. in Kelana Jaya.

I was delighted because there were not that many customers around. Their manager came out and told me that it would cost me around RM200+ to install new reverse sensors. This was much costlier than what it would normally cost me at Brothers but I assumed that at that price their product would be of a better quality than at Brothers, which was where I had installed my old reverse sensors. Since the shop was specialised in audio equipment and I was still under budget, I decided to install front speakers in the car. Previously it only had 2 rear Clarion speakers. The cheapest speakers was the Powerbass S-4002 4-Inch Coaxial speakers (105 W), at around RM260 a pair. A little bit steep but he assured me that the sound quality would be really great. This would nicely bring me just below my budget of a Thousand dollars and I decided to go ahead.

However, this is where it all went wrong. I was waiting inside their office with my son when the manager came in and showed me the old speakers - it was completely torn. I knew it was old but I am sure it was definitely not that bad. I now had no choice but to replace the rear speakers as well. I went along with what the manager recommended and installed a pair of EFX 6x9" rear speakers (RM480).

I was dismayed when I learnt that as the new speakers would not fit into the original speaker enclosure and they would have to cut into the rear speaker board. I wished the manager had explained that to me before I said yes.

The final damage - a whooping RM1020 in total including the installation charges. These three items alone would have blown my small budget of RM1K at one go.

In hindsight, I could have said "No!" and this would have left me with a total budget of RM903.9. I could have then gone to Brothers and have cheaper speakers installed. But that is what you call "buyer's remorse" and I am trying hard not to have any regrets. However, I hope other people reading this would learn from my experience and make an informed choice.

I am sure that some of you are wondering "what's the difference"?

Now, I do notice that I don't have to crank up the volume and sound quality has definitely improved but no once else - neither my family members nor my friends seems to have realised the difference. The only guy who noticed is my son who went along with me and tries to put peanuts and other stuff into the holes in the speaker covers - a clear design flaw if you have hyperactive kids with itchy hands.

So my budget is blown and I have failed in my project. It was stupid anyway as an old car needs constant attention and replacement of parts. In conclusion, RM1000 goes a bit but is but a drop in the ocean if you decide to hold on to an old car and decide to "pimp it". However, on the other hand, well maintained cars can go a long way and is considerably cheaper than getting a brand new car - specially if you leave in Malaysia.

Toyota Prius C outsells monthly totals of Chevy Volt, Nissan Leaf in three days

noreply@blogger.com (karim) — Wed, 2 Sep 2015 00:14:00 -0700

Toyota is pretty sure that its expanded Prius family will drive up sales of the world’s best-selling hybrid, and the early sales returns indicate that the company is right, right, right.

After the Prius V sold about 8,400 units in the U.S. in the first ten weeks, the smaller, cheaper and more efficient 2012 Toyota Prius C is also getting a lot of attention. Toyota announced today that the C sold 1,201 units in just the first three days it was on sale. That’s enough to make it “one of Toyota’s fastest-selling vehicles,” according to the automaker, which also pointed out that those three days of sales is more than either the Nissan Leaf or Chevrolet Volt sold all last month.

If anything, those 1,201 sales are not as impressive as the C managed in Japan (where it is badged ‘Aqua’) – Toyota obtained 120,000 orders in the first five days it was on sale, though it isn’t immediately clear how many units have actually been sold. So far, the newly expanded Prius family has sold almost 10,000 units in the U.S. through the first half of March. This certainly points to the Prius franchise doing well in 2012. Last year in the U.S., Toyota sold 136,463 examples of its Prius Liftback (it sold 140,928 in 2010) and expects to sell 220,000 Prius models of all types here this year.

The Experimental HY-KERS Hybrid vehicle

noreply@blogger.com (karim) — Sun, 11 Jan 2015 05:47:00 -0800

The HY-KERS vettura laboratorio (experimental vehicle) is an example of how Ferrari is approaching the development of hybrid technology without losing sight of the performance traits and driving involvement that have always exemplified its cars.

This hybrid project is also aimed at ensuring that Ferrari will be in a position to comply with future CO2 emissions standards, particularly in terms of the urban cycle. City driving is traditionally where sports cars are most penalised as their engines are designed for maximum efficiency and performance at high revs, whereas the urban cycle involves low revs and low engine loads.

Ferrari has employed its racing experience to adapt an advanced, lightweight hybrid drivetrain to the 599 GTB Fiorano with the aim of ensuring that vehicle dynamics are unaffected. This was achieved by the careful integration of all system components, positioning them below the centre of gravity and ensuring that interior and luggage space are entirely unaffected. Similarly the flat lithium-ion batteries are positioned below the floorpan. The result is a centre of gravity that is even lower than in the standard car.

Ferrari has also applied its F1 technology to the design, engineering and construction of a new kind of electric motor which helps optimise the longitudinal and lateral dynamics of the car, enhancing traction and brake balance. The motor also features a unique cooling and lubrication system for maximum efficiency under all operating temperatures and loads.

Weighing about 40 kg, the compact, tri-phase, high-voltage electric motor of the HY-KERS is coupled to the rear of the dual-clutch 7-speed F1 transmission. It operates through one of the transmission’s two clutches and engages one of the two gearbox primary shafts. Thus power is coupled seamlessly and instantaneously between the electric motor and the V12. The electric motor produces more than 100 hp as Ferrari’s goal was to offset every kilogram increase in weight by a gain of at least one hp.

Under braking the electric drive unit acts as a generator, using the kinetic energy from the negative torque generated to recharge the batteries. This phase is controlled by a dedicated electronics module which was developed applying experience gained in F1 and, as well as managing the power supply and recharging the batteries, the module also powers the engine’s ancillaries (power steering, power-assisted brakes, air conditioning, on-board systems) via a generator mounted on the V12 engine when running 100 per cent under electric drive. It also incorporates the hybrid system’s cooling pump.

This experimental vehicle thus maintains the high-performance characteristics typical of all Ferraris while, at the same time, reducing CO2 emissions on the ECE + EUDC combined cycle by 35 per cent.

Ferrari California Stop&Start

The other important novelty at the Geneva Show is again aimed at reducing emissions. From March 2010 in fact the Stop & Start system will be available on the Ferrari California, reducing fuel consumption and CO2 emissions by 6 per cent in the ECE + EUDC combined cycle. This means a figure of 280 g/km, one of the most competitive of any high-performance cars. The Stop & Start cuts in virtually instantaneously - just 230 milliseconds, a time so fast that the driver barely notices the engine restarting.

This solution is a further step in Ferrari’s on-going strategy to reduce fuel consumption and emissions, even when increasing performance. One of the principal areas of research has been dedicated to reducing friction within the engine. The Ferrari California’s direct-injection V8, for example, has eliminated the ‘pumping’ losses created by the changes in pressure below the pistons. Inserting purge valves in the crankcase below the crank throws allows blow-by gas and oil compressed during the combustion phase to leave the crankcase without being drawn back in during the compression phase. This ensures a direct increase in engine efficiency.

In addition DLC (Diamond Like Carbon) coatings on the valve followers and superfinishing of the cam lobes reduces friction in the valve train and contributes to the overall improvement in engine friction.

Self-sufficient with green power in Maranello

In keeping with Ferrari’s 360-degree approach to efficiency and its commitment to environmental sustainability, new technologies for its road cars are matched by the considerable investments already made to reduce the environmental impact of the company’s production activities in Maranello.

After the inauguration of the photovoltaic installation on the roof of the Mechanical Machining facility in January 2009, which reduced the factory’s power requirements by over 210,000 kWh annually, 2009 also saw the opening of Italy’s biggest trigeneration plant (the simultaneous production of power, heat and cooling from a single source) – the first of its kind to be implemented by a sports car manufacturer. Combined, the two systems reduce CO2 emissions by 30,000 tons a year (40 per cent). Thanks to these ecological solutions, Ferrari is completely autonomous for its energy requirements. This reduction also means that Ferrari will meet the Kyoto protocol objectives a full 10 years ahead of schedule and with double the figure imposed on Europe.

This represents another significant step forward in the ‘Formula Uomo’ strategy implemented by Ferrari’s Chairman, Luca di Montezemolo, at the end of the 1990s and which has transformed the Maranello production facility into one of the most advanced in the world. It has also helped create a unique working environment which, in addition to other initiatives for the well-being of employees, ensures that Ferrari has become a model, as demonstrated by the fact that the factory has, in the past, received the ‘Best Place to Work in Europe’ award.

source: italiancars.blogspot.com/

2012 BMW 6 Series Convertible

noreply@blogger.com (karim) — Sun, 14 Dec 2014 04:48:00 -0800

By Chris Paukert RSS feed

Posted Feb 7th 2011 11:57AM

Comments57

To say that the second-generation BMW 6 Series caused a bit of a scene when it hit the world stage in 2003 would be to underplay its shock value. The Dingolfing, Germany-built coupe and convertible's styling seemed to win admirers and ruffle traditionalists' feathers in equal measure, but regardless of how you feel about its aesthetics, the 6's long model run has been a success, resulting in nearly 118,000 units sold.

Despite this victory (and despite what BMW officials tell us), there has been a clear bit of design capitulation in the halls of Bavaria, as Chris Bangle's controversial surfacing treatments and high trunk lines have been smoothed out in newer models in favor of less polarizing designs throughout the BMW empire.

So it is with the 2012 6 Series range, which launches with the 650i convertible model shown here, a model that's due to hit showrooms this April (just in time for top-down season). With North America enduring a hyperborean winter, it was only appropriate that we head to more temperate climates for some quality top-down running. BMW evidently had the same thought, so they sent us to Cape Town, South Africa. Famous for its finned and pointy-teethed population coursing offshore, we couldn't think of a more appropriate spot to sample the 6 Series' reborn shark nose look.

Continue reading...

Related Gallery2012 BMW 6 Series Convertible: First Drive

Photos copyright ©2011 Chris Paukert / AOL

There's no point on trying to get around it – the first topic of discussion with the new 6 is bound to be its appearance, if for no reason other than how radically (conservatively?) it departs from its forbearer. In the metal, the 6 Series convertible looks much lower, flatter and more angular than the car it replaces. This is particularly true at the rear, an inevitable result of its more conventional trunklid and 5-Series-like taillamps. Up front, the headlamps are more conservative, too, without the droopy lower edge and eyebrow turn signals of the outgoing E63/E64 model. The new light fixtures bookend a nose with a bit more forward thrust to the leading edge of the hood, which leans over a wider twin kidney grille. Contrary to expectation, however, the profile of the new 6 Series actually has more surface character than its predecessor, with an additional crease that plunges dramatically from the leading edge of the side vent. And the lower stance isn't an illusion – at just 53.7 inches tall, overall height has been given a haircut by a fraction of an inch, accentuating the 6's chopped-top look. You can judge the looks for yourself, but an informal poll among the journalists at the launch revealed something of a split between those who came to appreciate the previous model and the more cautious new look, with most favoring the 2012 design.

In a way, the crisper look of the new 6 Series almost feels like it could be an evolution of the 1989-1999 8-Series, had that GT lived long enough to progress to present day. The body panels are of varying construction – steel, aluminum (doors, hood) and plastic composite (roof, trunklid and side panels), so fitment of the pieces with materials of different properties must have been a task for BMW's engineers and paint experts, who have done flawless work.

At 192.6 inches long and 4,500 pounds, this big boy shadows competitors like the Mercedes-Benz E Class Cabriolet and Jaguar XK in nearly every dimension – it even outstretches the Bentley Continental GTC. Thanks in part to its new structure derived from the 5/7 Series chassis, it's 2.6 inches longer than before, and at 74.5 inches, it's marginally wider, too. The new model is thus a bit porkier than the outgoing E64, so it's helpful that the 650i Convertible has more brawn: 400 horsepower at 5,500 rpm and 450 pound-feet of torque at 1,750 rpm from its twin-turbocharged 4.4-liter N62 V8. That's 40 hp and a whopping 90 lb-ft more than its predecessor. It also has two more ratios in its automatic gearbox – eight cogs are on offer from the well-liked ZF 8HP70. Interestingly, a six-speed manual is also available (though it was unavailable for testing), and in a reversal of fortunes, the three-pedal setup will be sold Stateside and not in Europe. Apparently, those on The Continent are growing increasingly enamored of high-performance automatics, while there were enough U.S. enthusiasts grumbling for a self-stirrer that BMW has obliged (North America is the 6-Series' biggest market anyhow).

When blurring the coastal mountain road scenery surrounding Cape Town, there are plenty of reasons to slacken one's pace – if only to take in more of the panoramic vistas, vineyards and beautiful people vying for eyeball time. Despite this, we can't quite bring ourselves to back out of the 2012 BMW 6 Series convertible's new V8 engine long enough to stop and smell the king protea flowers (though we do oblige a family of wayward baboons who've decided that the middle of the road is a perfectly acceptable spot to shade one's self from the waxing sun).

In truth, we're not really hammering mercilessly on the topless 650i – it's clear from just a few minutes in that this BMW remains a very much grand tourer and not a sports car. Besides, we're once again getting adjusted to driving on the other side of the road, something that requires a fair bit of thought – particularly given the road network's relatively narrow lanes and the Sixer's wide derrière.

If it weren't for the road signs warning of the possibility of leaping springboks or the fact that more than one out of every ten cars we pass seemed be a derivative of the original Volkswagen Rabbit, visiting motorists could be forgiven for thinking that they are driving in an unfamiliar pocket of Northern California, wine country and all. It just has that sort of feel, with meandering, well-maintained roads, picturesque mountains, cascading rock fields and coastal views.

Aside from its wide carriage, the 650i couldn't be much better suited to this sort of driving, as its ample power, big brakes and posh ride suit the roads well. Just as importantly, our test car's optional Integral Active Steering proves predictable and accurate – a welcome departure from earlier BMW forays into the variable-rack realm that resulted in disconcerting turn-in speed and erratic feel. We're still not sure we'd pony up for the technology (there's not a ton of feedback), but now that it incorporates rear steering, there's a clear dynamic benefit – BMW engineers tell Autoblog that models so-equipped can change lanes much faster – by six or seven mph – and there's a significantly tighter turning circle, too. All test cars were equipped with grippy 19-inch 245/40 Dunlop SP Sport Maxx GT run-flat summer tires, but we'll get all-season rubber as standard fit, so we'll have to wait until we get one back on U.S. soil to see how the ride and handling balance shakes out.

As with other BMWs, the 650i has a center console rocker switch that allows the driver to set the Driving Dynamics Control system to Comfort, Normal, Sport or Sport + settings to better suit the motoring mood. Toggling between the settings alters the throttle map, suspension firmness, steering effort, transmission shift schedule, as well as active steering rate and active roll control if the car is so-optioned.

Regardless of the mode we have the DDC rocker set to, the rear-drive 650i is well-behaved, cornering flatly on South Africa's lilting roads at anything short of stupid velocities, the ZF's paddle-shifters respond smartly when it comes time to pass one of the region's ubiquitous soot-spewing diesel trucks. To be fair, South Africa's motoring populace reveals itself to be the very model of courtesy, with most drivers pulling onto the shoulder and indicating when it is safe to pass so that we're never trapped behind slower traffic on single-lane roads for long. (Just be sure to double-flash your hazards in appreciation upon completing the maneuver). Even though the transmission works seamlessly in full automatic mode, using the paddles is a treat, if only because the V8 issues an unexpected yet welcome burble at shift points – even at modest speeds. Plant the skinny pedal in the carpet and you'll find that 60 mph arrives in 4.9 seconds, and it won't be terribly long before you're bouncing against the modest 130 mph limiter (if you spec out the optional Sport package, the governor is relaxed to 150 mph).

While the official EPA fuel economy figures haven't been released yet, BMW promises the new powertrain will be more efficient, but that's not saying a great deal, as the outgoing car was practically an OPEC Club Gold member, ringing up 15 miles per gallon in the city and 23 mpg on the highway.

With such indulgent exterior proportions, it's no surprise that the 6 Series' interior is a suitably grand place to be. BMW notes that despite its lower overall height, there's still more headroom front and rear than before. That said, the rear seat is still firmly in the "occasional use only" category thanks to limited legroom.

Dominated by a massive freestanding 10.2-inch transflective display, the dashboard mixes high-quality leathers and plastics with matte chrome accents for a mature, driver-centric environment. Everything is within easy reach and is self-explanatory – at least for those with previous iDrive experience.

Our tester was outfitted with the latest generation of BMW's optional head-up display, and it's a peach, combining crisp 3D graphics, a wider array of vibrant colors and more driver-selectable information, from engine and vehicle speed to navigation directions and ancillary system telltales like the lane departure warning and night vision (when equipped). It works fantastically well, even with the top down in direct sunlight, and we found it preferable to taking our eyes off the road to look at the center stack display.

Speaking of direct sunlight, despite pleasant ambient temperatures, there was no denying the intensity of the rays this far south of the equator – even with the BMW's reflective leather seats. We love driving top-down no matter the season, but in the name of science – and in a vain attempt to keep our pale, wintered skin from peeling – we whirred the soft top into place (24 seconds to close, 19 seconds to open) for our final leg of the drive. Once again, we're glad that BMW has chosen to forego the added cost, weight and complexity of a folding hardtop, as the multi-layer canvas lid is a very refined piece, with excellent sound insulation and a unique top-up look with its vertical power rear window and flying buttress construction. What's more, the top can be operated at speeds of up to 25 mph, a trick we have yet to see with a folding tin top.

With all of the improvements, it's no surprise that the sticker price on the 650i Convertible has swelled to $91,375 (the outgoing model commanded $87,725 including destination and gas guzzler tax). That's a lot of scratch, but we don't see the typical 6 Series buyer balking at the increase – especially now that the car continues to deliver the big GT experience in a more refined package with broader aesthetic appeal.

Ford Focus Electric qualifies for California HOV lane access, extra $2,500 off

noreply@blogger.com (karim) — Tue, 18 Mar 2014 06:34:00 -0700

Following in the footsteps of the Chevrolet Volt and the Honda Civic Natural Gas, the 105-MPGe 2012 Ford Focus Electric has been granted HOV lane access in California by the California Air Resources Board (CARB). CARB not only gave the upcoming all-electric vehicle the ability to let people drive alone in the High Occupancy Vehicle lane but also qualified it for an incentive that affords buyers an extra $2,500 off through the state’s Clean Vehicle Rebate Program (CVRP).
With an official range of 76 miles, the Focus EV is what Ford calls the “most fuel-efficient five-passenger car” in the States. As it has in other marketing material, today’s press release announcing the HOV designation, Ford is touting ways its car beats the Nissan Leaf (hey, it “only” gets 73 official miles, remember?), as you can read after the jump. For more on the controversial HOV lane situation in California, check out this articlefrom AutoblogGreen contributor Chelsea Sexton.

Camshaft Timing

noreply@blogger.com (karim) — Tue, 19 Mar 2013 06:43:00 -0700

As with ignition timing and other forms of engine timing, accurate valve timing, or camshaft and cam timing as some people refer to it, is critical for achieving maximum horse power delivery from your engine. The first thing you need to accurately set your cam timing is a timing degree wheel, or a cam timing disc, that you can get from your camshaft manufacturer. You also need a dial gauge with a magnetic stand to find true top dead center (TDC) of the no. 1 cylinder and the correct valve lift, and an adjustable vernier gear.
It's quite easy to accomplish in theory, but a bit more complicated as you need to determine the exact point that full-lift is achieved and the same applies to accurately determining true TDC.

FINDING TRUE TDC

An adjustable vernier gear
for accurate cam timing

It is easiest to start setting the cam timing before you fit the cylinder head to the engine as you need to accurately determine TDC using the dial gauge and accurately mark TDC on the crankshaft pulley. Usually, the car manufacturer would mark TDC on the crankshaft pulley, but you should never assume that it is accurate. Always verify that TDC is marked accurately even when it appears to be accurate when viewed with the naked eye. Remember that at the piston appears to be stationary at the end of the compression stroke for approximately 10° of crankshaft rotation. TDC is at the exact middle of this dwell period and even if it is just a few degrees out, it can have a significant effect on power delivery. Start by turning the engine to the TDC mark on the crankshaft pulley and attaching the cam timing degree wheel to the crankshaft pulley. Use a piece of stiff wire affixed to a nearby bolt and bent over the degree wheel as a temporary pointer to the engine block and set the pointer to TDC or 0° on the cam timing degree wheel. Place the base of the dial gauge on the engine block with the dial indicator or stylus resting on the top of the piston and zero the dial gauge. Rotate the engine back and forth a bit to ensure that the dial gauge is correctly zeroed. Now rotate the engine to a point before TDC where the dial gauge is at 0.2 inches or 0.5mm. Either note the reading from your pointer or mark the point on the degree wheel and then turn the engine just past TDC and stop when the dial gauge is at 0.2 inches or 0.5mm after TDC. Again, note the reading from your degree wheel or mark it on the degree wheel. TDC would be the exact center point between those two readings. If that exact point is not 0° or TDC on the degree wheel, rotate the engine until you reach that exact point on the degree wheel; then loosen the degree wheel and adjust it so that your pointer is at the TDC or zero point on the degree wheel. You can also mark that point accurately on the crankshaft pulley as this will be helpful when want to check or adjust the cam timing at a later stage, with the engine fully assembled and fitted, and will be useful when you need to set your ignition timing. Then remove the dial gauge, fit the cylinder head and install the camshaft, or camshafts if it's a twin-cam cylinder head, the vernier gear, and the camshaft timing belt or timing chain. With the engine at TDC it should be at the end of the compression stroke on the no. 1 cylinder, so the camshafts should be installed with the intake and exhaust valves of the no. 1 cylinder closed. In other words, the heel of the camshaft lobes for the no. 1 cylinder should be in contact with the intake and exhaust valves, and the lobes should form a "v". The engine should be completely assembled now with only the valve cover left to be attached.
Once the engine is at true TDC and you have it marked on the degree wheel and crankshaft pulley, you can remove the dial gauge and fit the cylinder head gasket and the cylinder head. Then install the camshaft, or camshafts if it's a twin-cam cylinder head, the vernier gear, and the camshaft timing belt or timing chain. With the engine at TDC it should be at the end of the compression stroke for the no. 1 cylinder, so the camshafts should be installed with the intake and exhaust valves of the no. 1 cylinder closed. In other words, the round heel of the camshaft lobes should be in contact with the intake and exhaust valves of the no. 1 cylinder, and the toe of the lobes should form a "v". The engine should be completely assembled now with only the valve cover, the intake system and the exhaust header left to be attached.

SETTING THE CAMSHAFT TIMING

The camshaft manufacturer or grinder should provide you with a valve timing diagram and a chart with the specified valve lift and the exact point at which that valve lift for the intake valves and the exhaust valves should be achieved. This may be for full-lift, or a specified amount of valve lift with the valve opening. The latter is more accurate as there is also some dwell at full-left, though not nearly as much as piston has at TDC. As indicated below, we can accurately find the point of full lift in the same way as we found true TDRC. Also, the point at which the valve lift is achieved is measured in degrees of crankshaft rotation, which is why we didn't remove the cam timing degree wheel from the crankshaft. Our next step is to attach the dial gauge to the cylinder head, with the stylus on the top of the retainer cap of intake valve of the no. 1 cylinder and zero the dial gauge. Now rotate the crankshaft to the specified point at which the specified valve lift should be achieved and read the amount of valve lift off the dial gauge. If it is not the same as the valve lift specified by the manufacturer, then loosen up the vernier gear and turn the camshaft until the correct valve height is achieved. Take care not to let the valves hit the crown of the piston while you're doing this adjustment as the valves could bend quite easily. With the specified valve lift of the intake valve occurring at the specified degrees of crankshaft rotation, tighten up the vernier gear. Your intake valve timing is now set. On a single-cam cylinder head you just need to verify that the exhaust valve also reaches the specified valve lift at the specified point. But on a twin-cam cylinder head you will need to set your exhaust valve timing by repeat this process for the exhaust valve of the no. 1 cylinder.

FINDING FULL VALVE LIFT

Should the camshaft manufacturer supply a chart which uses the point of full valve lift as a reference point for setting your cam timing, you would need to find the exact point of full valve lift. However, full valve lift is not one point as the camshaft also has a dwell period as they are designed to have the valve reach full life as quickly as possible and remain open for as long as possible, which is usually a good number of degrees. This can result in inaccurate cam timing as we would need the point exactly in the center of this dwell period. We can determine this point in similar way as we determined true TDC.
Start with the engine at TDC. Then turn the crankshaft until the toe of the camshaft lobe acting on the intake valve of the no. 1 cylinder is pointing more or less upward and the heel or the rounded part of the lobe is in contact with the valve, the rocker arm, or the valve lifter. The intake valve should now be fully closed. Set up the dial gauge with the stylus on the valve retainer cap of the intake valve and zero the dial gauge. Now rotate the crankshaft until the intake valve opens and is a short distance, say 0.1 inch or 0.25 mm, past full lift. Mark this point on the degree wheel. Then turn the crankshaft and stop when the intake valve starts to close and is again at 0.1 inch or 0.25 mm from full lift. Mark this point on the degree wheel. Needless to say, the point of full lift for the intake valve would be the mid-point between these two marks on the degree wheel. This point should coincide with the valve timing diagram or the chart supplied by the crankshaft manufacturer. If not, you would need to loosen up the vernier gear and adjust it as required. You should then repeat the process to ensure that the adjustment has been made correctly. On a twin-cam engine you would need to repeat this process to find the point of full lift for the exhaust valve, do the required adjustment on the vernier gear if needed and check the accuracy of nay adjustments you may have made.

CFC VW GTI LeitGolf 2012 Pictures

noreply@blogger.com (karim) — Mon, 19 Mar 2012 06:54:00 -0700

Valves and the Valve Train

noreply@blogger.com (karim) — Mon, 19 Mar 2012 06:42:00 -0700

Proper attention to the valves and valve train components is important when modifying a cylinder head. In fact, the cylinder head porting we discussed previously would be less effective if we do not improve the air-flow round the valves. That is what we'll be looking at in this section. We'll also be looking at fitting larger valves, improving air-flow round the valve guide, and improving the valve train components. We've already discussed the camshafts and valve timing elsewhere so we won't be repeating that here.

THE VALVES

The first thing to do with the valves is to check them for wear. If you find any signs of wear, then you need to replace the valve. You need to check both the valve stem, and the valve face. You can check the valve stem using a micrometer, or you can gently run your index finger and thumb along the length of the valve stem and work your way right round the stem. You can visually check the valve face for wear. If you feel the slightest ridge on the valve stem or the valve face is badly pitted, replace the valves.
Most stock intake valves are made of EN52 steel while most stock exhaust valves are made of more wear resistant and stronger 21/4N Austenitic stainless steel. If you're building a modified street car, the stock valve material will be perfect, as long as the exhaust valves are made of 1/4N Austenitic stainless steel; however, if you're building a modified race car, it would be better to replace the stock intake valves with stainless steel valves, which are more wear resistant. As for the exhaust valves, you can easily verify whether they are made of 21/4N Austenitic stainless steel or EN52 steel as 21/4N Austenitic stainless steel is non-magnetic while EN52 steel is magnetic. So, if a magnet sticks to your exhaust valve head, it's EN52 steel. Some manufacturers use a bi-metal construction, with an EN52 steel valve stem micro welded to a 21/4N Austenitic stainless steel valve head; so check the valve head, not the valve stem.

FITTING LARGER VALVES

There are several things you need to take into account when deciding on bigger valves. The most obvious is that you need sufficient space in the combustion chamber for bigger valves. However, the valve head should be at least 2 mm from the combustion chamber and cylinder wall. Also, if you fit bigger valves, you'll need to open up the ports, which means you'll need to do more cylinder head porting to achieve the full power benefit of fitting bigger valves. But this also means that you'll have reduced the mean gas velocity at low RPM as bigger ports have lower mean gas velocity at low RPM. This translates into less bottom end power, especially on small bore engines.
It's not necessary to fit bigger exhaust valves on a naturally aspirated engine, even if it's on a heavily modified race car. This is because of the large pressure differential in the cylinder and the exhaust header. The pressure in the cylinder during the exhaust stroke, when the exhaust valve opens is usually five times higher than the pressure in the exhaust header. Air flows from a high pressure area to a low pressure area until equilibrium is reached; therefore the exhaust gasses are literally sucked out of the cylinder. The movement of the exhaust gasses is aided by the upward movement of the piston, which keeps the pressure in the cylinder while forcing even more exhaust gasses out through the exhaust valve. This also explains why the intake valve is bigger than the exhaust valve.

Basic Cylinder Head Porting

noreply@blogger.com (karim) — Mon, 19 Mar 2012 06:41:00 -0700

Although it sounds quite complicated, gas flowing and cylinder head porting are actually quite simple. The main aim of both gas flowing and cylinder head porting is to improve the air-flow through the cylinder head. Understanding what is good for improving air-flow, and what is bad for air low, i.e., what restricts air-flow, will go a long way to making good power gains from your cylinder head porting and gas flow work, so let’s begin there.

AIR-FLOW

As "Bad Ass" Bre and "Langer" have mentioned else on this site, the key to engine power and car performance is good air-flow in and out of the engine. Getting more air/fuel mixture into the engine and getting the exhaust gas out efficiently after combustion will get you more power. This is what is called Volumetric Efficiency (VE).
In technical terms, Volumetric Efficiency is the ratio of the volume of fresh air/fuel mixture that is drawn into the cylinder on the intake stroke, relative to the swept volume of the cylinder. Obviously, any exhaust gas that remains in the cylinder after the exhaust stroke will occupy some of the volume that fresh air/fuel mixture should occupy, and would reduce the Volumetric Efficiency of the engine. Thus, how well the exhaust gasses flow out the exhaust system is also important. Generally speaking, a multi-valve cylinder head will have a better Volumetric Efficiency, and hence will create better power, than a two-valve cylinder head. So if you have the option of fitting a two-valve cylinder head, or a multi-valve cylinder head, I’d go with the multi-valve cylinder head.

IMPROVING AIR-FLOW

Improving the Volumetric Efficiency of your engine requires that you improve the air-flow in and out of the engine. Fortunately, there are a number of things that you can do to improve air-flow, particularly through the cylinder head. The first is to ensure that nothing obstructs or restricts the air flow to and through the cylinder head, from the moment air enters the intake system until the moment it exits out of the tail pipe. However, certain obstructions in the cylinder head ports, such as the valve stem and the valve guide boss, cannot be eliminated completely but can be minimized by narrowing the valve stem without weakening it too much and shaping the valve guide boss into a ramp.
Another way of improving air flow through the cylinder head is to form the cylinder head ports and the combustion chamber into an even, smooth and consistent shape. The key word here is consistency; constituency not only in shape and size, but also consistency from one cylinder to the other. You can achieve consistency in shape by ensuring that there are no intrusions or cavities in the port, and that the port does not widen or narrow. Air-flow can be further optimized by eliminating sharp turns and bends in the path of the air-flow.

ENLARGING THE PORT

Enlarging the cylinder head port might be a good way of improving air-flow, but it has a major effect on mean gas velocity. A small port, relative to the cylinder, will have a high mean gas velocity at low RPM but it will struggle to fill the cylinder at high RPM. Thus Volumetric Efficiency will tail off at high RPM and power will fall off quickly. Conversely, a relatively large port will have a low mean gas velocity at low RPM. To maintain fuel atomization, i.e., to keep the fuel droplets suspended in the air flow, a high mean gas velocity is required. If the mean gas velocity is too low, gravity will pull the fuel droplets out of the air stream and will form puddles of fuel on the port floor. The result will be a loss of power and economy.

Performance Camshafts

noreply@blogger.com (karim) — Mon, 19 Mar 2012 06:40:00 -0700

The two important aspects of a camshaft, in terms of engine performance, are camshaft duration, or cam duration, and valve lift. Both cam duration and valve lift are determined by the camshaft lobe. Cam duration is the time that at least one valve of a cylinder remains open, i.e., off its valve seat, measured in degrees rotation of the crankshaft, while valve lift is the maximum distance the valve head travels from the valve seat.

VALVE LIFT

Valve lift is somewhat related to intake valve head diameter. An engine with an intake valve head diameter of 1.400in to 1.500in will generally perform best with a valve lift of 0.395in to 0.475in; an engine with a larger intake valve head diameter of 1.750in to 1.875in will generally perform best with a valve lift of 0.425in to 0.550in; and an engine with a large intake valve head diameter of 2.000in to 2.250in will generally perform best with a valve lift of 0.475in to 0.650in. But these are just rough guidelines; ultimately you will need to take some gas flow readings on a flow bench to determine the best valve lift for your particular engine.
A number of factors influence valve lift. The most important being the gap between the intake and exhaust valves, the piston to valve clearance and the intake charge pressure. These factors also influence cam duration. Another factor influencing valve lift is valve spring compression. Obviously, once the valve springs are fully compressed, it cannot give any more and the valve cannot be pushed further down into the combustion chamber.

CAM DURATION

As I've mentioned earlier, cam duration is measured in degrees rotation of the crankshaft, rather than the camshaft, and the crankshaft completes two full rotations for every rotation of the camshaft. In other words, with a 310 degree camshaft, the valves are open for only 155 degrees of actual camshaft rotation.
A performance camshaft for a naturally aspirated engine will have a duration in the range of 270 degrees to 310 degrees or more, with a 270 degree camshaft described as a 'mild' camshaft and a 310 or more degree camshaft being described as a 'wild' race camshaft. A stock camshaft usually has a duration of around 270 degrees but what differentiates a 270 degree performance camshaft from a stock camshaft is increased valve lift and a much faster rate of valve lift. With a faster valve lift rate, the valve reaches full lift quicker and remains at full lift for longer. This increases Volumetric Efficiency (VE) as more air flow in and out of the engine is possible.
A determining factor, when choosing camshaft duration is the purpose of the vehicle. The longer the duration of the camshaft, the further up the rev range the power band shifts, and the rougher the idle. Obviously, as the power band moves higher up the rev range, bottom end power is lost. Also, as cam duration and valve overlap increases, torque is lost. Fuel efficiency also decreases and exhaust emissions increase as valve overlap increases.
High performance camshafts start at 280 degrees of duration. These camshafts have increased valve overlap but not too much so emissions and fuel economy are not severely affected. These are generally good camshafts for modified street cars and produce good power from 2,500 RPM up to 7,000 RPM but they do not have a smooth idle because of the increased valve overlap.
A 290 degree camshaft requires more cylinder head work in terms of cylinder head porting and gas flowing as they work better when the engine's Volumetric Efficiency (VE) is improved. As you'd expect, these camshafts produce a fairly rough idle. These camshafts are generally good for rally cars and produce power from 3,000 RPM up to 7,500 RPM. A 300 degree camshaft requires even higher levels of VE, reaching the physical gas flowing limitations of a two valve cylinder head with a single camshaft. These camshafts are good for modified race cars and produce good power from 4,000 RPM up to 8,000 RPM. However, they have a very rough idle.
A camshaft with a duration of more than 300 degrees is an out and out race camshaft with a power band in the 4,500 RPM to 9,000 RPM rev range. To make effective use of a 300 degree camshaft, you need to ensure that the engine has a very high VE. You also need to ensure that the engine can rev beyond the red line of most stock engines.

VALVE OVERLAP

The limit for opening the exhaust valve is approximately 80° before bottom dead center (BBDC). Opening the exhaust valve any sooner tends not to increase power production but will shift the power band higher up the rev range and will reduce low end torque as downward pressure on the piston during the power stroke is released. The same applies to closing the intake valve where 80° after bottom dead center (ABDC) is the limit for increased power production.

Doing The Head

noreply@blogger.com (karim) — Mon, 19 Mar 2012 06:39:00 -0700

When it comes to getting the most power out of a naturally aspirated engine the key area that you must focus your attention on is the cylinder head. This is the one area that will potentially give you the greatest increase in engine power. Why? Well, as Langer explains in engine building and power basics, the key to increasing an engines horse power is to get the engine to ingest more air and be able to expel the resultant increase in exhaust gasses, in other words, getting the engine to pump more air by increasing the air-flow in and out of the engine.
On a motor car engine, there are three areas that can affect air-flow and where you can make improvements. These are:

The intake system, which includes the air filter, plenum and the intake runners.
The exhaust system, which includes the exhaust header, catalyst converter and the mufflers.
The cylinder head, which includes the cylinder head ports, valve area and the camshafts.

We've discussed the intake system and the exhaust system elsewhere on this web site so now it's time for us to turn our attention to modifying the cylinder head. However, in this section we're going to discuss a little bit more than just the cylinder head, we're going to discuss cylinder head porting, gas flowing and power tuning the cylinder head, old school style! We'll also be discussing performance camshafts, cam timing, valve timing and valve overlap.
A word of warning though, cylinder head porting and gas flowing is a rather advanced form of car modification and is not for the novice or for the faint of heart. Cylinder head porting is a skill that must be developed and honed by hours and hours of practice. If you're intent on trying cylinder head porting, the first thing that you need to know is the porting always begins by trial and error so if you're going to do your own cylinder head porting, start on a cylinder head that you can afford to total, in fact, start with a couple that you don't mind loosing. Otherwise you should leave cylinder head porting up to a professional with a flow bench. The other thing to note, is that cylinder head porting requires some rather expensive tools. You'll need a high-speed extended pneumatic die-grinder with carbide and steel grinders, and a high-pressure air compressor (no, we're not talking about turbochargers here) to power the grinder. You could use an electric die-grinder rather than a die-grinder, but electric die-grinders don't operate at a high-speed like pneumatic die-grinders. You could also use an electic drill rather than a die-grinder but you won't get the same results as you would with a longer, more agile and thinner die-grinder. An electric drill also does not operate at the high-speeds that a pneumatic die-grinder does.

A Pneumatic Die Grinder

Right, if you've read all that, bought your air compressor and your die-grinder, and gotten hold of a few spare cylinder heads, despite our warnings, then we can move on and start modifying the cylinder head for extreme power. But remember that we did warn you. Right, we'll begin by looking at the camshaft before moving on to the equipment you'll require to port your cylinder head, the basics of gas flowing and cylinder head porting itself.

Beş Nesildir Yollarda. BMW 5 Serisi’nin tarihi

noreply@blogger.com (karim) — Sun, 18 Mar 2012 06:45:00 -0700

BMW 5 Serisi nin beş nesil modelinin satışları daha şimdiden 5,5 milyon adede ulaştı ve şimdi BMW 5 Serisi Sedan’ın başarılı hikayesinde yeni bir bölüm başlıyor.

Altıncı nesil BMW 5 Serisi, doğal olarak kendisinden önce gelenlerin bıraktığı büyük mirası takip ederken aslında kökleri çok daha eskilere dayanır. Henüz 1960′lı yıllarda BMW spor, şık, güçlü ve yenilikçi teknolojiye sahip, orta sınıf, dört kapılı sedan üreticisi olarak güçlü ve onu diğerlerinden ayıran bir profil geliştirdi. Dört kapılı notchback gövde, önde bulunan uzunlamasına yerleştirilmiş motor, arkadan itişli sürüş ve karmaşık yapıya sahip bir süspansiyon sunan BMW, bugün hala cazip kalabilen ve günümüze tamamen aktarılan klasik bir ilke edindi.

Bu, BMW’nin o güne kadar gördüğü en başarılı model serisini oluşturarak, BMW 1500, BMW 1800 ve BMW 2000′i “Yeni Sınıf” olarak lanse ettiği zamandaydı. Sedanların geliştirme ve üretim aşamalarında BMW tarafından bu modellerle ortaya konan ustalık, her birinin ayrı karakteri olan, modern ve çok tutulan otomobillerin üreticisi olarak şirketin dünya çapında bir atılım yapmasını sağladı.

1972 yılında Yeni Sınıf’tan BMW 5 Serisi’ne geçen BMW, yalnızca yeni isimler tanıtmadı, aynı zamanda tasarımda yeni bir çağ başlattı. Gerçekten de “5″ sayısı bu sınıftaki açık sürüş keyfi anlamını aldı. O zamandan beri BMW 5 Serisi, tasarımları sayesinde, üstün yürüyen aksam ve süspansiyon teknolojisiyle sağlanan sürüş dinamikleri ve konforunun benzersiz bir şekilde bir arada kullanımını özgün bir şekilde yansıtan, mükemmel uyum içinde dengelenen sportifliğin ve zarafetin simgesi haline geldi. Bu nedenle BMW 5 Serisi, Münih’li bu premium otomobil üreticisinin geliştirme konusundaki üstün yeteneklerini ortaya koyuyor.

1972: Yeni BMW 5 Serisi sahneye çıkıyor.

Sırasıyla 115 ve 130 bg üreten, dört silindirli sürüş motorlarına sahip BMW 520 ve BMW 520i, 1972 Frankfurt Otomobil Fuarı’nda Yeni Sınıf’ın yerini alacak model olarak sunuldu. Modelin ismi, BMW marka otomobillerin bugüne kadar aldıklar isimleri belirleyen yeni bir konsept yarattı. Başta bulunan “5″ sayısı seriyi belirtirken; onu takip eden diğer iki rakam ilgili modelin motor hacmini belirtir. Aynı zamanda bu model adları BMW 501 “Baroque Angel” ve ikon haline gelmiş bir spor otomobil olan BMW 507 gibi 1950′li yılların hatıralarını canlandırıyordu.

Tasarımındaki uzun ve düz hatlar, büyük pencereler ve alçak bel çizgisiyle ilk BMW 5 Serisi kendini gösterdi. Markaya özgü tasarım elemanları olan çift far ve C sütunundaki Hofmeister kıvrımı yeni tarz ve teknoloji ile yeniden yorumlayarak, Fransız tasarımcı Paul Bracq 1970′lerde çok özgün olan BMW tasarım dilinin temelini attı. Yolcuların güvenliğini sağlamak ve otomobilin deformasyon bölgelerini doğru şekilde hesaplayabilmek için BMW mühendisleri ilk defa çok geniş kapsamlı üstün bir bilgisayar teknolojisi kullandı.

Üretimin ikinci yılında BMW 525′in tanıtılmasıyla ilk altı silindirli otomobil de pazara giriş yapmış oldu. Bu son model otomobilin güçlü ve aynı zamanda iyileştirilen motoru, 145 bg’lik etkileyici bir güç sağlıyordu. Daha fazla güce duyulan bu istek, daha sonraki yıllarda model yelpazesini genişletmek için en önemli nedenlerden biri haline geldi: 1972 yılında kurulan BMW Motorsport GmbH, 1980 yılında 218 bg (160 kW) gücündeki altı silindirli motora sahip BMW M 535i’yi tanıtarak olağanüstü bir girdi sağladı.

1981: İkinci nesil, ilk dizel.

Neredeyse 700.000 adet satış sağlayan ilk nesil BMW 5 Serisi, Yeni Sınıf’ın pazardaki başarısının iki katından fazlasını elde etti. 1982 yılında çıkarılan bir sonraki model de net hatlar ve büyük pencereleriyle tasarıma sadık kalarak başarı öyküsünü devam ettirdi.

Daha da çarpıcı ön ve arka tasarımıyla yeni BMW 5 Serisi, dış boyutlarının neredeyse aynı kalmasına rağmen yollarda çok daha fazla dikkat çekti ve yeteneklerini gösterdi. Mühendislerin iyileştirme çalışmaları ve akıllı hafif malzeme teknolojisi iç mekanda daha fazla alan, mükemmel ağırlık dağılımı ve geliştirilmiş yolcu güvenliği sağladı. Çift mafsallı ön aks ve yarım arka aks taşıyıcıya sahip yeni geliştirilen süspansiyon, özellikle de bu yeni modelin sunduğu sürüş konforunu artırmada işe yaradı. Bu noktada BMW 5 Serisi’nde, yol bilgisayarı yardımıyla kilitlenmeyi önleyici fren sistemlerinden elektronik yakıt enjeksiyonuna kadar değişen modern elektronik sistemler kullanılmaya başlandı.

Pazara girmesinin hemen ardından bu yeni sedan, geniş bir model yelpazesi ve gücü 90 ile 184 bg arasında değişen motorlarla sunuldu. 1984 yılında oldukça spor bir versiyonu tanıtılmış olmasına rağmen 218 bg’lik güce sahip BMW M 535i bu sefer Motorsport GmbH’nin son sözü değildi. Onun yerine Motorsport GmbH, 1985 Frankfurt Otomobil Fuarı’nda gururla Spor Sedan’ın simgesi olan BMW M5′i sundu. Dışarıdan değerlendirildiğinde diğer modellerden güçlükle ayırt edilebilen BMW M5’te, tavizsiz sürüş dinamikleri sağlamak için metal levhanın altı baştan sona optimize edildi. Güç, dört valf teknolojisi ve en az altı kelebek valfi bulunan sıralı altı silindirli motordan geliyordu. Efsanevi BMW M1′den türetilen, önceden yalnızca en iyi spor otomobiller tarafından sunulan, üstün itiş gücü üreten bu motorun gücü 286 bg’di.

BMW’nin 1983 yılında BMW 524td ile büyük çekişmelerin yaşandığı dizel pazarına girmeye karar vermesi devrim niteliğindeydi. Markanın kendine özgü karakterini bir dizelle sunmak için tek seçenek otomobile güçlü ve iyileştirilmiş turbo dizel bir motor koymaktı.

115 bg maksimum motor gücüne sahip, 2,4 litre, sıralı altı silindirli motor bu gereklilikleri sağladı ve BMW 524td kendi sınıfındaki tüm dizel otomobiller arasında en iyi performansı gösterirken aynı zamanda en yüksek yakıt tasarruf standardını sağladı. Dizel otomobillere kuşkuyla yaklaşanlar bile üstün güç ve olağanüstü tasarrufun yenilikçi birleşiminden etkilenmişlerdi.

Spor performans ve üstün tasarrufu bir araya getirmek için dizel pazarına girmek BMW’nin tek seçeneği değildi. Aksine, tam da o zamanlarda BMW, özellikle yakıt tasarrufu sağlayan teknolojiler geliştirmek üzerine çok sayıda çalışmayı ve yeniliği tamamlamış ve alternatif enerji kaynakları aramaya başlamıştı. Bu yeniliklerin çoğu, zaman içerisinde seri üretime alındı, diğerleri ise uzun dönem araştırma projelerinin temellerini attı. Bunun bir örneği daha 1976 yılında tanıtılan ve birinci nesil BMW 5 Serisi’ni temel alan hidrojen yakıtlı test otomobiliydi.

Turbo dizelin yanında, BMW 5 Serisi’nin oldukça verimli bir benzinli modeli de en başından beri seri üretim için uygun olduğunu gösterdi: BMW 525e altı silindirli bir motora sahipti ve tutarlı bir şekilde üstün çekiş gücü ve tasarrufu bir araya getirmek için yapıldı. 2,7 litre hacme sahip ve adını Yunan harfi “eta”dan alan sürüş motoru, etkin bir şekilde 4.250 dd seviyesinde 125 bg’lik maksimum motor gücü ve yalnızca 3.250 dd’deki 240 Nm’lik maksimum tork üretebiliyordu. Yeni motor elektronikleri, optimize edilmiş ağırlık ve yüksek hızlarda tasarruf fonksiyonu bulunan beş ileri şanzıman, bu modelin üstün verim sağlamasına yardımcı olan diğer özelliklerdir.

İkinci nesil BMW 5 Serisi yedi yıl üretildikten sonra yerine yeni bir seri getirildi. Bu süre boyunca satışları yeni bir rekor kırarak 722.000 adede ulaştı.

1988: Üçüncü nesil BMW 5 Serisi. İlk kez touring olarak BMW 5 Serisi.

BMW 1984 yılında katalizör teknolojisini tanıtmaya başlarken, BMW 5 Serisi en başından beri sadece bu yüksek emisyon yönetimi standardıyla donatılmıştı. 1988 yılındaki başlangıçtan beri ortaya çıkan ilk modellerin (BMW 520i, BMW 525i, BMW 530i, BMW 535i ve BMW 524td) hepsi altı silindire ve elektronik yakıt enjeksiyonuna sahipti. Güç aralığı 115′ten 211 bg’ye yükselmişti.

315 bg olarak üretilen ve daha sonra 1992 yılında 340 bg’ye yükseltilen motor gücüne sahip yeni BMW M5 de kısa süre sonra tanıtıldı.

Bunu 1992 yılında sekiz silindirli iki modeli, BMW 530i ve BMW 540i, 1993 yılında dört silindirli motorla temel model olarak tanıtılan BMW 518i takip etti. Bu arada, dört valf teknolojisinden ve değişken Vanos egzantirik mili yönetiminden faydalanan altı silindirli motorlar daha fazla güç, tork ve verimlilik kazandılar.

Tam olarak belirlenen deformasyon alanları ve çok daha sağlam yolcu bölmesiyle BMW 5 Serisi’nin üçüncü nesli, yolcu güvenliği alanına yeni standartlar getirdi. Titizlikle inceltilen süspansiyon bir seçenek olarak elektronik kontrollü amortisörlerle birlikte kullanılabiliyorken bir diğer seçenek de hıza duyarlı Servotronic direksiyon asistanıydı. ASC Otomatik Denge Kontrolü de, kilitlenmeyi önleyici fren sisteminin yanında ilk kez kullanılıyordu.

1991 yılında piyasaya sürülen elektronik dört tekerlekten çekişli BMW 5 Serisi’nin önden arkaya tam değişken güç dağılımı konsepti ile arka aks diferansiyel kilidi, karşılaştırmalı testlerde o güne kadarki tüm dört tekerlekten çekiş sistemlerinden daha üstün olduğunu kanıtladı.

Bir önceki kuşağı ile karşılaştırıldığında, üçüncü nesil BMW 5 Serisi yine yeni tasarımı sayesinde daha uzundu ve çok daha geniş iç hacme sahipti. Gerçekten de Baş Tasarımcı Claus Luthe kılavuzluğunda yaratılan yeni sedan, sportif zarafet ve akıcı çizgileri özgün bir kama şekliyle birleştirdi. Tarz sahibi bu karakter, daha sonra tasarımcılar tarafından BMW 5 Serisi Touring’e aktarıldı; 1992 Frankfurt Otomobil Fuarında ortaya çıkarılan bu eşsiz beş kapılı otomobil yeni bir görünüm ve B sütunu arkasında yepyeni özellikler sunuyordu.

Ses yalıtımına çok önem verilmişti, gövde içerisindeki ses neredeyse bir sedandakiyle aynıydı. Çok geniş iç alan, açık bir şekilde akustik etki ve gürültüler için ideal bir rezonans gövdesi oluşturuyordu. BMW 5 Serisi Touring, başından itibaren arka aks üzerinde otomatik yükseklik ayarı ile donatılmıştı.

Touring modelinde, sedanda kullanılan neredeyse tüm motorlar kullanılabiliyordu ve bir diğer seçenek olarak da dört tekerlekten çekişle de gelebiliyordu. 1992 yılında BMW M5 Touring seriye katıldı. Bu beş kapılı otomobilin başarılı satışları açık bir şekilde BMW’nin daha çok pratik değeri çekici tasarımla birleştirme konseptini onayladı:

BMW 5 Serisi Touring’in 1996 yılına kadar olan toplam satışı yaklaşık 125.000 adede ulaştı ve üçüncü nesil BMW 5 Serisi’nin dünya çapındaki toplam satışları 1,3 milyon adedi aştı.

1995: Dördüncü nesil ilk kez hafif metal ala şı ml ı süspansiyonla.

BMW 5 Serisi’nin dördüncü nesli 1995 Frankfurt Otomobil Fuarı’nda sahneye çıkarken önceki modelin evrimsel bir şekilde geliştirilmesiyle sportif ve zarif tarza sahip bir tasarım sundu. Ön taraftaki göze çarpan bir özellik cam bir kapağın arkasındaki çift yuvarlak farlardı. 2000 yılında buna konumlandırma ve gündüz sürüşünde kullanılan BMW’ye özgü ışık halkaları eklendi.

1997 yılında tanıtılan hem sedan hem de touring, bir kez daha yolcu bölümünde daha fazla alan sundu. Çok fonksiyonlu direksiyon, navigasyon sistemi, aktif koltuklar ve Dinamik Denge Kontrolü özelliklerine sahip BMW 5 Serisi kendi sınıfının fazlasıyla yüksek teknolojiye sahip bir üyesi olarak bilindi.

Daha fazla sürüş dinamikleri ve güvenlik sağlamak adına gövde, çok daha yüksek bir dayanıklılığa sahipti ve dördüncü nesil BMW 5 Serisi, neredeyse tamamı hafif metal alaşımından yapılan ve geniş ölçekli üretilen ilk otomobildi. Yeni geliştirilen ve tamamı alüminyumdan oluşan güç üniteleri de otomobilin ağırlığının düşmesine yardımcı oldu.

Yeni model, 150 ile 193 bg maksimum motor gücü üreten, sıralı altı silindirli motorlarla pazara sunuldu. Teknik yenilikler hem benzinli hem de dizel motorlara daha fazla güç sağladı ve yakıt tüketimini daha da düşürdü. 1996 yılında bir kez daha iki V8 motor tanıtıldı ve 1998 yılında BMW tarafından o tarihe kadar üretilen en güçlü motora sahip olan yeni BMW M5 pazara girdi: Bu 400 bg (294 kW)’lik motor göze çarpan diğer özelliklerinin yanında merkezkaç kuvvetleri için kumanda edilen yağ temini ve elektronik olarak kontrol edilen bağımsız kelebek valfleri gibi özelliklere sahipti.

BMW 5 Serisi’nin dördüncü nesli bir kez daha satış rekorları kırdı ve 2004 yılının başlarında üretimi sona ererken 1,47 milyon adede ulaştı.

2003: Be ş inci nesil BMW 5 Serisi – ilerici ve verimli.

2003 yılında tanıtılan beşinci nesil BMW 5 Serisi etkileyici tasarımı ve yenilikçi teknolojisiyle en başından beri kendini gösterdi. Bir kez daha 2004 yılında çıkarılan sedan ve touring etkin güvenlik, sürücü yardım sistemleri ve verimlilik konularına yeni standartlar getirdi. BMW’nin iç bükey ve dış bükey yüzeyleri, ön ve yanlardan arkaya akıcı geçişlere sahip kendine özgü tasarım dili, BMW 5 Serisi’nin beşinci versiyonuna oldukça karakteristik bir hava kattı. Net fonksiyonlara sahip iç mekan, en başta standart olarak gelen iDrive kontrol sistemini vurgular.

Alüminyum veya sırasıyla kompozit alüminyum/magnezyum krank kutusu ile motorlar ve otomobilin hafif alaşımlı ön kısmı ön-arka ağırlığın çok iyi bir şekilde dengelenmesine imkan sağladı. O zaman geliştirilen bir diğer parça da aynı şekilde alüminyumdan üretilen, tek parça arka akstır.

Bir diğer önemli yenilik de, özellikle geniş fonksiyon yelpazesiyle otomobilin mükemmel süspansiyon teknolojisine destek veren DSC Dinamik Denge Kontrolüdür. Aynı üstünlük ilk defa Aktif Direksiyon ile elektronik süspansiyon ayarlı ve kaymayı engelleyen denge yönetimine sahip Adaptive Drive teknolojileri ile sağlandı. Sürücü yardım sistemleri alanında göze çarpan unsurlar olarak BMW 5 Serisi, Head-Up Display, BMW Gece Görüşü, Dur & Kalk ve Şeritten Terk Uyarı Sistemi’ne sahip Aktif Cruise Control gibi üstün teknolojilere sahipti.

BMW 5 Serisinde kullanılan motor yelpazesi, BMW 520i’de 170 bg (125 kW)’lik ve BMW 550i’de 367 bg (270 kW) arasında değişen altı benzinli ve dört dizel motorla genişletilmişti. BMW M5 ve BMW M5 Touring’de ise bağımsız kelebek valfler ve dinamik yağ temini özellikleriyle 507 bg (373 kW) maksimum çıkış gücüne sahip 5,0 litrelik V10 yüksek hız motorları kullanılıyordu.

2007 yılından itibaren beşinci nesil BMW 5 Serisi’nin tüm sürümleri, standart olarak modelden modele uygun şekilde değişiklik gösteren çok sayıda BMW EfficientDynamics teknolojileriyle geliştirildi. Fren Enerjisi Geri Kazanımı, vites değişim göstergesi, aktif hava kapağı kontrolü ve talep üzerine sunulan yan donanımlar, tüm modellere kendi sınıflarında eşi benzeri bulunmayan bir performans ve yakıt tasarrufu dengesi sağladı. Üst orta sınıftaki en yüksek verimlilik ölçütünü, 177 bg (130 kW)’lik motor gücünün yanında AB test sürüşlerinde 100 km’de 5,1 litre ortalama yakıt tüketimi ve 136 g/km CO2 emisyon değerlerine sahip BMW 520d ortaya koydu.

BMW 5 Serisi‘nin çarpıcı tasarım, yenilikçi teknolojiler ve üstün verimlilik sunan beşinci nesli, bu model ailesinin başarılarla dolu tarihini kesintisiz devam ettirdi. 2007′nin sonlarına doğru bu model neslinin dünya çapındaki satışları bir milyon adedi geçerken 2005′ten 2008 yılına kadar BMW 5 Serisi kendi sınıfında dört yıl arka arkaya en çok satan otomobil oldu. Kısa süre sonra, Ocak 2008′de, BMW’nin Dingolfing Fabrikası, 1973 yılından beri üretim hattından çıkan beş milyon BMW 5 Serisi otomobil ile çok etkileyici bir yıldönümü kutlaması yaptı.

2013 Audi A3

noreply@blogger.com (karim) — Sun, 18 Mar 2012 06:38:00 -0700

Audi A3 Review

2013 Audi A3 finally made it’s official debut at the Geneva Motor Exhibition 2012. The new A3 will be instantly recognizable as an Audi, with confidence grill, LED lamps equipped and clean lines from nose to tail. This portrait is more aggressive and sporty impression and attractive than the previous A3, as is driving a car on a new platform. Audi A3 has the interior design with a sporty look than the other Audi models, with a circular air vents dominate the dashboard, and Audi’s MMI control interface also make an appearance. As the system is found in various Audi models further, you will be able to use a finger to trace the movements of characters in the touchwheel.

You can already get the Audi A3 which has marketed the first time in Europe in late summer. As for the U.S. sales details are yet to be confirmed.

Audi A3 Engine

At launch, the 2013 Audi A3 will be available in three engine options, at least in the European domestic market – a 1.4-liter TFSI petrol with 120 horsepower, a 177 horsepower TFSI with 1.8, and 2.0-liter turbodiesel, producing 141 horsepower and strong torque. Fuel economy has increased an average of 12 percent over the previous model. More engines will follow, as will the famous Audi quattro all-wheel-drive system.

2012 BMW HP2 Sport

noreply@blogger.com (karim) — Sat, 4 Feb 2012 21:12:00 -0800

2012 BMW HP2 Sport

2012 BMW HP2 Sport Review

2012 BMW HP2 Sport

The BMW HP2 Sport caused quite a stir with its race track appearances - rarely has a 2-cylinder flat twin bike caused the competition so much trouble, it even outdistanced many a 4-cylinder bike. In the last 24-hour race at the Oschersleben Speedweek, both machines entered in the race finished in the overall top 10. One reason for this performance is the DOHC cylinder head*, which is being used for the first time in this fascinatingly engineered enthusiast’s motorcycle.

For all ambitious sports riders and keen flat twin fans a unique limited edition of 400 is now to be produced: derived from the paint finish of the Endurance machine, it is finished in the colours Alpine White /Indigo Blue / HP Red. As in the racing machine, the rims are finished in Indigo Blue at the front and Alpine White at the rear. Otherwise all the familiar specifications apply, including the material - leading to a sensational dry weight of 178 kg - and the impressive performance figures. In short: take the opportunity to put it away right now - or else use it for what it was built for and order a second set of rims for the rain tyres along with it!

* DOHC = Double OverHead Camshaft, double overhead camshaft for each cylinder.

2012 BMW HP2 Sport Model Highlights

Standard Factory Equipment:

Special Features
Front and rear made of carbon fibre, self supporting body work
Engine spoiler made of carbon fibre
Radial Brake calliper
Gear Shift Assist

Engine/Driveline
Shaft drive
Air/oil cooled flat twin four stroke DOHC (with radial valves) engine
Cylinder head cover made of carbon fibre, with replaceable valve cover guards
Complete stainless steel exhaust system
6 Speed gearbox
Digital engine management with twin-spark ignition system
Double oil cooler
Closed loop 3 way catalytic converter with oxygen sensor

Running Gear
BMW Motorrad paralever and telelever (EVO)
6.0 x 17 inch rear wheel with 190/55 ZR 17 Tyre
Twin disk front brake (Evo,320mm dial)
Single disk rear brake
Prop stand with starter inhibit
Armoured steel brake hoses
Armoured steel clutch hoses
Forged and milled wheels, 5 double spokes
Rear and front suspension strut Ohlins, fully adjustable, additional length adjustment

Electronics
Low beam headlamp height adjustment
LED rear indicator
Hazard warning flasher
Permanent headlamp beam
Digital race instruments with 2D cluster
Electronic immobiliser

Equipment
Integral ignition switch and steering lock
Single seat

Toolkit
One key system for ignition, steering and fuel filler cap
Milled foot rests adjustable
Milled triple clamp
Milled stub handlebars, adjustable

2012 BMW HP2 Sport - American Specifications/Technical Details
US MSRP Price: $NA USD

Model may not be available in the USA

2012 BMW HP2 Sport - Canadian Specifications/Technical Details
Canada MSRP Price: $NA CDN

Model may not be available in Canada

2012 BMW HP2 Sport - UK Specifications/Technical Details
Europe MSRP Price: £15,295 GBP

Engine
Type Air/oil-cooled 2-cylinder 4-stroke flat twin ('Boxer'), two camshafts, four valves per cylinder in radial arrangement, central balancer shaft
Bore x stroke 101 mm x 73 mm
Capacity 1,170 cc
Rated output over 98 kW (133 bhp) at 8,750 rpm
Max. torque 115 Nm at 6,000 rpm
Compression ratio 12.5 : 1
Mixture control / engine management Electronic intake pipe injection / BMS-K digital engine management with overrun fuel cut-off, single-spark ignition
Emission control Closed-loop 3-way catalytic converter, emission standard EU-3
Performance / fuel consumption
Maximum speed over 200 km/h
Fuel consumption per 100 km at constant 90 km/h tbd
Fuel consumption per 100 km at constant 120 km/h dbd
Fuel type Unleaded premium, octane number 98 (RON); automatic knock control permits operation with minimum octane number 95 (RON)
Electrical System
Alternator Three-phase alternator 480 W
Battery 12 V / 12 Ah, maintenance-free
Power transmission
Clutch Single dry plate clutch, hydraulically operated
Gearbox Constant mesh 6-speed gearbox
Drive Shaft drive
Chassis / brakes
Frame Tubular steel space frame, front and rear made of self-supporting carbon
Front wheel location / suspension Telelever, spring pre-load continuously variable, compression damping, rebound damping and vehicle height adjustable
Rear wheel location / suspension EVO Paralever, Öhlins central spring strut, spring pre-load continuously adjustable, rebound and compression damping adjustable, vehicle height adjustable
Suspension travel front / rear 105 mm / 120 mm
Wheelbase 1,485 mm
Castor 86 mm
Steering head angle 66 °
Wheels Milled cast aluminium wheels
Rim, Front 3.50 x 17"
Rim, rear 6 x 17"
Tyre, front 120/70 ZR 17
Tyre, rear 190/55 ZR 17
Brake, front Dual disc brake, floating brake discs, 320 mm diameter, Brembo monobloc 4-piston caliper
Brake, rear Single disc brake, diameter 265 mm, double-piston floating caliper
ABS BMW Motorrad ABS as optional extra, deactivation function, with brake pressure detection
Dimensions / weights
Length 2,135 mm
Width (incl. mirrors) 750 mm
Height (excl. mirrors) 1,163 mm
Seat height, unladen weight 830 mm
Inner leg curve, unladen weight 1810 mm
Unladen weight, road ready, fully fueled 199 kg
Dry weight 178 kg
Permitted total weight 330 kg
Payload (with standard equipment) 131 kg
Usable tank volume 16 litres
Reserve approx. 3 litres

2012 BMW HP2 Sport - Australian Specifications/Technical Details
AUS MSRP Price: See dealer for pricing.

Model may not be available in Australia

Bmw m5 2012

noreply@blogger.com (karim) — Sat, 15 Oct 2011 08:55:00 -0700

Bmw m5 2012

It has been nearly nine months since we last caught up with BMW’s 2012 3-Series in the wild, and six months since we shared our illustrations of what we think BMW’s next bread and butter sedan will resemble. Today, we can gladly report a fresh set of spy shots of the 3-Series sedan as it completed winter testing in northern Sweden.In many ways the flagship of BMW’s lineup, the 3-Series sedan has never been a blank canvas for BMW design. Instead, it pursues a trickle-down approach that defines “evolutionary, not revolutionary.” Despite its conservative style, the 2012 3-Series is set to be the sportiest looking and driving 3-Series yet as BMW continues to hone its performance credentials as the competition draws ever nearer.

Bmw 2012

Codenamed F30, the car has been in development since the E90-coded (BMW is out of EXX project codes) 3-Series debuted as a 2006 model. We expect the F30 to formally debut at the 2011 Geneva Motor Show. Convertibles, coupes, M3s, a traditional wagon and a 3-Series Gran Turismo will follow as BMW expands the 3-Series model lineup.

Bmw 2012

Our illustrator consulted with inside sources who revealed that the new car will ride on a slightly longer wheelbase – up around an inch and a half – but will have considerably shorter overhangs. In addition to giving the car a sportier look, the longer wheelbase and shorter overhangs preserve its small exterior dimensions that help give it its legendary handling.

Bmw 2012

Look for some of the upcoming X3′s design language to carry over into the 3; Chris Bangle’s flame surfacing is long gone and the X3 is expected to introduce a series of design cues. Yet don’t count out the current 5-Series, which has returned to its crisply tailored look for the 2011 model year. The 5-Series and the Z4 lend their forward-pushing snouts and increasingly sharp angles.

BMW X6

noreply@blogger.com (karim) — Sat, 15 Oct 2011 08:53:00 -0700

Bmw 2012

noreply@blogger.com (karim) — Sat, 15 Oct 2011 08:52:00 -0700

Bmw 2012

2012 hyunadi accent

noreply@blogger.com (karim) — Sun, 10 Apr 2011 05:08:00 -0700

2012 hyundai accent

For North America, Accent is expected to debut in sedan form (reportedly at the Montreal International Auto Show in January 2011) and follow up with a two-door hatchback/coupe by the time it arrives in showrooms in summer 2011 (following its U.S. introduction at the 2011 New York show).The new car adopts the “Fluidic Sculpture” design direction which debuted on the 2011 Sonata and Tucson, and will continue in the new generation Elantra introduced at the 2010 Los Angeles Auto Show. On Accent, that means retaining the split trapezoidal grille of Tucson and Elantra, an upswept belt line to impress a couple like profile, and a character crease through the door handles.

2012 hyundai accent

No interior shots are yet available, but it reportedly follows the look of Sonata and Elantra, with a Y-shaped centre stack to split the driver and passenger areas, and a similar T-spoke treatment on the steering wheel.

Accent comes with a couple engine choices elsewhere, but for North America it is expected to derive power from a 1.6-litre four-cylinder engine (part of the gamma line, in Hyundai engine speak) that makes 138 hp and 123 lb.-ft. of torque. Continuously variable valve timing will also aid in maintaining a level of economy expected in the sub-compact market.

2012 hyundai accent

Power will be distributed to the front wheels by a choice of six-speed transmissions – a standard manual or an optional new six-speed dual clutch automatic (meaning there are no hydraulics). The sophisticated automatic will feature two shafts (one for the even gears; one for the odd ones) that will select the adjacent gears for smoother transitions in driving conditions.

On the safety front, six airbags are expected to be standard, with features such as electronic stability control available on higher end trims.For Canada, we can probably expect standards along the line of the Russian Solaris, which gets standard higher-amperage battery, wiper de-icer zone, front seat heaters and heated outside mirrors.

Sources : Autonet.ca

Ford Focus Electric 2013

noreply@blogger.com (karim) — Sun, 10 Apr 2011 05:07:00 -0700

2013 Ford Focus Electric

My initial reaction wasn’t, “Hey! Electric Ford Focus.” My initial reaction was, “Aston Martin wants its grille back.” The 2013 Focus Electric looks like a larger, better-designed version of the Aston Martin Cygnet, the little Toyota-built dinghy for Aston owners who live in or regularly visit London.Of course, Ford Motor Company still owned Aston Martin when Martin Smith’s European studio began designing this car. In fact, the wide maw Aston-like grille first appeared on a Ford when the Verve concept foreshadowed the current Fiesta subcompact at the 2007 Frankfurt motor show.

2013 Ford Focus Electric

It’s the kind of design detail the ever more style-conscious Ford can more easily pull off when the grille doesn’t need to suck in any air. The company is making some big claims about the first “fuel-free, rechargeable passenger car from Ford” (the electric Transit Connect is its first such truck), but isn’t revealing much about the nature of the powerpack. It’s an all-electric powertrain with a single-speed transmission. Battery system is an advanced lithium-ion unit Ford has developed with supplier LG Chem that uses heated and cooled liquid to maximize battery life and driving range. Ford handles thermal management with liquid heating in cold weather, liquid cooling when it’s hot.

2013 Ford Focus Electric

Ford claims a 100-mile range. It fully recharges in three to four hours at 240 volts, half the charging time of the Nissan Leaf and with twice the mpg equivalent of the Chevrolet Volt. Its dedicated charging system will cost consumers $500 to $700 less than Nissan’s or Chevy’s, Ford claims. Top speed is 84 mph.

The charge port, between the driver’s door and front wheel well, activates a light ring that loops around the port two times to let the owner know the car is connected. There’s the usual gee-whiz recharging and battery-draining bar graph drama going on in the instrument panel, as well.

In going with the theory that both the environmentally correct and the anti-import oil crowd also make up the exclusive group of Americans who like hatchbacks (Chevy Volt, Toyota Prius, Nissan Leaf), the Focus Electric will be available only in the four-door hatchback bodystyle, not the four-door sedan.

Sources : Motortrend.com

2012 Aston Martin Virage

noreply@blogger.com (karim) — Sun, 10 Apr 2011 05:06:00 -0700

2012 Aston Martin Virage

2012 Aston Martin Virage

It will take more than 200 man-hours to build just one car, but we’d expect nothing less from the esteemed Gaydon, Warwickshire-based Aston Martin company. After 15 years, the Virage is coming back to the United States, and it looks decidedly more modern this time around.In its day, the original Virage was heralded as the next great Aston, a daring project that took a bold step away from the V-8s of the time. Today, there’s little pressure on the new model. It will stand on its own, slotted between the DB9 and DBS, although this time around, you’ll have a hard time distinguishing it from its brethren.

2012 Aston Martin Virage

The very first Virage came off the line more than 20 years ago, and offered a five-speed manual or a three-speed automatic. Version 1.0 appeared at the 1988 Birmingham Motor Show in England, and the Virage Volante followed with a 1990 debut. Production ran from 1988 to 1995. As viewed through our modern eyes, the Virage wasn’t particularly powerful — the 5.4-liter V-8 pushed out 325 horsepower and 340 pound-feet of torque as a coupe, and 300 horsepower as a convertible.

2012 Aston Martin Virage

Each weighed over two tons and was fitted with a triangular de Dion rear axle, simplistic parts that would be an unusual sight on today’s sports cars. In 1992, a more powerful 6.3-liter V-8 entered the mix, eventually hitting 465 horsepower and 460 pound-feet of torque. Even more incredibly, 1992 was the first time in Aston Martin’s history that the now-ubiquitous ABS was offered. The Virage cost well over $200,000, similar to today’s base price.

The new Virage will have 12 cylinders. Even if you don’t plan on ever owning an Aston, any enthusiast should at least hope to experience the aural composure afforded by such an exceptionally large crankshaft and 12 cylinders. The 6.0-liter V-12 with 490 horsepower and 420 pound-feet of torque is part of the tried-and-true Virage formula, capable of sending the vehicle from 0-62 mph in 4.6 seconds with a top speed of 186 mph, according to Aston. Roughly 20 hours are needed to prepare the famed engine alone.

Sources : Motortrend.com

2012 Buick Regal Assist Hybrid

noreply@blogger.com (karim) — Sun, 10 Apr 2011 05:03:00 -0700

2012 Buick Regal Assist Hybrid

2012 Buick Regal Assist Hybrid

Buick is doubling the number of cars it offers with a hybrid powertrain with the introduction of the 2012 Buick Regal eAssist hybrid. The more efficient Regal is expected to be rated 26/37 mpg city/highway pending EPA certification. The eAssist Regal is debuting at the 2011 Chicago Auto Show.

2012 Buick Regal Assist Hybrid

2012 Buick Regal Assist Hybrid

For those of you keeping track, that’s one mile per gallon more in the city for the Regal eAssist hybrid than Buick predicts the LaCrosse eAssist hybrid will achieve in the EPA’s hands. Both cars feature a 115V lithium-ion battery and a 15-kilowatt motor/generator. The engine at the heart of the cars is a 2.4-liter four-cylinder engine that produces 182 horsepower on its own, and is mated to a six-speed automatic transmission.

2012 Buick Regal Assist Hybrid

2012 Buick Regal Assist Hybrid

The same 17-inch lightweight alloy wheels (and low rolling resistance tires) are used on both Buicks. Thanks to the Regal’s smaller size, however, the wheels don’t appear as undersized as they do on the LaCrosse. If the driver is in an especially green mood, the car can be put into a fuel economy optimizing mode with the AC unit that allows for more frequent and longer engine stop periods.

Regenerative braking is, of course, part of the package. Unfortunately, so is reduced cargo capacity. Trunk space on the hybrid Regal is 11.1 cubic-feet (down from just about 14 cubic-feet on the regular Regal), still a smidge bigger than the LaCrosse eAssist’s 10.9 cubic feet.

The Regal with the eAssist technology goes on sale this fall, but it’s unclear where Buick will price it, given the LaCrosse is expected to start around $30,000. We’ll have more details soon, live from the Chicago show floor.
Sources : Motortrend.com

2011 lamborghini jota

noreply@blogger.com (karim) — Sun, 10 Apr 2011 05:01:00 -0700

2011 lamborghini jota

2011 lamborghini jota

It’s no secret that Lamborghini is working hard to get its Murcielago replacement, the Jota, out the door. We’ve already caught sight of heavily camouflaged prototypes in testing, and it appears that the highly anticipated supercar is on the move again, this time on public roads.When the Jota launches in 2011, it will have some relatively big shoes to fill, but Lamborghini is definitely prepared to do battle with the next generation of supercars. The Jota will be lighter, more powerful and more high-tech than the outgoing Murcielago – curb weight is estimated to be around 3,300 pounds, and a new 7.0-liter V12 is in the works, rumored to produce over 700 horsepower and 520 pound-feet of torque. Seven-speed transmissions, in both automated manual and sequential styles will be on hand, helping the Jota storm to 60 mph in just three seconds, on its way up to a top speed of 220 mph.

When will we see the production-ready Jota? Mum’s the word on that one, but don’t be surprised if it makes an early appearance at the Paris Motor Show later this year, with the first sales being made in mid-2011.

Aston Martin Virage 2012 elegante y potente

noreply@blogger.com (karim) — Sun, 10 Apr 2011 04:43:00 -0700

Aston Martin presenta el nuevo Aston Martin Virage – sumamente elegante y potente. La marca Aston Martin puede ahora ofrecer a sus clientes una gama líder en su clase, todos con diferentes características, pero con la misma única alma de lujo Aston Martin. (Ver más imagenes de carros )

Hermoso, dinámico y de prestigio, el Aston Martin Virage combina un rendimiento total de auto deportivo de lujo con confort y refinamiento. El motor de montaje frontal V12 proporciona un excelente rendimiento, junto con la agilidad inherente del coche y la distribución ideal del peso, consiguiendo el equilibrio perfecto entre rendimiento total de autos deportivo de lujo y de marca deportiva ejemplificada por los modernos Aston Martin.
,El Dr Ulrich Bez, CEO de Aston Martin dijo: “100 años de historia del automóvil han demostrado que la evolución ofrece las mejores soluciones en tiempo Lo mismo sucede con Virage, es el siguiente nivel de evolución en nuestra estrategia de arquitectura VH y lo hace todo con la perfección que se puede esperar hoy en día. Es el perfecto equilibrio de los opuestos “.
El Aston Martin Virage se sitúa entre el elegante DB9 y y abiertamente deportivo DBS , proporcionando a los clientes con un coche que sigue siendo lujoso y discreto, pero ofrece un mayor rendimiento y desempeño siempre es accesible para una conducción sin esfuerzo.
El motor V12 6.0 litros de Aston Martin construido a mano produce 490 CV (365 kW/497 CV) y 570 nm (£ 420 pies) de par y de fibra de carbono a través de su eje propulsor, está acoplado a una transmisión Touchtronic II de seis velocidades automática montado en el eje transversal que contribuyen a perfeccionar el equilibrio de peso 50:50.
La dinámica de Aston Martin Virage se han optimizado para proporcionar una experiencia de conducción aún más participativa y refinada, donde el conductor pueda extraer el máximo rendimiento del coche con mayor facilidad. Un recién creado Sistema de Suspensión Adaptable (ADS) inteligentemente “lee” la carretera para ofrecer un óptimo comportamiento en carretera, adaptándose a sus diferentes condiciones. Ahora, el sistema selecciona hasta cinco configuraciones diferentes de rigidez en el modo normal, y otras cinco configuraciones más rígidas en el modo deportivo.
Control Ayudante del conductor, en el modo ‘Sport’, situado en el tablero permite al conductor seleccionar una respuesta al acelerador más aguda y más rápida de los cambios de marcha que cambia de forma automática siguiendo el limitador de la revolución.
Aston Martin Virage será entregado con frenos de Carbono Cerámica Matriz (CCM) como frenos de serie – en contra de la tendencia en este mercado – logrando un frenado progresivo y de gran potencia . El Potente sistema de frenado CCM, es resistente y mucho más ligero que los discos convencionales de fundición, esto significa que no sólo el peso total del vehículo es mas reducido, sino que el ahorro de peso en cada rueda también lo que significa que hay un mejor equilibrio entre confort de marcha y manejo. La baja maja masa de rotación también proporciona una mejor aceleración.
Aston Martin Virage aprovecha la tecnología de la DBS y lo une con la comodidad y el refinamiento que se encuentran en los modelos DB9 y Rapide. Propias de Aston Martin con arquitectura de aluminio “VH” que forma la columna vertebral de los coches de la marca deportiva, se inspira en la industria aeroespacial, donde la reducción de peso es el objetivo final. Fuerte y ligero. Las propiedades inherentes del modular aluminio se prestan perfectamente a una plataforma extremadamente rígida y versátil que permite la producción de un coupé Aston Martin Virage.
El Aston Martin Virage se sienta bajo y ancho afirmando el poder que se encuentra debajo, sus faros bi-xenón solo siguen las líneas de los flancos del coche para darle un aspecto más fresco y moderno de la parte delantera. Una nueva parrilla delantera de metal de aluminio, inspirada en el One-77, cuenta con cinco paletas horizontales que están biseladas creando un perfil aerodinámico. El nuevo parachoques delantero es puro y alivia el coche de cualquier complejidad visual, lo que contribuye a la simplicidad del diseño general. Las aletas delanteras distinguen el Aston Martin Virage de sus compañeros con una nueva interpretación moderna de seis LEDs elegantes. Los marcos de Aston Martin Virage transportan la misma simplicidad del parachoques delantero hasta el difusor trasero que alberga una hoja de color de la carrocería acentuando la anchura del coche.
Cuando conductor y pasajeros abran las puertas de ala de cisne, son recibidos por el aroma de siete pieles de los mejores, cuero cosido a mano por expertos artesanos. La inspiración se ha tomado de artículos de cuero de lujo para producir una roncha a rayas, que fluye hacia abajo a ambos lados del la consola y a lo largo del asiento y la puerta, aprovechando su ojo a través del coche. Cada Aston Martin Virage tendrá 70 horas de trabajo de artesanía de expertos prodigado en el interior solo para crear los famosos sofisticados interiores Aston Martin. En total, más de 200 horas-hombre se pasaron en la fabricación artesanal del Virage en la sede mundial de Aston Martin en Gaydon, Warwickshire, Inglaterra, ya que se convierte en el décimo coche de mayor producción que se construirá allí en el espacio de menos de ocho años.
La simplicidad se desarrolla durante todo el coche con el nuevo sistema totalmente integrado de navegación por satélite que ha sido desarrollado en colaboración con Garmin. El nuevo sistema simplifica la operación a través del joystick de cuatro direcciones existentes montado en el panel de instrumentos. Una nueva pantalla de 6,5 pulgadas de alta resolución utiliza la última tecnología de gráficos y mapas de forma visual y auditiva guiando al conductor hasta su destino.
El equipamiento estándar incluye asientos con calefacción (sólo en asientos deportivos), control de crucero, navegación por satélite, la preparación de teléfono Bluetooth y el poderoso sistema de audio Premium de 700W de Aston Martin con Dolby ® Pro Logic ® II y la plena integración del iPod ®.
Rendimiento
Sentado en el corazón de cualquier coche deportivo Aston Martin esta un motor evocador y no más que en el reciente Virage que incorpora el famoso motor construido a mano 6.0 litros V12 que se monta en la planta de motores a medida de Aston Martin en Colonia, Alemania. Los técnicos de Aston Martin gastar un exceso de 20 horas de construcción y pruebas de todos los motores antes de enviarlos a Gaydon en donde se montan en la medida de vuelta en el Aston Martin Virage como sea posible para contribuir a su perfecto equilibrio de peso de 50:50.
El motor Aston Martin Virage produce 490 CV (365 kW/497 CV) y 570 nm (£ 420 pies) de par y se identifica a partir de V12. Este cuenta con un nuevo diseño de cinco pilares “el aumento de la rigidez del múltiple entrega una calidad de sonido mejorada. El V12 ha sido diseñado para proporcionar más del 85% del par máximo al Virage a sólo 1.500 rpm, proporcionando una tracción en el mundo real inmediato y lo más importante…útil.
El Director de Desarrollo de Producto Aston Martin, , Ian Minards explica: “El nuevo Virage representa otro hito Aston Martin en la clase GT de deportivos, nuestro equipo de ingenieros ha tratado de equilibrar los elementos de diseño contemporáneo combinando el lujo con el rendimiento, credenciales de los buenos resultados y la fluidez de conducción.. Nos hemos centrado en los bloques de construcción principales de rendimiento de la automoción y control, así como de los intrincados detalles de operación, comodidad y artesanía. ”
La transmisión Touchtronic II se incluye como estándar, y contribuye a la entrega de potencia refinada del Aston Martin Virage de hacer tangibles los cambios de marcha aún sin esfuerzo. Diseñado en colaboración con ZF, la caja automática de seis velocidades ha colocado de forma óptima relación a permanecer en silencio en los tramos de autopistas y dando una respuesta cuando se conduce. Controlada a través de interruptores que representa P, R, N, D en el tablero, el conductor puede activar el modo automático y el sistema de control inteligente y decidir exactamente el momento adecuado para cambiar de marcha con el fin de lograr un movimiento más suave y óptima relación de economía de combustible.
Además, el conductor tiene la opción activar el modo manual. Montado en la columna de dirección para que el conductor siempre pueda localizar fácilmente ya sea hacia arriba o hacia abajo, el modo manual proporciona al conductor el control completo.
Virage cuenta con un botón Sport en el tablero que al ser presionado creará una mayor experiencia de conducción a través de cambios de marcha más rápido y el sistema anulará el cambio automático de modo que el conductor sea capaz de mantener el engranaje en el limitador de la revolución.

Control
El nuevo Aston Martin Virage presenta un nuevo Sistema de Suspensión Adaptable (ADS), que se ha ajustado para adaptarse a las características particulares más deportivas del GT Aston Martin. Cada compuerta tiene cinco ajustes individuales controlando la rigidez por ordenador. Esto permite que el Virage pueda “leer” el camino a través de sensores colocados estratégicamente alrededor del coche, el ajuste constante del viaje en cada esquina. Uso de viraje, un acelerómetro, dirección (ABS) en las ruedas, acelerador y freno de sensores, el sistema inteligente puede tomar en cuenta las demandas que el conductor está haciendo del coche en un momento dado. La amortiguación adaptativa Unidad de Control Electrónico (ECU) utiliza estas medidas para determinar la configuración de los amortiguadores más apropiados que exija en cada momento, cada vez más rígido para un mejor manejo y control durante la conducción dinámica, y cada vez más suave para mayor confort de marcha en condiciones “normales” de conducción.
Aumentando el control del conductor más, el botón de cristal ADS permite al conductor reemplazar el sistema para impulsar los amortiguadores en una gama de ajustes más firmes. Cuando se suelta el botón, por los primeros cinco segundos, todos los reglajes de los amortiguadores se ponen en su forma más firme proporcionando al conductor una diferencia tangible. Después de cinco segundos, el sistema vuelve a la configuración óptima dentro de la gama más firme que resulta en una experiencia más centrada pero confortable la conducción.
El modelo Virage se entrega a los clientes con frenos matriz de cerámica de carbono (CCM) de serie – contra de la tendencia en este mercado. Aclamado por la crítica para proporcionar lo último en potencia de frenado progresivo, los discos MCP aprovechan pinzas de seis pistones en la parte delantera y cuatro en la parte trasera. Dando al conductor un control tangible en la frenada, son mucho más resistentes de los discos convencionales de fundición y en 12,5 kg más ligero que un sistema convencional que contribuyen a una menor masa no suspendida ayudando así al confort de marcha y manejo.
El sistema Control Dinámico de Estabilidad (DSC), ha sido adaptado específicamente para el Aston Martin Virage. Una de tres etapas del sistema DSC permite al conductor ajustar el nivel de intervención electrónico según el tipo de conducción. En el modo predeterminado, el sistema se establece en “on”, lo que limitará cualquier deslizamiento de los neumáticos en condiciones difíciles, y proporcionando el máximo de seguridad posible sin ser intrusivo. Manteniendo pulsado el botón DSC durante cuatro segundos participarán ‘Track Mode’ que retrasa la intervención electrónica más, creando una experiencia segura pero más pura. Al presionar el botón durante otros cinco segundos se desactiva el sistema por completo.
Usando el conocimiento aprendido de los modelos V8 Vantage Roadster y DBS Volante, el nuevo Virage Volante cuenta con un sólido montado subchasis trasero, así como paneles de corte delantero y trasero que proporcionan altos niveles de rigidez. Esto significa que el Virage Volante conserva sus características deportivas dinámica, comprometida por el techo abierto. Por primera vez en un Aston Martin Virage el coupé también utiliza un panel de corte en la parte trasera del coche, una vez más para aumentar la fuerza y rigidez.
El totalmente integrado sistema estándar de navegación por satélite ha sido completamente revisado para el Aston Martin Virage beneficiandose de un nuevo sistema desarrollado en colaboración con Garmin, que se maneja con el mando de control existentes y los botones del volante. Las características incluyen gráficos más claros, la mejora de puntos de vista pictórico y la salida de datos de cámaras de seguridad. El nuevo sistema mantiene su mirada integrada, fuera de la vista bajo la consola de madera real, el aumento de la perfección de la consola central con el toque de un botón. Control a través de la palanca de mando de aluminio de cuatro direcciones evita marcas poco atractivas del dedo en la pantalla que impida la visión clara.

Desde aquí puedes Descargar imagenes en distintos tamaños, wallpapers para tu pc, Aston Martin Virage 2012

source: http://imagenesdecarros.org

2011 Mansory Ferrari 458 Italia Siracusa Wallpapers

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Car Wallpapers,Ferrari Wallpapers

Built a Limousine Process

noreply@blogger.com (karim) — Sat, 9 Apr 2011 12:01:00 -0700

The factory always starts out with a new Lincoln or Cadillac Coachbuilder Heavy Duty Package for the Lincoln or Cadillac limousines. The factory uses New Lincoln, Lincoln Navigator, Cadillac, Cadillac Escalade, Hummer, Mercedes, Infiniti and Chrysler 300 new cars to build the New Limousines. It is QVM and CMC Certified by Ford and General Motors.

We can build custom limousines on other cars as well.

The factory enhances the OEM braking system to accommodate the limos weight using oversized front brake pads and rear braking cylinders. The factory uses each models length and The factory selects the appropriate Moog heavy-duty spring for a better ride and greater safety. All units are fully inspected prior to production. Then they are stripped and covered, in and out, to protect the body and interior.

Top quality laser guided cutting system

The factory's proprietary cutting unit. Each vehicle from six to 120 inches is within 1/16-inch tolerance for exact specifications. All body parts are locked in so there is no flex to change our exact cut specifications. And, of course, all specifications are equal to or above QVM and CMC standards.

The conversion process
The factory uses only OEM body mounts for all the extensions, adding eight to every stretch from 85 to 120 inches. They strengthen the chassis, smooth, and quite the ride. The factory's aluminized steel exhaust is mounted to improve clearance. Heavy-duty isolators limit vibration.

Floor assembly is reinforced and prepared for flat rear floor entrance area. This protects the carpet from high heel tears and supports the seating area. The factory uses OEM connectors to extend the electrical body harnesses, then loom them to protect from incision, humidity and temperature extremes. The proprietary cross-member frame design delivers unequaled crash performance. The OEM brackets, connectors, and double-wall, stainless steel chassis, fuel, and brake line extensions give backbone to the OEM extended 150,000-mile warranty. The factory assembles the drive shaft extension from OEM materials, then unit balance each other for a vibration free ride.

The factory's low-alloy, high-strength floor, rocker panel and header extensions are two-sided, hot-dipped, galvanized steel exceeding OEM standards. They resist damage even in the fiercest weather. Only factory pillars are used in all the extensions and are built to exact QVM standards.

All interior panels are then primer etched for rust protection prior to installation of the side panels. For passenger protection, The factory weld eight-gauge rectangular tubing to the front, center and rear OEM pillars in all 120-inch models and to the front and rear pillars in all other models. Then, The factory adds structural foam adhesive for rigidity.

Refinishing done at eye level

The factory proprietary cutting unit. Each vehicle from six to 120 inches is within 1/16-inch tolerance for exact specifications. All body parts are locked in The exterior seven-step, epoxy-urethane coating is unique to the factory in the limo industry.

It's resistant to acid rain damage and chipping, while retaining a gloss high enough to dazzle any eye.

Roof and Sidewalls
The factory roof bracing system bonds high-strength hot galvanized steel on 16-inch centers to the existing roof panel. The result is a vastly stronger roof for better client safety and operator piece of mind. Our side panel extensions are veritable works of art. They are bolted, not The welded, to the car, making them easy to replace in the event of collision. To reduce weight and eliminate rust the factory uses a combination of aerospace composites, high-strength marine alloy aluminum, stainless steel fasteners, and non-conductive sealants. For our roof and side wall insulation The factory use double-radiant-barrier aluminized Mylar, expanded closed-cell polyurethane foam.

Top Quality air conditioning and evaporatingThe two air conditioning evaporators are built of 30-finned, aluminum/copper tubing to dissipate heat rapidly without rust. Each provides 19,200 BTUs of cooling capacity at face level. The heater core produces volumes of warm air, which The factory funnel to floor level, where it rises. Heat-blistered pavement is no match for Our factory's floor pan insulation. The energy-absorbing material of OEM-style wool felt drowns out sound, vibration, and temperature extremes.

This construction exceeds federal safety standards. The factory use the same materials plus a radiant barrier below our evaporators to enhance heating and cooling. The auxiliary air conditioning condenser and eleven-inch cooling fan improves heat exchange.

Divider assembly
For the divider assembly the factory uses only high-strength aluminum extrusion OEM lift mechanisms for trouble-free operation year after year. Service personnel will find work easier and faster with our electric system control panel from ICS or Mastercon. Low-voltage switching signals are reliable and safe-and carry a limited lifetime warranty. The panel itself is mounted on the passenger side of the divider.

Upholstery and seats

Nothing seems to age a limousine more than sagging or worn seats. The factory anticipates and counteracts this prolonged usage with tubular steel, eleven-gauge tension springs, Ricarro-style webbing, and multiple density foams.

Reserve starting battery
The MVPU1 battery is a sealed lead acid high-output workhorse. The auxiliary air conditioning condenser and eleven-inch cooling fan improves heat exchange. The OEM heavy-gauge vinyl top won't fade or peel for years. Our auxiliary air conditioning condenser improves heat exchange.

Final InspectionThis completes the build process for a superior limousine.

Your new Limousine!