x yah la nk laju sgt pon..nk pegi ke destinasi yg dtuju sampai jugak cume mase je.
Monday, December 27, 2010
CHERVOLET CAMARO 1968
Thursday, October 21, 2010
MIVEC (Mitsubishi Innovative Valve timing Electronic Control system)
MIVEC (Mitsubishi Innovative Valve timing Electronic Control system)[1] is the brand name of a variable valve timing (VVT) engine technology developed by Mitsubishi Motors. MIVEC, as with other similar systems, varies the timing of the intake and exhaust camshafts which increases the power and torque output over a broad engine speed range while also being able to help spool a turbocharger more quickly.
MIVEC was first introduced in 1992 in their 4G92 powerplant, a 1,597 cc naturally aspirated DOHC 16 valve straight-4.[2] At the time, the first generation of the system was named Mitsubishi Innovative Valve timing and lift Electronic Control.[3] The first cars to use this were the Mitsubishi Mirage hatchback and the Mitsubishi Lancer sedan. While the conventional 4G92 engine provided 145 PS (107 kW; 143 hp) at 7000 rpm,[4] the MIVEC-equipped engine could achieve 175 PS (129 kW; 173 hp) at 7500 rpm.[5] Similar improvements were seen when the technology was applied to the 1994 Mitsubishi FTO, whose top-spec GPX variant had a 6A12 1997 cc DOHC 24 valve V6 with peak power of 200 PS (147 kW; 197 hp) at 7500 rpm.[6] The GR model, whose otherwise identical powerplant was not MIVEC-equipped, produced 180 PS (132 kW; 178 hp) at 7000 rpm by comparison.[7]
Although initially designed to enhance performance, the system has subsequently been developed to improve economy and emissions, and has been introduced across Mitsubishi's range of vehicles, from the i kei car to the high-performance Lancer Evolution sedan.
Newest developments have led to MIVEC system being evolved into a continuous variable valve timing and also being the first VVT system to be used into a passenger car diesel engine.
Operation
Some types of variable valve control systems optimize power and torque by varying valve opening times and/or duration. Some of these valve control systems optimize performance at low and mid-range engine speeds. Others focus on enhancing only high-rpm power. MIVEC system provides both of these benefits by controlling valve timing and lift. The basic operation of the MIVEC system is altering the cam profiles and thus tailoring engine performance in response to driver input.[8]In essence, MIVEC serves the same function as "swapping cams", something that car racers might do when modifying older-design engines to produce more power. However, such swaps come with a compromise - generally yielding either greater low-end torque or more high-end horsepower, but not both. MIVEC achieves both goals. With MIVEC, the "cam swap" occurs automatically at a fixed engine speed. The cam switch operation is transparent to the driver, who is simply rewarded with a smooth flow of power.[8]
Two distinct cam profiles are used to provide two engine modes: a low-speed mode, consisting of low-lift cam profiles; and a high-speed mode. The low-lift cams and rocker arms - which drive separate intake valves - are positioned on either side of a centrally located high-lift cam. Each of the intake valves is operated by a low-lift cam and rocker arm, while placing a T-lever between them allows the valves to follow the action of the high-lift cam.[8]
At low speeds, The T-lever's wing section floats freely, enabling the low-lift cams to operate the valves. The intake rocker arms contain internal pistons, which are retained by springs in a lowered position while the engine speed is below the MIVEC switchover point, to avoid contacting the high-lift T-shaped levers. At high speeds, hydraulic pressure elevates the hydraulic pistons, causing the T-lever to push against the rocker arm, which in turn makes the high-lift cam operate the valves.[8]
In summary, MIVEC switches to the higher cam profile as engine speed increases, and drops back to the lower cam profile as engine speed decreases. The reduced valve overlap in low-speed mode provides stable idling, while accelerated timing of the intake valve's closing reduces backflow to improve volumetric efficiency, which helps increase engine output as well as reduce lift friction. High-speed mode takes advantage of the pulsating intake effect created by the mode's high lift and retarded timing of intake valve closure. The resulting reduced pumping loss of the larger valve overlap yields higher power output and a reduction in friction. The low- and high-speed modes overlap for a brief period, boosting torque.[8]
From the 4B1 engine family onward, MIVEC has evolved into a continuous variable valve timing (CVVT) system (dual VVT on intake and exhaust valves).[9] Many older implementations only vary the valve timing (the amount of time per engine revolution that the intake port is open) and not the lift. Timing is continuously independently controlled to provide four optimized engine-operating modes:[9]
- Under most conditions, to ensure highest fuel efficiency, valve overlap is increased to reduce pumping losses. The exhaust valve opening timing is retarded for higher expansion ratio, enhancing fuel economy.
- When maximum power is demanded (high engine speed and load), intake valve closing timing is retarded to synchronize the intake air pulsations for larger air volume.
- Under low-speed, high load, MIVEC ensures optimal torque delivery with the intake valve closing timing advanced to ensure sufficient air volume. At the same time, the exhaust valve opening timing is retarded to provide a higher expansion ratio and improved efficiency.
- At idle, valve overlap is eliminated to stabilize combustion.
MIVEC-MD
In the early years of developing its MIVEC technology, Mitsubishi also introduced a variant dubbed MIVEC-MD (Modulated Displacement),[11][3] a form of variable displacement. Under a light throttle load, the intake and exhaust valves in two of the cylinders would remain closed, and the reduced pumping losses gave a claimed 10–20 percent improvement in fuel economy. Modulated Displacement was dropped around 1996.[11]
he Honda Civic Type R is the highest performance version of the Honda Civic made by Honda Motor Company of Japan. The Type R designation is given to models that have been specially developed and tuned in house for the sole purpose of circuit competition and as a high performance vehicle from Honda's stables. Its lineage can be traced directly to the 1992 Honda NSX Type R, featuring a lightened and stiffened body, specially fine tuned engine and upgraded brakes and chassis. Other characteristics are the use of the special colour from the days of Honda's successful F1 winning car from the 60's called "Championship White" and a Honda emblem with a red background. Red is also used in the interior to give it a special sporting distinction and to separate it from other Honda models. In Japan, a one-make series of Honda Type R cars where privateers can purchase a off-road Type R and compete in a series championship is a stepping stone for many aspiring racing drivers. The Type R has helped to increase Honda's overall image in racing as well as in the sports car consumer market.
Tuesday, October 19, 2010
4AGE 20V Blacktop Engine Swap
4AGE 20V Blacktop Engine Swap
The AE86 was available with a fuel-injected 4-cylinder twin-cam 1587 cc 4A-GEU engine in Japan and Europe which was also used in the first-generation Toyota MR2 (AW11). This engine had a maximum power output of 130 PS (97 kW) and 103 ft·lbf (140 Nm) of torque in standard form.[1] The AE86 came with a 5-speed manual gearbox, and later came with the option of an automatic. The 4A-GE engines used in the AE86 and AW11 were equipped with T-VIS (Toyota Variable Induction System). The AE86 had an optional Limited Slip Differential (LSD).[1]
In North America, a modified 4A-GEC engine was used to comply withCalifornia emissions regulations. Power was rated at 112 bhp (84 kW), and 100 ft·lbf (136 Nm) of torque.[1]
The AE86 used ventilated disc brakes. The car was equipped with a MacPherson strut style independentsuspension at the front and a four-link live axle with coil springs for the rear. Stabilizer bars were present at both ends.[1]
Lower-spec American AE86 SR5 models used the 1587 cc 4A-C SOHC unit, did not have an optional LSD, and had rear drum brakes.
Models equipped with the 4A-GE engine received a 6.7" rear differential, while 3A-U, 4A-U, and 4A-C models received a smaller, weaker, 6.38" rear differential.
The AE86 SR5 (4A-C equipped) had an optional automatic transmission, though the GT-S model (with the 4A-GE DOHC engine) only came with a standard 5-speed manual gearbox.
Models:
- GT-R - 2.6 L RB26DETT twin-turbo I6, 332 PS (244 kW, 392 Nm) (advertised as 276)[24]
- GT-R V-Spec - Additional aero parts, brake ventilation ducts, diffuser.
- GT-R V-Spec II - As above + carbon fibre hood with NACA duct.
- GT-R N1 - Blueprinted N1 motor, no A/C, no stereo, no rear wiper, basic interior trim. (only 45 made)
- GT-R M-Spec - Leather interior, softer suspension with "Ripple Control" dampers, heated seats.
- GT-R V-Spec II Nür - As above V-Spec II + N1 motor, 300 km/h speedo. (only 750 made)
- GT-R M-Spec Nür - As above M-Spec + N1 motor, 300 km/h speedo. (only 253 made)
- GT-R NISMO R-tune
- GT-R NISMO Z-tune - 2.8 L (bored and stroked) RB26DETT Z2 twin-turbo I6, 500 PS (368 kW, 540 Nm) Z1 and Z2 (Only 20 made)
Monday, October 18, 2010
MITSUBISHI LANCER EVOLUTION
TENTH GENERATION
In 2005, Mitsubishi introduced a concept version of the next-gen Evolution at the 39th Tokyo Motor Show named the Concept-X,[15]designed by Omer Halilhodžić at the company's European design centre.[16]
Mitsubishi unveiled a second concept car, the Prototype-X, at the 2007 North American International Auto Show (NAIAS).[17]
The Lancer Evolution X sedan features a newly designed 4B11T 2.0L (1998cc) turbocharged, all-aluminium inline-4 engine. Power and torque depend on the market but all versions will have at least 280 PS (206 kW; 276 hp). (JDM version), the American market version will have slightly more. The UK models will be reworked by Mitsubishi UK, in accordance with previous MR Evolutions bearing the FQ badge. Options for the UK Evolutions are expected to be between 300 hp (220 kW) and 360 hp (270 kW).
Two versions of the car will be offered in the U.S. The Lancer Evolution MR, with 6-speed Twin Clutch Sportronic Shift Transmission (TC-SST). The other version is the GSR which will have a 5-speed manual transmission system. The car has also a new full-time four-wheel drive system named S-AWC (Super All Wheel Control), an advanced version of Mitsubishi's AWC system used in previous generations.[18] The S-AWC uses torque vectoring technology to send different amount of torque to any wheel at any given time
NINTH GENERATION
Mitsubishi introduced the Lancer Evolution IX in Japan on March 3, 2005,[12] and exhibited the car at the Geneva Motor Show for the European market the same day.[13] The North American markets saw the model exhibited at the New York International Auto Show the following month.[14] The 2.0 L 4G63 engine has MIVEC technology (variable valve timing), and a revised turbocharger design boosting official power output at the crankshaft to 291 PS (214 kW; 287 hp) and torque to 392 N·m (289 lb·ft).
The USDM Lancer Evolution IX models: standard (Grand Sport Rally or "GSR" in some markets), RS (Rally Sport), SE (Special Edition) and MR (Mitsubishi Racing) varied slightly in their performance capabilities. Subtleties unique to each model accounted for variations in acceleration, handling and top speed. The RS excluded features standard on the standard, SE and MR models (stereo system, power windows and locks, rear wiper, rear wing, trunk lining and sound insulation). The result is a weight savings of over 60 lb (27 kg). The fuel capacity remains the same as the Evo VIII at 14 USgal (53 L).
Although the RS is the lightest of the group, the RS did not manage to outperform the standard IX and the MR around a road course (even if only by fractions of a second). This was purported to be due to the lack of a rear wing on the RS. In a drag race, the three models are all about even. The RS model was produced for rally and racing teams who wanted a platform to build a race car from. It is stripped of all the creature comforts, and other upgrades that drive the price up for features that the race teams would not require
The semi-factory supported Kraft team entered a spaceframe Trueno at the JGTC with a 3S-GTE engine that came from a SW20 MR-2 Turboproducing about 300 hp (224 kW) for the JGTC GT300 regulations in 1998. Despite being popular with the racefans, the car had minor success and was abandoned from use halfway through the 2001 season in favor of a newly delivered MR-S.
The rear wheel drive configuration, combined with the AE86's light weight (approximately 2300 lb (950–970 kg) curb weight), balance and relatively powerful (and easy to tune) 4A-GEU engine made it popular among the Japanese hashiriya (street racers in Japanese), many of whom raced in mountain passes (touge in Japanese) where the corners suited the AE86 best, especially on the downhill.[1] Among those who utilized this car was Japanese racing legend Keiichi Tsuchiya, also known as the Dori-Kin ("Drift King" in Japanese). Tsuchiya helped popularize the sport of drifting, which involves taking a car on a set of controlled slides through corners.[1] The AE86's FR configuration made it well suited to this kind of cornering, and currently the car is a mainstay of drift shows and competitions. The main character of the anime and manga Initial D, Takumi Fujiwara, uses his father's AE86 for racing and making his tofu deliveries.
Tengku Djan Ley's AE86 Trueno Toyota(Malaysia drift legend)
NISSAN GT-R
NISSAN GT-R
NISSAN GT-R
NISSAN GT-R ENGINE
Nissan skyline R34 GT-R
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The first GT-Rs were produced from 1969-1977. After a 16 year hiatus since the KPGC110 in 1972, the GT-R name was revived in 1989 with the Skyline R32. This car was nicknamed "Godzilla" by the Australian motoring publication "Wheels" in its July 1989 edition, a name that sticks to this day. The R32 GT-R dominated the motorsport in Japan, winning 29 straight victories out of 29 races. The GT-R proceeded to win the JTC Group A series championship 4 years in a row, and also had success in the Australian Touring Car Championship winning from 1990–1992, until the GT-R was outlawed in 1993.[1] The Skyline GT-R (R33) was also the first production car to lap the legendary Nürburgring in under eight minutes.
The Skyline GT-R became the flagship of Nissan performance, showcasing many advanced technologies including the ATTESA-ETS4WD system and the Super-HICAS four-wheel steering. The GT-Rs remained inexpensive compared to its European rivals, with a list-price of ¥ 4.5 million (US$ 31,000). Today, the car is popular for import Drag Racing, Circuit Track, Time Attack and events hosted by tuning magazines. The GT-R is the winner in the 2007 Tsukuba Time Attack held in Japan—the M-Speed GT-R (9 out of the top 15 cars consists of GT-Rs). Production of the Skyline GT-R ended in August 2002. It is now currently called the GT-R and the Skyline name has been removed.
NISSAN 350Z
SMASHING PUMPKIN
IS
Nissan 350Z adalah salah satu contoh kereta lagenda Nissan/Datsun yang berjaya di mata dunia. Sejak model 240Z pertama diperkenalkan Datsun pada tahun 1969, keupayaan jurutera mereka menghasilkan kenderaan berciri sport ini memang diakui ramai. Seiring dengan itu, model Skyline dan Silvia juga turut menambah koleksi jentera sport mereka sebagai kenderaan produksi massa yang berjaya di seluruh pasaran dunia.
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