Nissan Skyline

Nissan Skyline

The Nissan Skyline is a mid-size car originally produced by the Japanese automaker Prince Motor Company starting in 1957 and later by Nissan after the two companies merged in 1966. It is available in either coupé, or sedan or wagon body styles. The current Skyline is sold in North America, South Korea, Taiwan, and the Middle East as the Infiniti G37.

The first Skyline was introduced in April 1957,[1] under the Prince marque, and was marketed as a luxury car. It featured a 1.5 L (1482 cc) GA30 engine producing 44 kW (60 hp) @ 4,400 rpm.[2] It used a de Dion tube rear suspension and was capable of 140 km/h (87 mph). The car weighed around 1300 kg. Prince Skylines were produced as four door sedans and five door station wagons.

The Skyline also spawned pickup truck and van lines called the "Prince Skyway."

ALSI-2
The Skyline was updated with quad headlights for 1958.
This model was powered by a slightly altered 1.5 L engine known as the GA-4 OHV (1484 cc) producing about 70 hp (52 kW) @ 4400 rpm and was produced through 1961.

BLRA-3
The Skyline Sport featured hand-built Michelotti bodies in stylish coupe and convertible versions. These cars used the 1.9 L (1862 cc/113 in³) GB-30 engine, producing 96 hp (72 kW) and 113.5 ft·lbf (154 N m). While only a few hundred were built, Prince Motors had a very aggressive product placement group and they can be seen (along the company's mainstream models) in many Toho films of the early 1960s.

V36
The 12th generation Skyline appeared on 20 November 2006.[25]
It was first available only as a 4-door sedan in Japan and was also sold in the USA as the 2007 Infiniti G35. It is equipped with either a VQ25HR 2.5 L V6 producing 165 kW or a VQ35HR 3.5 L V6 with 232 kW (HR is the designation of the 4th iteration of the VQ engine [as opposed to the DE suffix of the previous iterations] and stands for High Response and High Revolution). The 2.5 L is available as a ALL-wheel drive variant as well.

On May 13, 2008, Nissan announced that a convertible variant of the Infiniti G37 (U.S Spec Skyline coupe) will be produced for the 2009 model year.
Models:

250GT - 2.5L VQ25HR V6, 225 PS (222 hp/165 kW), 268 N·m (198 lb·ft)

250GT FOUR - 2.5L VQ25HR V6, 225 PS (222 hp/165 kW), 268 N·m (198 lb·ft) AWD
350GT - 3.5L VQ35HR V6, 315 PS (311 hp/232 kW), 365 N·m (269 lb·ft)
370GT - 3.7L VQ37VHR V6, 333 PS (328 hp/245 kW), 363 N·m (268 lb·ft)

250GT sedan

Transmission is 5-speed automatic on all model ranges. all wheel drive is standard on 250GT FOUR models.
250GT Type S was introduced in 2008 model year

350GT sedan
Transmission is 5-speed automatic on all model ranges.
4-wheel active steering is available in Type S and Type SP as option.

370GT coupe

Introduced in 2008 model year, it is a Japanese version of Infiniti G37 coupe.

Transmission is 5-speed automatic on all model ranges, with 6-speed manual on Type S and Type SP.
18-inch wheels are used on base and 370GT Type P, while Type S and Type SP includes 19-inch wheels.Also voted car of the year in 2007.

50th Limited
It is an option for 250GT Type P, 350GT Type P, 350GT Type SP, 250GT FOUR Type P, commemorating 50th year of Nissan Skyline.[26] The interior is marked with anniversary red leather seats, and serial numbered front glass. This package went on sale on 2008-03-31.[27]

BMW 3 Series

1975-1983 BMW

the E21 line was produced from May 2, 1975 (1977 in the USA) through 1983. Originally a replacement for the 2002 coupe, the first 3-Series was a 2-door model only. The New Class sedans would be replaced by the 5 Series. A factory authorised cabrio version was built by Baur. 

The series was superseded by the BMW E30 platform.

The cockpit design of the E21 marked the introduction of a new design concept, with the center console angled towards the driver. This feature has become part of BMW’s interior design philosophy for many years. As a sign of passive safety, all edges and control elements within the interior were rounded off and padded.

At the E21's release, three models were available: with 316 (1.6 litre), 318 (1.8 litre) and 320 (2.0 litre) versions of the BMW M10 four cylinder engine. To draw clear visual distinction within the new model series, the 320 models came with dual headlights, while the 316 and 318 had single round headlights.

At the 1977 Frankfurt Motor Show, BMW unveiled its new variants of the E21, featuring the new six-cylinder M20 engines. The four cylinder 320 model was replaced with the 320/6, featuring a two litre version of the M20 engine. The 323i model was introduced, featuring 2.3 litres and 143 bhp (107 kW; 145 PS) , empowering this car with a top speed of approximately 190 km/h (118 mph). The braking system was also upgraded, with the323i featuring disc brakes on all wheels.

For the 1979/80 model year, the four-cylinder models were upgraded: the 1.8 litre power unit was revised and entered the market as a 90 bhp (67 kW; 91 PS) carburetor engine in the 316, while addition of Bosch K Jetronic fuel injection to the 1.8 litre engine raised the 318i to 105 bhp (78 kW; 106 PS).

Since there was now also room for a new entry-level model, the 315 powered by a 75 bhp (56 kW; 76 PS) 1.6 litre M10 engine made its appearance in 1981.

2005-present BMW

he E90 is the currently available generation, which debuted for the 2006 model year,[citation needed] and is available as the sedan (E90), wagon (E91), coupe (E92), and coupe cabriolet (E93). It is completely re-engineered from the E46, including changes to engines, transmission, the passenger compartment, suspension technology, as well as a host of High-Tech features and options. The coupé/cabriolet body is now its own design and no longer derived from the sedan minus two doors unlike its predecessors, being longer and narrower than its E90 counterpart. The lineup received a mid-generational facelift for the 2009 model year.

Currently, four engine options are offered, two being part of the new 'N' series of BMW inline engines featuring a host of new technologies. Technological innovations such as lightweight magnesium/aluminum construction, electric water pump, Valvetronic (steplessly variable valve lift), and Double-VANOS steplessly variable valve timing all contribute to produce a lighter and more powerful motor than its predecessor, but yield a 15% increase in fuel economy. The E90 also marks BMW's return to turbocharging with the introduction of the E92 coupe. The N54 engine produces 300 bhp (224 kW; 304 PS) and 300 lb·ft (410 N·m) torque.

The E90 series also marks another first for BMW -- a retractable hard top convertible.

Sales of the E90 have been very strong in Britain. In 2007, a record total of more than 58,000 vehicles were sold and it was the seventh most popular car in Britain.

For the US market, the 2006 model year 325i and 330i are both powered by the same 3.0 L N52 engine, but the 330i features revised engine software and improved intake and exhaust systems to produce an additional 40 hp (255 vs. 215). The 2007 model year introduced the 3-series coupe and with it two updated engines for the new 328i and 335i models, which marked an increase in power over previous offerings and became available for the 3-series sedan as well. Canada also received a 323i sedan which has a detuned 2.5 L gasoline-injected inline-six producing 200 hp (149 kW); the 323i lacks features/options available to more expensive 3 Series models such as Xenon headlamps, fog lights, automatic climate control, and power-adjustable seats.

Future models

The next full revision of the 3 Series is expected in 2012. Updates are reported to include hybrid drivetrain technology

Awards

the 3 Series has been on Car and Driver magazine's annual Ten Best list 18 times, from 1992 through 2009, making it the longest running entry in the list [2]. The E90 was named "Best New Sports Sedan" in the 2006 Canadian Car of the Year awards. Also, it was awarded the World Car of the Year at the New York Auto Show in 2006.

Racing

The original E30 M3 is considered one of the most successful race cars ever[citation needed], and is still competitive in several series. It is also the best handling 3 series ever produced because of its lightweight small design

The E36 320d won the 24 Hours Nürburgring in 1998, after the M3 had won in the previous years.

The World Touring Car Championship (WTCC) is one of the FIA's three World Championships (along with Formula One and the World Rally Championship). Andy Priaulx and BMW Team UK won the ETCC in 2004, and continued the winning form in WTCC in 2005 in an E46 3-series, while the E90 3-series repeated this feat in 2006 and 2007. The 3-Series' rear-wheel drive layout and design have both been attributed[who?] to its victory, though in Touring Car Racing, as almost every other motor sport, the skill driver and their team tactics are also important.

The 3-Series cars in the British Touring Car Championship (BTCC) and other touring car championships have been penalized under racing rules for being rear-wheel drive and thus having better grip than its front-wheel drive competitors. For example, the 320si has been penalized in the WTCC in previous seasons in order to keep the sport competitive with the rest of the grid (Ford Focus, Chevrolet Lacetti, SEAT Leon, Alfa Romeo 156). Despite these ballast weight penalties, the 320si's of the British, German and Italian/Spanish teams continually win races and points.[citation needed] However, in the middle of the 2002 European Touring Car Championship (ETCC) season, FIA changed the handicap rules to add an extra 15 kg (33 lb) ballast to front-wheel drive cars (such as the Alfa Romeo 156) and the ballast in rear-wheel drive cars (including BMW) was reduced by 15 kilograms (33 lb).[6] Today, the WTCC series has a rolling start to eliminate the benefit of better grip that rear-wheel drive cars have from a standing start.[citation needed]

Andy Priaulx's BMW 320si (E90) during the 2006 World Touring Car Championship season.

The BMW 3-Series is currently used in both the SCCA Pro Racing Speed World Challenge Touring Car Series and the Grand American Road Racing Association Series. In the final 2006 Grand Am standings, BMW finished second in the manufacturer's standings in both the Grand Sport and Street Tuner classes, while E46 BMWs prepared by Turner Motorsport won the driver's and team championships.[citation needed)

Ferrari 599XX

Ferrari 599XX


Ferrari 599XX

NEW BMW MODELS

BMW-Z4

The Z4 offers a choice of four straight-six engines: 2.2 L, 2.5 L, 3.0 L, and 3.2 L. All are variants of the BMW M54 engine. In the European market, a 2.0 L straight-4 is also offered.

BMW-X5

This is BMW’s new X5, the second in it’s generation since it’s release back in 1999. Like it’s predecessor, BMW calls the new E70 a Sports Activity Vehicle or SAV rather than an SUV, as BMW says it’s dynamics are a step above it’s rivals’ utilitarian construction

BMW-X3

Mileage: 7 Miles

Body Style: SUV

Engine: 3.0l 6 cyl.

Transmission: AUTOMATIC

Drivetrain: AWD

Doors: 5

Wheelbase: N/A

automatic transmission

automatic transmission 

An automatic transmission (commonly "AT" or "Auto") is an automobile gearbox that can change gear ratios automatically as the vehicle moves, freeing the driver from having to shift gears manually. Similar but larger devices are also used for heavy-duty commercial and industrial vehicles and equipment.

Most automatic transmissions have a set selection of possible gear ranges, often with a parking pawl feature that will lock the output shaft of the transmission. Continuously variable transmissions (CVTs) can change the ratios over a range rather than between set gear ratios. CVTs have been used for decades in two-wheeled scooters but have seen limited use in a few automobile models. Recently, however, CVT technology has gained greater acceptance among manufacturers and customers, especially in Nissan automobiles.

Some machines with limited speed ranges or fixed engine speeds, such as some forklift trucks and lawn mowers, only use a torque converter to provide a variable gearing of the engine to the wheels.

manual transmission system

Shafts

Like other transmissions, a manual transmission has several shafts with various gears and other components attached to them. Typically, a rear-wheel-drive transmission has three shafts: an input shaft, a countershaft and an output shaft. T

he countershaft is sometimes called a layshaft.

In a rear-wheel-drive transmission, the input and output shaft lie along the same line, and may in fact be combined into a single shaft within the transmission. T

his single shaft is called a mainshaft. The input and output ends of this combined shaft rotate independently, at different speeds, which is possible because one piece slides into a h

ollow bore in the other piece, where it is supported by a bearing. Sometimes the term mainshaft refers to just the input shaft or just the output shaft, rather than the entire assembly.

In some transmissions, it's possible for the input and output components of the mainshaft to be locked together to create a 1:1 gear ratio, causing the power flow to bypass the countershaft. The mainshaft then behaves like a single, solid shaft, a 

situation referred to as direct drive.

Even in transmissions that do not feature direct drive, it's an advantage for the input and output to lie along the same line, because this reduces the amount of torsion that the transmission case has to bear.

Under one possible design, the transmission's input shaft has just one pinion gear, which drives the countershaft. Along the countershaft are moun

ted gears of various sizes, which rotate when the input shaft rotates. These gears correspond to the forward speeds and reverse. Each of the forward gears on the countershaft is permanently meshed with a corresponding gear on the output shaft. However, these driven gears are not rigidly attached to the output shaft: although the shaft runs through them, they spin independently of it, which is made possible by bearings in their hubs. Reverse is typically implemented differently, see the section on Reverse.

Most front-wheel-drive transmissions for transverse engine mounting are designed differently. For one thing, they have an integral final drive and

 differential. For another, they usually have only two shafts; input and countershaft, sometimes called input and output. The input shaft runs the whole length of the gearbox, and there is no separate input pinion. At the end of the second (counter/output) shaft is a pinion gear that mates with the ring gear on the differential.

Front-wheel and rear-wheel-drive transmi

ssions operate similarly. When the transmission is in neutral, and the clutch is disengaged, the input shaft, clutch disk and countershaft can continue to rotate under their own inertia. In this state, the engine, the input shaft and clutch, and the output shaft all rotate independently.

Dog clutch

The gear selector

 does not engage or disengage the actual gear teeth which are permanently meshed. Rather, the action of the gear selector is to lock one of the freely spinning gears to the shaft that runs through its hub. The shaft then spins together with that gear. The output shaft's speed relative to the countershaft is determined by the ratio of the two gears: the one permanently attached to the countershaft, and that gear's mate which is now locked to the output shaft.

Locking the output shaft with a gear is achieved by means of a dog clutch selector. The dog clutch is a sliding selector mechanism 

which is splined to the output shaft, meaning that its hub has teeth that fit into slots (splines) on the shaft, forcing it to rotate with that shaft. However, the splines allow the selector to move back and forth on the shaft, which happens when it is pushed by a selector fork that is linked to the gear lever. The fork does not rotate, so it is attached to a collar bearing on the selector. The selector is typically symmetric: it slides between two gears and has a synchromesh and teeth on each side in order to lock either gear to the shaft.the gear selector

Synchromesh

If the teeth, the so-called dog teeth, make contact with the gear, but the two parts are spinning at different speeds, the teeth will fail to engage and a loud grinding sound will be heard as they clatter together. For this reason, a modern dog clutch in an automobile has a synchronizer mechanism or synchromesh, which consists of a cone clutch and blocking ring. Before the teeth can engage, the cone clutch engages first which brings the selector and gear to the same speed using friction. Moreover, until synchronization occurs, the teeth are prevented from making contact, because further motion of the selector is prevented by a blocker (or "baulk") ring. When synchronization occurs, friction on the blocker ring is relieved and it twists slightly, bringing into alignment certain grooves and notches that allow further passage of the selector which brings the teeth together. Of course, the exact design of the synchronizer varies from manufacturer to manufacturer.

The synchronizer[1] has to change the momentum of the entire input shaft and clutch disk. Additionally, it can be abused by exposure to the momentum and power of the engine itself, which is what happens when attempts are made to select a gear without fully disengaging the clutch. This causes extra wear on the rings and sleeves, reducing their service life. When an experimenting driver tries to "match the revs" on a synchronized transmission and force it into gear without using the clutch, the synchronizer will make up for any discrepancy in RPM. The success in engaging the gear without 

clutching can deceive the driver into thinking that the RPM of the layshaft and transmission were actually exactly matched. Nevertheless, approximate "rev-matching" with clutching can decrease the general delta between layshaft and transmission 

Reverse

The previous discussion normally applies only to the forward gears. The implementation of the reverse gear is usually different, implemented in the following way to reduce the cost of the transmission. Reverse is also a pair of gears: one gear on the countershaft and one on the output shaft. However, whereas all the forward gears are always meshed together, there is a gap between the reverse gears. Moreover, they are both attached to their shafts: neither one rotates freely about the shaft. What happens when reverse is selected is that a small gear, called an idler gear or reverse idler, is slid between them. The idler has teeth which mesh with both gears, and thus it couples these gears together and reverses the direction of rotation without changing the gear ratio.

Manual transmission

Manual transmission

Manual transmissions often feature a driver-operated clutch

 and a movable gear selector. Most automobile manual transmissions allow the driver to select any forward gear at any time, but some, such as those commonly mounted on motorcycles and some types of racing cars, only allow the driver to select the next-higher or next-lower gear ratio. This second type of transmission is sometimes called a sequential manual transmission.

Manual transmissions are characterized by gear ratios that are selectable by locking selected gear pairs to the output shaft inside the transmission. Conversely, most automatic transmissions feature epicyclic (planetary) gearing controlled by brake bands and/or clutch packs to select gear ratio. Automatic transmissions that allow the driver to manually select the current gear are called semi-automatic transmissions.

Contemporary automotive manual transmissions are generally available with four to six forward gears and one reverse gear, although manual transmissions have been built with as few as two and as many as eight gears. Tractor units have at least 10 gears and as many as 24. Some manuals are referred to by the number of forward gears they offer (e.g., 5-speed) as a way of distinguishing between automatic or other available manual transmissions. Similarly, a 5-speed automatic transmission is referred to as a 5-speed automatic.

Nissan GT-R 2009

Nissan GT-R 2009
Nissan GT-R 2009Nissan GT-R 2009

Nissan GT-R 2009

Year 2009

Make Nissan

Model GT-R

Standard Engin 3.8L 480hp V6

Horsepower 480 @ 6400 RPM

Torque       430 @ 3200 RPM

Valves 4

Displacement (ccc)3799

Bore X Stroke (in.) 3.8 X 3.5

Compression Ratio 9.0:1

CLUTCH SYSTEM

CLUTCH SYSTEM

Keys to effective control and transmission of drive torque, speed, and power in many rotating drives ystems are clutches and brakes. Their function is to either transfer torque from an input shaft to an output shaft (clutching) or to stop and hold a load (braking). Though offered as separate components, their functions are often combined into a single unit referred to as a clutch-brake. Clutches and brakes can be categorized by the technique used to engage

or stop the load (friction, electromagnetic, mechanical lockup), and by the

method used to actuate them (mechanical, electric, pneumatic, hydraulic,self-activating) 

DRIVEN MEMBERS

The driven member is the clutch disc with a splined hub

which is free to slide lengthwise along the splines of the

input shaft, but which drives the input shaft through

these same splines.The driving and driven members are held in contact by

spring pressure. This pressure is exerted by a diaphragm

spring in the pressure plate assembly.

OPERATING MEMBERS

The clutch release system consists of the clutch pedal,

the clutch release shaft, the clutch cable, the release

arm and the release bearing. When pressure is applied

to the clutch pedal, the clutch release shaft pushes

against the release bearing by rotating. The bearing

then pushes against the diaphragm spring in the pressure

plate assembly, thereby releasing the clutch.

The clutch allows engine power to be applied gradually when a vehicle is starting out, interrupts power to the transmission to avoid gear clashing when shifting and prevents engine stalling when bringing the vehicle to a stop. Engaging the clutch (clutch pedal fully raised) allows power to transfer from the engine to the transmission and drive wheels. Disengaging the clutch (clutch pedal fully depressed) stops the power transfer and allows the engine to continue turning without force to the drive wheels.

Common clutch-related components are:

 Flywheel – mounts to the engine crankshaft

Clutch Disk – the friction material assembly that provide

s easy engagement and firm torque transference

Pressure Plate – also known as “Clutch Cover” – this is the spring-loaded surface that locks the clutch

Throw-out Bearing – also known as “Release Bearing”

Pilot bearing –centers and supports the transmission input shaft (many cars do not have this bearing)

Clutch Cable – mechanical release mechanism for some vehicles

Clutch Master Cylinder – force-multiplying cylinder for vehicles with hydraulic release mechanisms

Clutch Slave Cylinder – used along with a Master Cylinder for hydraulic release mechanisms

Misc. hoses, lines, brackets, linkages, etc. – varies from vehicle to vehicle

 The flywheel

The flywheel is located at the rear of the engine and is bolted to the crankshaft. It helps absorb power impulses, resulting in a smoothly-idling engine and provides momentum to carry the engine through its operating cycle. The rear surface of the flywheel is machined flat and the clutch components are attached to it.

The pressure plate

The driving member is commonly called the pressure plate. It is bolted to the engine flywheel and its main purpose is to exert pressure against the clutch plate, holding the plate tight against the flywheel and allowing the power to flow from the engine to the transmission. It must also be capable of interrupting the power flow by releasing the pressure on the clutch plate. This allows the clutch plate to stop rotating while the flywheel and pressure plate continues to rotate.The pressure plate consists of a heavy metal plate, coil springs or a diaphragm spring, release levers (fingers), and a cover.When coil springs are used, they are evenly spaced around the metal plate and located between the plate and the metal cover. This places an even pressure against the plate, which in turn presses the clutch plate tight against the flywheel. The cover is bolted tightly to the flywheel and the metal plate is movable, due to internal linkages. The coil springs arearranged to exert direct or indirect tension on the metal plate, depending upon the manufacturer's design. Three release levers (fingers), evenly spaced around the cover, are used on most pressure plates to release the holding pressure of the springs on the clutch plate, allowing it to disengage the power flow.

When a diaphragm spring is used instead of coil springs, the internal linkage is necessarily different to provide an "over-center" action to release the clutch plate from the flywheel. Its operation can be compared to the operation of an oilcan. When depressing the slightly curved metal on the bottom of the can, it goes over-center and gives out a loud "clicking" noise; when released the noise is again heard as the metal returns to its original position. A click is not heard in the clutch operation, but the action of the diaphragm spring is the same as the oil can.

The clutch plate

 of

The clutch plate or driven member consists of a round metal plate attached to a splined hub. The outer portion of the round plate is covered with a friction material of molded or woven asbestos and is riveted or bonded to the plate. The thickness of the clutch plate and/or facings may be warped to give a softer clutch engagement. Coil springs are often installed in the hub to help provide a cushion against the twisting force of clutch engagement. The splined hub is mated to (and turns) a splined transmission shaft when the clutch is engaged.

The release bearing

The release (throw out) bearing is usually a ball bearing unit, mounted on a sleeve, and attached to the release or throwout lever. Its purpose is to apply pressure to the diaphragm spring or the release levers in the pressure plate. When the clutch pedal is depressed, the pressure of the release bearing or lever actuates the internal linkages of the pressure plate, releasing the clutch plate and interrupting the power flow. The release bearing is not in constant contact with the pressure plate. A linkage adjustment clearance should be maintained.