New Vehicle Design

2011-05-13T20:34:00.000-07:00

Diesel Engine Problems

Low compression

Low engine compression will result in insufficient heat being generated to ignite the fuel and cause hard starting. This is more of a problem with older or high mileage vehicles. To find out the compression perform a cold engine compression test. Compression should be between 20 to 35 bars or 300 to 500 PSI. Anything below this will cause starting problems.

Low fuel pressure

It is in this area that most fuel supply problems occur. The problem could either be poor fuel supply to the rail/injectors or the rail/injectors are not holding the fuel within the system. The best way to diagnose this is to look at the fuel supply in 3 areas.

Low pressure supply from the tank to the high pressure pump (HPP) - some vehicles rely on the HPP to suck the fuel from the tank whilst others have an electric pump in the tank or fuel line to supply fuel to the to the HPP. The supply from the tank to the HPP should be about 2 to 5 bars.
Fuel is delivered from the HPP to the rail/injectors at about 200 bars during cranking, 300 bars at idle and anything from 1200 to 1800 bars running.
Once the fuel is delivered into the rail/injectors at the relevant pressure it must be maintained within the injectors or rail.

Low cranking speed

If the engine turns over too slowly, the pump cannot generate enough fuel pressure to activate start of injection causing hard starting problems. This is usually seen more in the colder months especially if the battery is run down.

Glow plugs or relay faulty

The engine relies on the glow plugs to generate heat to help with the combustion cycle. Some engines only use the glow plugs when cold but others will allow the glow plugs to work when the ECU (vehicle’s computer) needs them to be on to help with combustion. Problems in this area will cause diesel engine starting problems, uneven running and white smoke when the engine is cold.

Insufficient fuel supply

This speaks for itself, not enough fuel in the tank or a problem with supply pipes being cracked or bent. The fuel tank breather can sometimes be blocked causing a vacuum in the tank which in turn draws the fuel back to the tank.

Fuel quality – contamination

I have been involved with diesel fuel injection all my working life and still find the topic of fuel and additives controversial. Working with diesel injectors we see the result of poor fuel quality - damage and condition of the internal components. I know that if a good quality diesel and an additive is used regularly it will prolong the life of diesel injection equipment.

Poor fuel quality and general wear and tear are not the only cause of injector failure, the newer type of injectors sometimes fail due to design problems.

I would estimate that about 85% of injectors fail due to fuel related issues and the balance due to design problems.

Air - Vacuum in fuel supply and Blocked fuel supply

This is similar to "insufficient fuel supply" but dirty fuel filters or a faulty filter head assembly may also cause fuel supply issues and hard starting.

Faulty injector/s

Probably the biggest result of injector failure is due to the injectors having excessive return flow or back leakage. This is due to worn parts which allow excessive fuel to go through the diesel injector and to return back to the tank or fuel system. This causes a drop in rail pressure (see "low fuel pressure") which results in hard starting or not starting at all.

Another problem resulting from worn parts is a delay in the start of injection which in turn results in rough running at low RPM or your diesel not starting.

Faulty high pressure pump

If the pump is faulty there will be a "low fuel pressure" problem. This problem arises if the pump "breaks up" internally causing swarf and iron filings to get into the fuel system. Normally this causes damage to the diesel injectors and unless the complete fuel system is attended to the problem will arise again. This is an expensive failure and no short cuts can be taken.

Faulty pressure regulator – sensor

Most vehicles have a pressure regulator fitted on the high pressure pump and a sensor fitted on the rail. If either of these are faulty there will be running issues like hard starting, uneven tick over and the vehicle cutting out when the RPM is increased.

Faulty low pressure pump

Not all vehicles have a low pressure supply pump but if they do it can be found either in the tank or on the fuel pipe near the tank. If your low pressure pump is faulty, you may experience symptoms similar to those of a "faulty high pressure pump".

Air intake restriction

This would be due to a dirty air cleaner, blocked pipes or a stuck butterfly valve found on some vehicles. In addition, a faulty air flow sensor on the air intake will cause problems running and excessive smoke.

Turbo problems

We are seeing more turbos failing with newer vehicles, I put it down to a combination of things, high revving engines demanding more power, incorrect driver actions(not allowing the engine to idle a while when started and before switching off), poor maintenance and not replacing old oil with a good quality oil. A turbo spins at about 42000 revolutions per minute, the average washing machine at 1000 rpm.

As vehicles get older the turbo waste gate sticks causing the vehicle to either shut down, go into limp home mode or smoke excessively.

If a vehicle has a variable vane turbo, problems can arise if the vans carbon up, the symptoms are lack of power, black smoke and hesitation on acceleration. Also make sure that all the vacuum pipes and sensors that operate the turbo are operating correctly.

Another problem is if the air pipes to and from the inlet, inter cooler and turbo leak due to damage or loose clamps , the vehicle can experience similar problems.

EGR problems

I do not know why EGR (exhaust gas recycling) valves were ever put onto diesel engines, they cause more trouble than they are worth. The idea is that whilst the engine is at tick over, a valve opens and allows some of the exhaust gases to pass back into the nice clean air intake manifold.

After a while the gases containing dirty, sooty carbons start to cover and coat the intake area and valves causing the air to fuel ratio to become unbalanced thus resulting in more black smoke being emitted from the exhaust. This black smoke is then drawn back into the air intake via the EGR valve. A vicious cycle then starts with the engine producing more smoke and sootier carbons being drawn into the intake, a major problem. I would always recommend the EGR valve to be blanked off but some vehicles will not allow this.

Injector blow–by, seat leaking

Injector "blow-by" can be the cause of some of the following symptoms. Hard or difficult starting / erratic or uneven tick over or idle / lumpy running / smoke on tick over or acceleration / black tar around the injectors and a chuffing sound from the engine when running. Injector "blow-by" occurs when the injector does not seal against the injector seat in the cylinder head. Often a chuffing sound is heard or black "tar" can be seen around the injectors.

On some engine applications if this continues serious engine damage could result due to the fact that the ECU will over compensate the fuelling on the cylinder or cylinders with the seating problem causing piston washing or cylinder over fuelling. Even if the injector is removed, cleaned, a new copper washer fitted and then replaced it will not always rectify the problem. The reason for this is that the seat in the cylinder head has been eroded by the escaping combustion gases resulting in damage to the seat. The only way to reface the seat is to use a seat cutting tool and gently reface the seat in the head. More info can be found at

Cam – crank sensor

Check that the sensors are not loose, cracked or damaged as they are not very expensive. If you have any doubts I would recommend replacing them.

Injector wiring harness

More of a problem with vehicles that have the injectors under the rocker cover and allow oil to come in contact with the electrical connections. Even though some diagnostic machines will condemn the injector/s, many times the fault lies with the wiring harness.

Check that the electrical connections on the injectors are good and are making contact.

Internal engine problems

This is generally mechanical failure such as problems with bearings, pistons, oil pressure, overheating, valves and more. The list is endless, it is best to get an engine specialist to diagnose the fault.

The Answer is in the Smoke

We can generally understand what is wrong with a diesel engine by the colour of smoke emitted from the exhaust. There are three basic colours - black, white and blue.

Black Smoke

This is due to a air to fuel ratio imbalance, either the fuel system is delivering too much fuel into the engine or there is not enough clean air (oxygen ) a few things to look for :

Faulty injectors (injectors need attention at about 100.000 to 120 000 miles)
Faulty injector pump
Dirty air cleaner
Turbocharger or intercooler faulty
Problems within cylinder head, valves clogged up due to faulty EGR (exhaust gas recycling unit)

White Smoke

Normally means that the fuel injected into the cylinder is not burning correctly. The smoke will burn your eyes.

Engine/pump timing out
Fuel starvation to the pump causing the pumps timing not to operate correctly
Low engine compression
Water/petrol in the fuel

Blue Smoke

The engine is burning engine oil

Worn cylinders or piston rings
Faulty valves or valve stem seals
Engine over full with engine oil
Faulty injector pump/lift pump allowing engine oil to be mixed with the diesel

· Diesel: Troubleshooting

Probable Cause	Engine not starting	Hard to start engine	Runs rough at lower RPM	Lack of power	Diesel knock / pinking	Black smoke	White smoke	Blue smoke
Low compression	X	X					X
Low fuel pressure	X	X	X	X		X	X
Low cranking speed – flat battery	X	X
Glow plugs or relay faulty	X	X					X
Insufficient fuel supply	X	X	X	X			X
Fuel Quality – petrol - contamination	X	X	X	X	X		X
Air – vacuum in fuel supply	X	X	X	X
Blocked fuel supply - filters	X	X	X	X	X
Faulty diesel injector/s	X	X	X	X	X	X	X
Faulty high pressure pump	X	X	X	X		X
Faulty pressure regulator - sensor	X	X	X	X
Faulty low pressure supply pump	X	X	X	X
Air intake restriction			X	X		X
Turbo problems – waste gate				X		X	X	X
EGR problems				X		X	X
Injector blow-by seat leaking			X	X	X	X
Cam – crank sensor	X	X	X		X	X	X
Injector wiring harness			X		X	X	X
Internal engine problems	X	X	X	X				X

CLS are not just a matter of good looks.........

2010-02-13T21:07:00.000-08:00

CLS 63 AMG

The CLS 63 AMG requires only 4.5 seconds to accelerate from 0 to 100 km/h. Powered by a 6.3-litre naturally aspirated V8 engine with 378 kW (514 hp) and with an impressive torque of 630 Nm, it transforms itself into a high-performance sports car – with the comfort of a sporty saloon.
(CLS 63 AMG: fuel consumption combined: 14.5 l/100 km)

CLS 320 CDI

Power, smoothness, low fuel consumption and low exhaust emissions are the hallmarks of the CLS 320 CDI engine.
With an output of 165 kW (224 hp) and a torque of 540 Nm within the engine speed range of 1600 to 2400 rpm, the V6 diesel engine in the CLS 320 CDI has outstanding characteristics. And it accelerates this model from 0 to 100 km/h in 7.0 seconds. In fact, the only typical diesel attribute in the CLS 320 CDI is its low fuel consumption. The standard diesel particulate filter makes for a significant further reduction in particulate emissions.
(CLS 320 CDI: fuel consumption combined: 7.6–8.1 l/100 km, CO2 emissions combined: 200–215 g/km)

7G-TRONIC 7-speed automatic transmission

In the CLS, the innovative 7G-TRONIC automatic transmission comes as standard to take over the shifting. Its seven forward gears and the correspondingly smaller steps from gear to gear ensure extremely smooth gear changes with no noticeable interruption in tractive power. The 7G-TRONIC also helps reduce fuel consumption and emission values.
When changing down through the gears, 7G-TRONIC is able to skip several gears at a time, resulting in faster gear changes. This also improves the vehicle's braking effect.

Mazda RX-8

2010-02-04T10:29:00.001-08:00

For 2009, Mazda engineers improved the RX-8 body rigidity through the addition of structural reinforcements, by adding a trapezoidal strut tower bar and enhancing the local rigidity of the front suspension tower areas. Also, the rear suspension geometry has been reconfigured for better handling performance and for improved driveshaft rigidity, lowering NVH levels and improving overall performance. The 09 RX-8 is also (90 lbs) lighter than the previous RX-8 models.

>

In addition to being lighter, the 09 RX-8 has a different gearing ratio (on manual transmission-equipped cars) that is lowered from 4.444 to 4.777 for improved off-the-line performance. While minimal, these performance changes give the 2009 RX-8 increased acceleration and performance, as well as even greater responsiveness to the accelerator pedal. Mazda claims that the 09 RX-8 is a significantly faster car than the previous (2003 -2008) model car due to the lighter weight, lowered gearing, and improved suspension.

The 2009 RX-8 also receives design enhancements that are meant to freshen the styling and give the RX-8 a new look, without impairing the basic design theme. Refinements for the 2009 model year include a more aggressive restyled front and rear bumper as well as a new front fascia. The 09 RX-8 also comes with sporty, high-quality finish front and rear headlamps as well as larger exhaust pipes (now measuring 90 mm across). The 2009 RX-8 also offers a new five-spoke wheel design featuring a symbolic and sporty design reminiscent of the rotary engine, with different arrangements for each wheel size.

New LOGO....New Vehicle Design

2010-02-03T09:06:00.000-08:00

HONDA CIVIC SEDAN

2010-01-06T18:23:00.000-08:00

HONDA CIVIC SEDAN DX

•140-hp, 1.8-liter i-VTEC® 4-cylinder engine

•5-speed manual or 5-speed automatic transmission

• ULEV-2 emissions rating1

• MacPherson strut front suspension

• Multi-link rear suspension

• 15-inch wheels with full covers

• Six airbags

• Advanced Compatibility Engineering (ACE) body structure

• Driver’s and

front passenger’s active head restraints

• ABS with Electronic Brake Distribution (EBD)

• Tire Pressure Monitoring System2 (TPMS)

• Daytime Running Lights (DRL)

• Power windows

HONDA CIVIC SEDAN EX

•16-inch alloy wheels

• 4-wheel disc brakes

• One-touch power moon

roof with tilt feature

• Steering wheel-mounted audio controls

• Rear-seat armrest with beverage holders

• 60/40 split fold-down rear seatback

• 160-watt AM/FM/CD audio system with 6 speakers

• USB Audio Interface4

• Exterior temperature indicator

• Available Honda Satellite-

Linked Navigation System™5 with Voice Recogn

ition, Bluetooth®6 HandsFreeLink,® XM® Radio7 and digital audio-card reader

•Tilt and telescopic steering column

• Driver’s seat with manual height adjustment

• Maintenance

Minder system

HONDA CIVIC SEDAN DX-VP

Adds to or replaces DX features

• Air conditioning with air-filtration system

• 160-watt AM/F

M/CD audio system with 4 speakers

• MP3/Windows Media® Audio3 (WMA) playback capability

• MP3/auxiliary input jack

• CD text display capability

HONDA CIVIC SEDAN EX-L

Adds to or replaces EX features:

• Leather-trimmed seats

• Leather-wrapped steering wheel

• Heated front seats

• Heated side mirrors

• Vehicle Stability Assist™ (VSA®)

• Brake Assist

HONDA CIVIC SEDAN LX

Adds to or replaces DX-VP

features:

• 16-inch wheels with full covers

• Security system w

ith remote entry

• Body-colored power side mirrors

• Power door locks

• Power windows with auto-up/down driver’s window

• Cruise control

• Center console with sliding armrest and storage compartment

• Map lights

• Floor mats

HONDA CIVIC SEDAN LX-S

Adds to or replaces LX features:

• 16-inch alloy wheels

• Rear decklid spoiler

• Chrome exhaust finisher

• Sport-trimmed black interior with silver stitching

• Perforated leather-wrapped steering wheel

Proton Saga(made in malaysia)

2009-10-15T20:35:00.000-07:00

Proton Saga
The Proton Saga is the first car produced by Malaysian auto manufacturer Proton. Originally based on the 1983 Mitsubishi Lancer Fore to avoid R&D costs, the Saga first debuted in September 1985 and retained its core Fiore design for two decades, before a long overdue successor designed in-house by Proton was launched to replace the aging platform in 2008.

Since 1985, the Proton Saga and its variants contribute to most of Proton's sales and revenues. The Saga is also the longest surviving model produced by Proton, soldiering on for nearly 22 years, ahead of Proton's mid size car, the Proton Perdana.

Engine and performance

The new Saga is powered by the same 1.3-litre Campro engine (which was co-designed with Lotus) that is fitted to entry-level Gen-2s. Besides the 1.3L engine option, the 1.6-liter version is also available as an exclusive engine option for taxi operators before being offered to regular customers. Like other Proton models powered by Proton's own Campro engines, the 1.3-liter engine is rated at 94 hp (70 kW; 95 PS) at 6,000 rpm and 120 N·m (89 lb·ft) at 4,000 rpm, while the 1.6-liter version (not including the Campro CPS engine which is not being used in the Saga) produces 110 hp (82 kW; 110 PS) at 6,500 rpm and 148 N·m (109 lb·ft) at 4,000 rpm. Both engines feature the new Integrated Air-Fuel Module (IAFM) which varies the airflow into the engine to improve efficiency, smoothening out the problematic dip in the torque curve in the lower and middle rev ranges. Its output matches that of a 1.3-litre in the Satria Neo. Power delivery characteristics in both cars are remarkably different. The torque could be felt after 2,500 rpm, all the way to 4,000 rpm, where it drops off rapidly. The car feels cheap to drive and acceleration to highway speeds is good. The 5-speed manual from Aichi Kikai is not geared towards the ultimate refinement at cruising speeds, but it does offer a good spread of torque everywhere, not to mention good overtaking power anywhere from 80-120 km/h. Suspension setup consists of MacPherson strutsand a stabilizer bar up front with a torsion beam in the rear. Its Lotus designed torsion beam suspension enables it to turn in sharply, hold its stance sideways through corners, understeering to a sizeable extent. Fuel economy is very good, ranging from approximately 6 L/100 km (47 mpg_-imp; 39 mpg_-US) for the manual transmission to 6.2 L/100 km (46 mpg_-imp; 38 mpg_-US) . for the auto and is considerably less when traveling at 80 km/h (50 mph) in fifth. Top speed is around 160 km/h (99 mph) (the owners manual doesn't recommed exceeding 120kmh) and 0-100 km/h time is about 16 seconds. The electrical system has also been updated with coil-on-plugs instead of the traditional ignition cable system, eliminating power loss

2009-08-19T05:52:00.000-07:00

There are four different engines available for the SLK, all with one thing in common: they make every drive in your SLK an exhilarating experience. And thanks to the vehicle’s generous 70-litre fuel tank and the range which it makes possible, you can be sure to enjoy every moment of motoring to the full.

SLK 200 KOMPRESSOR

Take for a start the SLK 200 KOMPRESSOR with its output increased by 15 kW (21 hp) to 135 kW (184 hp), which drives the SLK with agility and dynamism and impresses with a restrained but sonorous sound. Its consumption has also been reduced by 12.6 percent.

(SLK 200 KOMPRESSOR: fuel consumption combined: 7.7–8.2 l/100 km)

SLK 280

For even sportier driving, you can choose between two 6-cylinder engines: the SLK 280 and the new, still more temperamental SLK 350 sports engine. The SLK 280 generates an output of 170 kW (231 hp); it comprises of 6-cylinder engine which fascinate with the full sound typical of these engines and deliver more than enough power to provide you with pure driving enjoyment.

(SLK 280: fuel consumption combined: 9.1– 9.5 l/100 km)

SLK 55 AMG

The SLK 55 AMG offers the strongest engine in its segment. It impresses not only with the particularly powerful sound of its naturally aspirated V8 engine but with the constant power delivery of its 265 kW (360 hp) and a phenomenal rated torque of 510 Nm.

Interior comfort

The interior of the SLK is the perfect place for enjoying yourself. Awaiting you here is a stylish symbiosis of out-and-out sportiness on the one hand and, on the other, a high degree of space and comfort. The result is a clear enhancement of motoring pleasure. The optional leather appointments allow you to give your SLK an even more exclusive look: you can choose from leather in black, alpaca grey, orient beige or the new colour shade, gull-wing red. And anyone looking for an even greater air of refinement can opt for the luxurious nappa leather appointments: here, the seats are upholstered in finest nappa leather in either black or natural beige, and even the centre armrest is trimmed in soft black nappa, complete with elegant topstitching. Whatever you decide on, exceptional build and material quality are guaranteed. The SLK is, after all, one thing above all others: a Mercedes.

Active safety systems

Should you ever find yourself in a critical situation, the intelligent electronics in the SLK will be there to help. If the car is at risk of skidding, the Electronic Stability Program ESP® can brake one or more wheels in a targeted manner as required, helping the driver to stabilise the vehicle again. If necessary the engine power is also reduced as appropriate. The electronic Brake Assist system can recognise emergency braking by the speed with which you apply the brake and instantly builds up the maximum braking force.

The SLK is available as an option with bi-xenon headlamps equipped with headlamp cleaning system, dynamic headlamp range adjustment and cornering light function. The cornering light function integral to the fog lamps is also automatically activated on the appropriate side at a speed of up to 40 km/h when turning or when driving around narrow corners, providing better illumination of the road.

2008.jaguar.xk-series

2009-05-31T05:27:00.001-07:00

The XKR's 420 horsepower V8 remains unchanged, as does the car's six-speed automatic with paddle shifters. The lone performance upgrade is a set of Alcon 400mm front brake discs - an increase of 45mm over the standard XKR. The rear discs measure 350mm and offer the same race-developed crescent-shaped grooves for improved braking performance under extreme use. Clamping force comes from powerful six-piston calipers up front and four-piston units at the rear.

Other highlights include an exclusive Shadow Grey metallic paint color, 20-inch Selena alloy wheels, a choice of dark grey or black roof colors for the convertible, milled aluminum power vents, and a portfolio trunk lid badge.

The interior has been enhanced with soft-grain, contrast stitched leather on the 16-way adjustable seats, instrument panel, center console, door inners, rear side panels and steering wheel. Customers can choose between either Charcoal with Cranberry twin needle stitching or Ivory with Slate twin needle stitching. Buyers also have a choice of new Rich Oak veneer or Engine Spin Aluminum fascia finish, the latter with Piano Black instrument panel. The interior is finished off by an alloy and leather gear selector, tread plates with Portfolio script, leather edged carpet mats, and Alston headlining.

A Bowers & Wilkins surround sound system provides 525 watts of audio, via low distortion Kevlar mid-range speakers and aluminum dome speakers, designed and tuned specifically for the XKR.

Audi

2009-05-09T20:16:00.000-07:00

Audi

AUDI AG, (Xetra: NSU) is a German Volkswagen luxury subsidiary which produces cars under the Audi brand, (pronounced /aˈʊdi/). The name Audi is based on a Latin translation of the last name of the founder August "Horch", itself the German word for “hear." Another explanation for the origin of the name is as an acronym for “Auto Union Deutschland Ingolstadt.

Audi is headquartered in Ingolstadt, Bavaria, Germany and has been an almost wholly-owned (99.55%) subsidiary of the Volkswagen Group (Volkswagen AG) since 1964. Volkswagen Group incorporated Audi when it was acquired as part of Volkswagen's purchase of the Auto Union and NSU Motorenwerke AG (NSU) assets.

Audi's corporate tagline is Vorsprung durch Technik, meaning "Advantage through Technology". The German-language tagline is used in many European countries, including the United Kingdom, and in other markets, such as Latin America, Oceania and parts of Asia including Japan. A few years ago, the North American tagline was "Innovation through technology", but in Canada the German tagline Vorsprung durch Technik was used in advertising. More recently, however, Audi has updated the tagline to "Truth in Engineering" in the U.S.

History

Birth of the company and its name

The company traces its origins back to 1899 and August Horch. The first Horch automobile was produced in 1901 in Zwickau. In 1909, Horch was forced out of the company he had founded. He then started a new company in Zwickau and continued using the Horch brand.

His former partners sued him for trademark infringement and a German court determined that the Horch brand belonged to his former company. August Horch was barred from using his own family name in his new car business, so he called a meeting at the apartment of Franz Fikentscher to come up with a new name for his company.

During this meeting Franz's son was quietly studying Latin in a corner of the room. Several times he looked like he was on the verge of saying something but would just swallow his words and continue working, until he finally blurted out, "Father – audiatur et altera pars... wouldn't it be a good idea to call it audi instead of horch?". "Horch!" in German means "Hark!" or "listen", which is "Audi" in Latin (compare audible).

The idea was enthusiastically accepted by everyone attending the meeting. It is sometimes (incorrectly) believed that AUDI is a backronym (a reversed acronym) which stands for "Auto Union Deutschland Ingolstadt".

Audi started with a 2,612 cc (2.6 litre) four cylinder model[clarification needed] followed by a 3564 cc (3.6 L) model, as well as 4680 cc (4.7 L) and 5720 cc (5.7L) models. These cars were successful even in sporting events. The first six cylinder model,[clarification needed] 4655 cc (4.7 L) appeared in 1924.

August Horch left the Audi company in 1920. In September 1921 Audi became the first German car manufacturer to present a production car with left-hand drive, the Audi Type K. Left-hand drive spread and established dominance during the 1920s because it provided a better view of oncoming traffic, making overtaking maneuvers safer

Subaru

2009-05-05T05:42:00.000-07:00

Subaru

The automobile manufacturing division of Japanese transportation conglomerate Fuji Heavy Industries Co., Ltd. Subaru is internationally known for their use of boxer engines in most of their vehicles. The company decided to utilize all wheel drive in most international markets as standard equipment in 1996. They also offer many turbocharged versions of their passenger cars, such as the Impreza WRX which is well-known in motorsports, such as rally racing. Other turbocharged models from Subaru include the Forester XT, Impreza STI and Legacy GT Spec.B

Fuji Heavy Industries, the parent company of Subaru, is currently in a partnership with Toyota Motor Corporation, which owns 16.5% of FHI.The company is named after the star cluster Pleiades, which in Greek mythology is known as the Seven Sisters, and in Japanese mythology the name is "Subaru", which roughly translated into English means, "to govern", "unite," or "gather together". The company logo is influenced by the star cluster. The large star in the logo represents Fuji Heavy Industries, and the five smaller stars represent the current five companies that are united under the FHI group.

Motorsports

On the 16 December 2008, it was announced that Subaru would no longer be competing in the World Rally Championships due to the issues with the current global economic crisis, combined with the prospect of a car which still needed development for the 2009 season and a change in regulations for the 2010 season

Environmental record

subaru currently offers a Partial Zero Emissions Vehicle certified Legacy, Outback, and Forester models which are available for sale anywhere in the U.S. Other car makers limit vehicles certified as PZEV in states that have adopted California emission standards. Subaru PZEV vehicles meet California's Super-Ultra-Low-Emission Vehicle exhaust emission standard.All other models have been certified

First Cars, pre-dating the first world war

2009-04-15T22:22:00.000-07:00

First Cars, pre-dating the first world war

The BSA Company first produced a motor car in 1907 some 2 years before it produced its first complete motor cycle. From 1907 various RWD BSA cars were produced before production of all RWD cars stopped in 1936 when the company concentrated on FWD vehicles. Designed by Captain E Baguley the first BSA cars were produced in various forms with capacities ranging from 2.5 to 4.2 litre. The larger cars were based on the 1907 Peking-Paris Itala. Following the purchase of the Daimler Company by BSA in September 1910 responsibility for Motor Car manufacture was transferred to the latter company. BSA cars continued to be produced for two years following the amalgamation of the two companies but after this point they became badge engineered Daimlers.

Rear-Wheel-Drive cars 1921 to 1924

The 1914-18 war stopped production of BSA cars and it was not until 1921 that production of cars resumed. This was no badge-engineered Daimler but a genuine attempt to move into the light car market with the RWD V twin. This car used an engine based on the Hotchkiss designed 900 V twin introduced in early 1921. The car was certainly designed at Small Heath and may well have been produced in one of BSA's Birmingham factories, but this is by no means certain.

The car was eventually produced with V twin, 4 cylinder one 6 cylinder engine with the latter being a Knight sleeve valve engine. The cars were produced between 1922 and 1926. BSA constructed a large new factory on the Coventry Road, Birmingham which was known as the light car works to handle production of these vehicles. Production of the RWD cars never really came to anything with estimates of the numbers produced for all models quoted at around 1000 over the 4 years.

The car was entered by BSA in many rallies during the twenties, doing quite well in the hands of Captain Brittain and Mr Danby. Strong competition from the cheaper Austin 7 helped to force an early end to this interesting light car in which are to be found the basis for BSA ventures into FWD three and four wheel cars from 1929.

The first Front Wheel Drive cars, 1929

It is only in recent years that the concept of front wheel drive in cars has become popularly acceptable. However, the concept of front wheel drive has been with us since the earliest days of motoring, after all in those days there was not guaranteed 'way to do it'. Obviously car manufacturers soon realized that it was preferable to steer with the front wheels and this automatically led to rear wheel driving, a simplification perhaps but probably the reason why.

In the nineteen-twenties front wheel drive motoring was limited to a relatively few small production runs, with the FWD Alvis being one of the first series U1( FWD cars with only a few hundred produced.

The BSA company in the late twenties no doubt examined all the layout permutations when they decided to enter the light car/three wheeler market, then dominated by the Morgan. Two wheels at the front was the popular configuration at that time, but driving through a single rear wheel did mean a "motorcycle" type assembly and a heavy driving load on the single tyre. FWD offered an easily detachable rear wheel with no oily chains - a sales "plus".

So in November 1929 the BSA three wheeler appeared. BSA designers had not restricted themselves to a FWD Morgan or Coventry Victor, and introduced innovations such as a reverse gear, electric start and full weather protection. Independent front suspension was another benefit resulting from the FWD layout and "Motor Cycle" of the day said "The details of this vehicle are of such interest that it may be said to mark a milestone in the history of the light runabout".

The engine in the BSA Three wheeler was based on the Hotchkiss designed 900 air cooled V-twin (1021cc), used previously in the 1922 RWD BSA. This allowed the car to be kept within the 8cwt weight taxation limit for three wheelers. The engine was mounted with cylinders across the car and driving through a cork clutch and conventional gearbox to a differential mounted midway between the front wheels. Final drive was by shaft, flexible coupling and Hooke joints at the front wheels. Two coupled brakes were fitted, one on the rear wheels and one mounted to the right of the differential. This extract from a sales brochure shows the front suspension layout. Earliest trikes did not have any shock absorbers but these were fitted to all later models apparently to prevent spring breakage. The diagram is taken from a 1935 Scout brochure. The suspension arrangement remained essentially the same throughout the life of the vehicles although later Scouts had outboard front brakes. The BSA/Daimler (Armoured) car manufactured during WWII had suspension of the same pattern, but in 4 wheel drive form and somewhat more massive!

More Threewheelers

The 1930 BSA three wheeler was introduced with two models, a sports and a tourer, supplemented by a four seater family model for 1931. For 1932 there were four models. The four seater squeezed two children's seats in behind the main passenger seats. They were decidedly child-sized and there was a footwell on one side only for the larger child to have extra legroom. The seats were deck-chair style canvas seats rigged between the rear body and bars fixed to the rear wheel cover.

A non-starter was the Trike Van. A small number were built but there appeared to be a severe shortage of delivery firms brave enough to try them. One has been re-created by a Club member. We understand he advertises a feather and balloon delivery service but has avoided branching out into heavier haulage!

BSA's first FWD Four wheeler

In 1931 BSA's foresaw a market for a four wheel light car and in that autumn introduced a four wheel version of the trike, the FW32. This was produced in a two seater, four seater and van versions, unfortunately they offered no advantages other than road stability over the trike and not many were built. Another short lived model in 1931 was the TW-5 van version of the threewheeler,

Nissan Skyline

2009-03-27T19:50:00.000-07:00

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

2009-03-20T23:27:00.000-07:00

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

2009-03-16T18:24:00.000-07:00

Ferrari 599XX

Ferrari 599XX

NEW BMW MODELS

2009-03-15T05:08:00.001-07:00

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

2009-03-13T10:33:00.001-07:00

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

2009-03-13T10:21:00.000-07:00

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

2009-03-13T10:15:00.000-07:00

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

2009-03-11T09:30:00.000-07:00

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

2009-03-11T06:30:00.000-07:00

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

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.

Nissan 350z Design

2009-03-09T09:05:00.000-07:00

Nissan 350z Design
Nissan 350z Design
The 350Z is a comfortable two-seat convertible that garners a lot of praise for its powerful engine and sports handling. However, limited visibility, low grade materials, and a stiff suspension detract from its appeal.
Nissan 350z Design
Nissan 350z Design
Nissan 350z Design

Toyota VVT-i System

2009-03-09T08:30:00.000-07:00

Toyota VVT-i System

Any mechanic or automotive enthusiast can tell you that an engine is essentially a large air pump. The more an engine can suck in air to mix with fuel, the more it can create power through combustion. Thus, the more efficiently an engine removes exhaust gases from the cylinders, the better it can manage that power. The key to a strong, healthy engine is adequate air from one end to another.

Many different things can affect air flow in a motor, but the primary control over the volumes of air entering a cylinder, and exhaust leaving it, comes from the valves in the cylinder head. The intake valves open immediately before combustion to allow air to flow in and combine with the fuel. After this mixture has been ignited, the exhaust valves open and suck out the resulting gases. Valve timing is controlled by the camshaft, which is a rotating shaft with lobes pushing up on the valves to open them, then drop them closed again.

An engine's drivability and power can really be affected by length of time and the point in the combustion cycle at which the valves are open. A really fast car, such as a race car, will need an engine that produces lots of power at high RPMs. To get this, the camshaft can be adjusted to perform well at higher RPMs, but the trade-off will be poor performance at low RPMs. Following the same principle, adjusting the camshaft to perform best at low RPMs will give you lots of low-end torque, which is great for jobs like towing, but your high RPM performance will suffer.

Unfortunately for street vehicles, they need to be a compromise between reliability, fuel efficiency and power. Vehicles like race cars, which perform within a specific range of RPM, can afford to have poor performance outside their optimal RPM, in return for large amounts of power and high performance at their ideal RPM range. Street vehicles, however, need to function over a large range of RPMs. It would be no good if your street car stalled at every traffic light or ran out of steam whenever you tried to take the highway! Regular vehicles need to use a camshaft design that provides adequate power in the most often used range of RPMs.

These compromise camshafts aren't terribly efficient. Because they try to do so many things - from accelerating your car from a dead stop to providing performance at highway speeds, and everything in between - they don't do any one of them very well. This means that your engine burns too much fuel most of the time, while also underperforming.

Automakers know about this problem, and have created something called "variable valve timing" (VVT) in response. The Toyota Tundra's i-Force 5.7L V8, Toyota's newest VVT-i engine, can use engine oil pressure to move the camshaft slightly, so that the timing of the valves can be adjusted in relation to engine speed. This way, more aggressive lobe designs can be used when the engine is working at a higher RPM. The VVT system allows the i-Force V8 to run a camshaft profile that gives good fuel efficiency in regular driving, but that can also crank up the power when it's called for.

The dual VVT-i in the Tundra takes things a step further by allowing the exhaust and intake valves to open at the same time at very high RPMs in order to scavenge the airflow as much as possible. This all adds up to a V8 engine that produces 381 horsepower at 5600 rpm while still generating 401 lb-ft of torque at as low as 3600 rpm. Not only that, but in the 2 wheel drive models, the Tundra gets a respectable 20 miles per gallon on the highway. Perhaps most importantly, Toyota's variable valve timing system lets you have killer horsepower without getting killed at the gas pump.

Ferrari F430

2009-03-07T07:32:00.001-08:00

The Ferrari F430 is Ferrari’s latest mid-engine V8-powered sports car, available as both a coupe and an open-top Spider, replacing the 360 Modena. The Ferrari 308 GTB was the first mid-engine V8 Ferrari and is one of the most popular Ferraris of all time. The 308 was followed by the 348 for 1990 and the F355 for 1995 before being replaced by the 360 Modena for 2000. The 360 Spider was added during the 2001 model year. The F430 continues the extensive use of aluminum for the chassis, body and suspension, which began with the 360 Modena. The overall design of the F430 is very aerodynamic and includes elements used in racing, such as a flat underbody and a large diffuser that dominates the rear view of the car. The diffuser creates downforce and eliminates the need for a large rear wing, although the body does include a small lip at the center of the short rear deck. The design is much more aggressive than the 360 Modena, with sharper, chiseled lines and a less organic shape.

New for 2008 Honda Accord

2009-03-07T07:11:00.000-08:00

New for 2008 Honda Accord

The redesigned 2008 Honda Accord features a number of firsts for the Accord model including the use of Advanced Compatibility Engineering (ACE) body structure, Vehicle Stability Control for all trim levels, Active Noise Cancellation on a nonhybrid Accord and active front-seat head restraints. Consumers can choose from a 268-horsepower 3.5-liter V6 or 200-horsepower 2.4-liter 4-cylinder engine. Eighteen-inch wheels are available on Accord V6 Coupe, 17-inch on Accord 4-cylinder and steering-wheel audio controls are equipped for all trim levels.

BMW 3 Series 328i

2009-03-06T18:04:00.000-08:00

BMW 3 Series 328i

The 2008 3 Series Sedan is a 4-door, 5-passenger luxury sports sedan, available in 4 trims, ranging from the 328i to the 335xi. Upon introduction, the 328i is equipped with a standard 3.0-liter, I6, 230-horsepower engine that achieves 18-mpg in the city and 28-mpg on the highway. The 335xi is equipped with a standard 3.0-liter, I6, 300-horsepower, turbo engine that achieves 16-mpg in the city and 25-mpg on the highway. A 6-speed manual transmission with overdrive is standard on both trims, and a 6-speed automatic transmission with overdrive is optional. The 2008 3 Series Sedan is a carryover from 2007

Basic Engine: 6 Cylinders, DOHC , 3.0 Liter Drive: RWD Horsepower: 230 @ 6500 Fuel Capacity: 15.90 gallons Torque: 200 @ 2750 ft-lbs Fuel Type: Unleaded Trans: Automatic

BMW says compact X-class vehicle creates new segment

2009-03-06T17:40:00.000-08:00

BMW says compact X-class vehicle creates new segment

BMW is claiming that its concept design for a new X1 model will create a new vehicle segment by blending the characteristics of a sports activity vehicle with a compact class car

The company says that the Concept X1 will be 108mm shorter than the current X3, at present the smallest of the X Class vehicles, and will have a wheelbase of 2,760mm.

The four-door car retains the lines of the other X Class vehicles, with a lot of emphasis on the lighting. Headlights have three-dimensional surrounds, which BMW says is an innovation.

BMW has sold 1.2 million X class vehicles since the introduction of the X5 in 1999. The X5 itself is already on its second generation model

BMW says compact X-class vehicle creates new segment

2009-03-06T17:38:00.000-08:00

BMW says compact X-class vehicle creates new செக்மேன்ட்

Pro/Engineer wild fire3.0&4.0

2009-02-28T06:37:00.000-08:00

Pro/Engineer wild fire3.0&4.0
PRO:Product Research Organization
Pro/E invited by PTC company
PTC:parametric Technolgy Coporation

PRO/E TYPE OF MODULES

1.Pro/E Sketcher

2.Pro/E Solid Modeling

3.Pro/E Surface Modling

4.Pro/E Assembly Modling

5.Pro/E Sheetmetal Modling

6.Pro/E Detaling Modling

7.Pro/E Photo render Modling

8.Pro/E Menufacturing Modling

9.Pro/E Mechanism Modling

10.Pro/e mould Cavity

Auto CAD 2007&2008

2009-02-28T05:42:00.000-08:00

Auto CAD 2007&2008

(Drafting software)

CAD:Computer Aided drafting
Compay name: auto desk

Auto CAD commands can be grouped under these categories
1.Drawing commands:arc(a)circle(c) ellipse(el)Polygan(pol)

2.Editing commands:Array(ar)chamfer(cha)Mirror(mi)Copy(co)

3.Text commands :mtext(mt)text(t)

4.Didplay commands:3dorbit(3d)

5.Dimensioning commands:Dimradius(dra)dimangular(dan)

6.Setting commands:layer(la)style(st)

7.Hatcing commands:hatch(h)

8.3D surface commands:Edgesurf,pface

9.3D Drawing commands : 3dface,intersect(in)revolve(rev)

10.Block commands:block(b)insert(in)

11.system Variables:aperture,blipmode,celtscale

CAD Rendering: Virtual Photography with ART VPS

2009-02-14T20:41:00.000-08:00

At the sharp end of automotive design, manufacturers are constantly seeking ways to improve the virtual visualisation of their products. CAD rendering allows designers to evaluate their work and assists in the decision-making processes of new vehicle development. In addition to the purely in-house benefits, virtual visualisation can be used to place a design in front of potential customers before production engineering and tooling take place.

Despite the benefits of the system, CAD rendering has often been unable to convey the reality of a design convincingly. ART VPS, based in Cambridge in the UK, have devised a highly successful solution with their 'Virtual Photography' process.

The beauty of the ART system is the way it becomes possible to not only convincingly render the CAD form but then to build it comprehensively into an extremely realistic scene.

With ART VPS’s hardware, it is possible to take a computer model and make it indistinguishable from a photograph. Changing the subject's location or visual properties to create another 'photograph' can be done in about 20 minutes, far faster than traditional software solutions. Features such as real-world lighting, physically based materials, and unique camera effects make it possible to create powerful images. The high level of realism allows designers to make decisions on specifics of the aesthetic, more accurately than with previous rendering techniques.

Virtual Photography images are produced through ART VPS’s plug-in interface to major modelling and animation programmes such as Discreet’s 3ds max, Alias’s Maya, Autodesk’s VIZ and Dassault Systemes’s CATIA Photo Studio 2. The interface, called RenderPipe, provides access to ART VPS’s dedicated hardware rendering devices, which enable much higher rendering quality and speed than can be achieved with built-in software renderers.

The Virtual Photography Process, Step by Step

Step One - Data Import

First, the model is imported into or created in 3ds max, Maya, VIZ or CATIA. Often, the CAD model will already exist in a company’s design or styling departments.

The image shows the mesh data in 3ds max with a standard blue material applied to it.

Click on the images to enlarge.

Step Two – Apply Materials

The RenderPipe interface supports native 3ds max, Maya, VIZ and CATIA materials. ART VPS also provides a library of specially designed RenderPipe (RP) materials or shaders. There is also a specifically developed range of 'RP-Automotive' shaders specifically for use in the auto industry for unique functionality and photorealistic material behaviour. The materials are based on the RenderMan scripting language, which makes it possible to tailor them to individuals' requirements.

This image shows the RenderPipe material types in 3ds max’s material browser. These can then be loaded into the material editor. This allows users to create their own materials by simply changing the various settings and colour values. RP materials can also be mixed with standard 3ds max, Maya or VIZ materials, creating many possible variants.

The car uses both standard library materials and RP-Automotive materials such as RP Smoked Plastic and RP Matt Aluminium. The RP Metallic shader is an example of a custom shader, which accurately reproduces special aspects of car paint, including surface perturbation, coloured paint layer, and lacquer or coating layer.

Step Three – Apply Lighting

There are two approaches to lighting: standard and high-dynamic-range imaging (HDRI). Standard lighting techniques use computer graphics lights to replicate real-life light sources. RenderPipe complements the full range of light types found in most 3D packages.

ART VPS also provides the option of adding an HDRI image to be used for lighting, reflections, shading and other effects. HDRI has revolutionized the external lighting process. In conjunction with ART VPS rendering hardware, it has made Virtual Photography a reality.

HDRI images contain high resolution contrast data, recorded photographically on location, which is used by ART VPS’s ray-tracing renderer to light the scene. The image also appears as the background environment. This means you are able to drop a computer model into a scene and it will be fully integrated into an apparent real-world environment.

Step Four – Apply Cameras and Render

RP cameras work just like the standard 3ds max, Maya, VIZ or CATIA cameras. In 3ds max, Maya and VIZ they have additional controls for motion blur, depth of field, and lens effects.

The ART VPS RenderPipe renderer is integrated with the application. A user selects RenderPipe as the active renderer giving access to a selection of RenderPipe options, including chalk preview, image quality, ray depth, and a preview that shows the entire rendering in progress, rather than just the partial fill shown by many software renderers.

Step Five – The End Results

This scene was rendered in 12 minutes and 34 seconds at a resolution of 1828x1332 pixels.

Because of the way the system works, should it be necessary to make changes to the rendering, it only takes about 15 minutes to modify and re-render the image to incorporate, for example, silver paint work and chrome alloys.

This image illustrates the potential of the Virtual Photography system, allowing the CAD derived object to take on the light, shade and reflection properties of its surroundings.

For more information about ART VPS, visit their website:

Lexus model by M Pavos.