Engines

2012 Jeep Grand Cherokee SRT8

2011-04-24T17:16:00.000-07:00

The most powerful, technologically advanced, high-performance Jeep® vehicle ever – the all-new 2012 Jeep Grand Cherokee SRT8® – arrives this summer with a combination of Jeep’s legendary capability and utility, merged with the renowned advanced performance engineering from Chrysler Group LLC’s Street and Racing Technology (SRT) team.

Delivering outstanding driving performance in all conditions, and complemented by key SRT attributes – including functional, performance-oriented styling, world-class ride and handling, benchmark braking and race-inspired interior appointments – the 2012 Jeep Grand Cherokee SRT8 broadens the Jeep vehicle lineup and builds upon the successful launch of the award-winning 2011 Jeep Grand Cherokee.

“The all-new 2012 Grand Cherokee SRT8 is the ultimate performance SUV, delivering a combination of Jeep capability and utility, world-class performance, luxury and refinement, and advanced innovative technology,” said Mike Manley, President and CEO – Jeep Brand, Chrysler Group LLC. “Jeep vehicles have long been known for their off-road capability. In addition to Jeep four-wheel-drive traction and utility, the Grand Cherokee SRT8 takes capability to a new level by giving driving enthusiasts extreme performance for the street and track.

“Our new benchmark performance SUV effectively broadens the Grand Cherokee portfolio, and will continue to draw new customers into Jeep showrooms,” Manley added.

Designed and built using the proven SRT formula that raises the performance to astonishing levels, the new 2012 Jeep Grand Cherokee SRT8 runs from 0-60 mph in 4.8 seconds, 0-100-0 mph in the mid-16 second range, can cover the quarter mile in the mid-13 second range, has a top speed of 155 mph, and brakes from 60-0 mph in 116 feet.

Owners of any Chrysler Group SRT vehicle receive one day of professional driving instruction from the Richard Petty Racing School as part of the SRT Track Experience, designed to maximize their driving knowledge and skills on the street or track. Sessions are held throughout the year at selected tracks.

Awe-inspiring powertrain
Powering the 2012 Jeep Grand Cherokee SRT8 is Chrysler Group’s all-new 6.4-liter HEMI® V-8 with Fuel Saver Technology that delivers an estimated 465 horsepower and 465 lb.-ft. of torque – an improvement of 45 horsepower and 45 lb.-ft. torque over the 6.1-liter HEMI V-8 it replaces.

An active intake manifold and high-lift camshaft with cam phasing delivers maximum low-end torque while optimizing high-end power across a wider and improved rpm band. Specifically,
90-percent of peak torque is available between 2,800 and 6,000 rpm, allowing for inspired standing starts and improved straight-line performance.

Standard Fuel Saver Technology and a new-for-2012 active valve exhaust system allows four-cylinder operation to engage over a wider rpm range, to deliver both improved fuel efficiency – an estimated 13-percent increase on the highway – and an extended range of approximately 450 miles on one tank of gas.

Standard steering wheel mounted paddle shifters join the standard AutoStick on the floor. Both are mated to a proven automatic transmission, allowing a choice of spirited shifting on the road and the race track. Both methods give the driver the ability to shift while the transmission controller calibration prevents situations that might over rev the engine. Fully adaptive electronic control of all shifting makes the powertrain more responsive while minimizing harshness.

Outstanding ride, handling and capability
For 2011, all Jeep Grand Cherokee models boast an improved and refined on-road ride thanks in part to the vehicle’s body structure. Torsional stiffness was improved 146 percent versus the previous model, for improved ride, durability and reduced noise, vibration and harshness. The improvement is achieved with more than 5,400 welds in the body alone, marking a 53-percent increase in spot welds, a 42-percent increase in arc welds and a 38-percent increase in structural adhesive.

With the new 2012 Grand Cherokee SRT8, engineers have improved handling even further.

The best handling Jeep vehicle ever – capable of .90 g on the skid pad – features a new SRT-tuned, adaptive damping suspension managed by the new Jeep Selec-Track system that interacts with several different systems (stability control, adaptive damping, transmission shift strategy, transfer case torque proportioning, Electronic Limited Slip Differential performance, throttle control and cylinder de-activation) to automatically tune the dynamics of the vehicle. Drivers can manually choose between five dynamic modes for specific driving conditions:

• Auto: provides the most compliant ride and automatically adapts to any road situation using the adaptive suspension tuning
• Sport: provides enhanced body control for a sporty, fun-to-drive ride for the street
• Tow: provides a safe reduction in pitch and bounce for enhanced towing capability
• Track: provides the high-performance, firm, “track-tuned” suspension option to lock down body motion for the ultimate handling experience
• Snow: provides the most conservative dynamic mode, so the vehicle will safely stay
in-line in inclement winter weather conditions

The standard Jeep Quadra-Trac active on-demand four-wheel-drive transfer case uses input from a variety of sensors in order to determine tire slip at the earliest possible moment and take corrective action. The system uses Throttle Anticipate to sense quick movement in the throttle from a stop and maximizes traction before slippage occurs. When tire slippage is detected, the Jeep 4×4 system can transfer up to 100 percent of available torque to one rear wheel.

The transfer case also enhances handling by proportioning torque between the front and rear axles to maintain the driver’s intended path. The new Grand Cherokee SRT8 also features an Electronic Limited Slip Differential that eliminates rear wheel slip and improves handling.

The performance-tuned, fully-hydraulic steering system is improved with a new, heavy-duty pump and pump cooler. Revised gearing gives drivers more direct feel and on-center response.

New split 5-spoke, 20-inch forged aluminum wheels ride on P295/45ZR20 Pirelli PZero run-flat tires (standard All-season or available Three-season).

Rounding out the capability of the 2012 Jeep Grand Cherokee SRT8 is a trailer tow rating of 5,000 lbs.

Outstanding braking
Chrysler Group’s SRT vehicles are well known for their world-class braking. Stopping power for the 2012 Grand Cherokee SRT8 comes courtesy of new SRT high-performance Brembo brakes with four-wheel anti-lock brake system (ABS).

Stopping distance performance of 116 feet from 60-0 mph is made possible by new red-painted, Brembo 6-piston (front) and 4-piston (rear) calipers, and vented rotors at all four corners measuring 15-inches (front) and 13.8-inches (rear).

Aggressive and functional exterior
The functional performance exterior of the 2012 Grand Cherokee SRT8 features the “planted” look of a high-performance sports car by being lowered 1 inch and adding new, SRT-exclusive, body-color wheel flares and side sill cladding.

A one-piece front fascia contains new LED multi-function daytime running lamps that result in an exclusive face for the new Jeep Grand Cherokee SRT8, while a body-colored front grille with a unique black screen background and chrome bezel inserts adds to the aggressive look.

The integrated lower front grille is painted in gloss black and a newly designed underbody belly pan features integrated brake ducting to improve cooling and fade performance. Completing the new front end is a newly sculpted hood with functional dual black heat extractors for added engine cooling.

At the rear, the SRT performance influence continues with a new liftgate spoiler that reduces drag and improves downforce. A unique one-piece rear fascia includes a separate air diffuser along with an available trailer receiver and access cover. New for the 2012 version of the Grand Cherokee SRT8 is the dual-sport exhaust system featuring 4-inch exhaust tips.

Race-inspired and functional interior
The 2012 Jeep Grand Cherokee’s refined, luxurious interior takes on a performance feel in SRT8 form with race-inspired technology and SRT-exclusive appointments.

An all-new, leather-wrapped, heated steering wheel features a unique rim section with a flattened bottom surface – evoking a race-inspired cockpit – that showcases the SRT logo. Standard paddle-shift controls flank both sides of the new contoured palm rests while all audio and Electronic Vehicle Information Center (EVIC) controls are accessible from the horizontal spokes on the steering wheel. A power tilt and telescoping steering column also is standard.

SRT-exclusive Performance Pages are new for 2012 and show instant feedback on steering input measurements, horsepower, torque, 0-60 mph time, 60-0 mph braking distance, g-forces, and one-eighth mile and quarter-mile times, along with expanded engine information.

New SRT-styled Nappa leather and suede seats, with sculpted bolsters and adjustable headrests, provide all the comfort for daily drives – and “grip” to keep the driver and passengers in place during spirited driving. The embroidered SRT logos and contrast stitching accent the two front seats. Heated (front and rear) and ventilated (front) seats are standard.

Carbon fiber accents are integrated into the instrument panel and door trim panels and new bright, racing style brake and pedal pads add to the high-performance look inside the cabin.

An available CommandView® dual-pane sun roof provides twice as much glass surface than a standard sun roof and extends from the windshield to the rear of the vehicle.

The available Luxury Group package adds premium leather to the door trim panels, instrument panel and center console along with a power liftgate, adaptive cruise control, Forward Collision Warning and Blind-spot Monitoring.

Safety and security
Already a recipient of the 2011 Insurance Institute for Highway Safety (IIHS) ‘Top Safety Pick’ for the volume Grand Cherokee models, the 2012 Jeep Grand Cherokee SRT8 offers consumers 45 safety and security features including:

• Active head restraints: Deploy in the event of a rear collision. Restraints are designed to reduce injuries by minimizing the gap between the head restraint and the passenger’s head
• Active turn signals: Turn signal flashes three times when stalk is depressed for one second to indicate a lane change
• Adaptive cruise control (ACC): The system decreases the vehicle’s pre-set cruise-control speed when closing in on another vehicle in the same lane, or when another vehicle pulls into the same lane. The system will accelerate to the pre-set speed when the vehicle in front speeds up or moves into another lane. ACC will maintain a driver adjustable distance between the vehicle and the one in front of it, allowing the use of cruise control in light traffic without having to continuously adjust settings
• Advanced multi-stage air bags: Inflates with a force appropriate to the severity of the impact Meets FMVSS 208 advanced air bag requirements for smaller, out-of-position occupants
• Anti-lock brake system (ABS): Senses and prevents wheel lockup, offering improved steering control under extreme braking and/or slippery conditions
• Anti-lock brake system with rough-road detection: Anti-lock brake system capable of detecting if the vehicle is driving on a rough road by the oscillations in the wheel speed signals. When rough road is detected on off-road surfaces or trails, ABS enters a different pressure control where it will hold the brake pressure for longer pulses
• BeltAlert: Activates a chime and/or illuminates an icon in the instrument cluster to remind the driver and front passenger to buckle up if a vehicle is driven without belted front-seat occupants
• Blind-spot Monitoring (BSM): Uses dual ultra-wideband radar sensors to aid the driver when changing lanes, or if being passed by or passing unseen vehicles. The system notifies the driver of vehicle(s) in their blind spot via illuminated icons on the sideview mirror and with a driver-selected audible chime
• Brake Assist: In an emergency brake situation, the system applies maximum braking power, minimizing the stopping distance
• Brake Override: When a disagreement exists between the throttle and the brake, the brake signal causes the engine controller to reduce engine power, allowing the operator to stop the car
• Brake-traction control system (BTCS): Helps to keep driving wheels from spinning
during acceleration from a stop or during slow speeds by applying individual brakes to the slipping wheel(s)
• Child seat anchor system: LATCH (Lower Anchors and Tethers for CHildren) is designed to ease installation of compatible aftermarket child seats
• Constant-force Retractors (CFR): Regulates the force exerted on the occupant by the seat belt, and then gradually releases seat-belt webbing in a controlled manner
• Electronic roll mitigation (ERM): An extension of electronic stability control (ESC). Uses input from ESC sensors to anticipate if the vehicle is at risk of entering a potential roll situation, then applies the brakes individually and modulates the throttle position as needed
• Electronic stability control (ESC): Enhances driver control and helps maintain directional stability under all conditions. Provides the benefit in critical driving situations such as turns, and is valuable when driving on mixed surface conditions including snow, ice or gravel. If there is a discernible difference between driver input through the steering wheel and the vehicle’s path, ESC applies selective braking and throttle input to guide the vehicle back on to the driver’s intended path
• Energy-absorbing steering column: The power-adjust steering column employs a calibrated bending element that deforms during column stroke for optimal energy management
• Enhanced Accident Response System (EARS): Makes it easier for emergency personnel to see and reach occupants in the event of an accident by turning on the interior lighting and unlocking doors after air bag deployment. Also shuts off flow of fuel to the engine
• Express Up/Down Windows: One-touch powered express up/down window button located on the front driver and passenger-side door
• Forward Collision Warning (FCW): Using forward-facing radar sensors, this system detects when the vehicle may be approaching another vehicle too rapidly and alerts the driver so the driver can determine what action must be taken in order to prevent the vehicle from a collision
• High-intensity discharge (HID) headlamps: Provide approximately three times the light output of conventional reflector lamps for improved nighttime illumination
• Hill-start Assist (HSA): Assists drivers when starting a vehicle from a stop on a hill by maintaining the level of brake pressure applied for a short period of time after a driver’s foot is removed from the brake pedal. If throttle is not applied within a short period of time after the driver’s foot is removed from the brake pedal, brake pressure will be released
• Keyless Enter-N-Go: When an individual enters the vehicle, electronic sensors detect if the vehicle key fob is present. The vehicle will then allow the individual to push a button to start the vehicle without having to insert the key into the ignition
• Knee bolsters: The lower instrument panel and the glove-box door are designed to properly position the occupant during impact, enabling air bags to work effectively
• Navigation system: Voice-activated navigation system available with real-time traffic to provide precise guidance to destination through the use of global positioning system (GPS) satellite technology
• ParkSense® rear park assist system: Assists at low speeds in reverse to detect stationary objects. Consists of audible warnings for the driver and has a display in the Electronic Vehicle Information Center (EVIC) integrated into the instrument cluster
• ParkView® rear back-up camera: Provides a wide-angle view of the area immediately behind the vehicle, giving the driver greater peace of mind before reversing at low speeds. Contains grid line to aid the driver when maneuvering into parking spaces or narrow areas. Also aids in lining up a trailer to the vehicle’s trailer hitch, when so equipped. The image is displayed on the navigation screen when the transmission is shifted into Reverse
• Power tilt-and-telescoping steering column with memory: Allows steering column to tilt and move toward or away from the driver to achieve a safe and comfortable distance from the advanced multi-stage front driver air bag, if deployed
• Rain Brake Support: Uses the ESC pump to occasionally push brake pads lightly against brake rotors in rainy conditions in order to keep rotors dry
• Rain-sensing wipers: A driver convenience feature that automatically senses moisture on the windshield and activates wipers
• Ready Alert Braking: Anticipates situations when the driver may initiate an emergency brake stop and uses the ESC pump to set brake pads against rotors in order to decrease the time required for full brake application
• Rear Cross Path (RCP): In parking lot situations, this system warns drivers backing out of parking spaces of traffic moving toward their vehicle. It activates any time the vehicle is in Reverse. The driver is notified of vehicle(s) crossing behind the vehicle via illuminated icons on the sideview mirror and with a driver-selected audible chime
• Remote (fob) operated windows (front windows – down only): Enable an individual to cool down the vehicle passively by opening front windows remotely
• Remote keyless entry: Locks and unlocks doors and turns on interior lamps. If the vehicle is equipped with a security alarm, the remote also arms and disarms that system
• Remote start: Conveniently starts the engine and activates key comfort settings based on ambient conditions by using the key fob while maintaining vehicle security
• Rollover crash sensing: Senses a rollover and deploys seat belt pretensioners and/or standard full-length side-curtain air bags as needed
• Seat belt pretensioners: During a collision, impact sensors initiate front seat belt pretensioners to remove slack in the seat belt system, thereby reducing the forward movement of the occupant’s head and torso
• Sentry Key® engine Immobilizer: Utilizes an engine key that has an embedded transponder with a preprogrammed security code to discourage vehicle theft. When the key is inserted into the ignition, the controller sends a random number to the transponder and the engine is allowed to start. If an incorrect key is used, the engine will shut off after a few seconds
• Signal mirrors: Signal lamp built into the housing of exterior mirrors allows turn signals to be viewed from the front, as well as the sides and rear of the vehicle in order to alert oncoming traffic and pedestrians
• SmartBeam® headlamps: Headlamp system adjusts to ambient light and oncoming traffic to deliver maximum lighting
• Standard full-length side-curtain air bags: Extend protection to all outboard front- and rear-seat passengers. Each side air bag has its own impact sensor that autonomously triggers the air bag on the side where an impact occurs. This type of air bag is housed in the headliner just above side windows
• Standard seat-mounted side thorax air bags: Provide enhanced protection to the
driver and front outboard passenger in certain impacts. Each side air bag has its own impact sensor that autonomously triggers the air bag on the side where an impact occurs. Standard side air bags are housed within the outboard side of each front seat
• Three-point seat belts: Front outboard seating positions and all rear seating positions have lap and shoulder belts
• Tire-pressure monitoring (TPM): Informs driver when tire pressure is too low. Pressure-sensor modules within the valve stems of all four road wheels send continuous radio-frequency signals to a receiver and the system
• Trailer-sway control (TSC): Reduces trailer sway and improves handling in adverse towing conditions caused by crosswinds and traffic. The system monitors the vehicle’s movement relative to the driver’s intended path, then applies alternating brake pressure to slow the vehicle and then increases the pressure on one front wheel in order to counteract the sway induced by the trailer
• Uconnect® Phone: In-vehicle, voice-activated communication system that allows customers to talk on their Bluetooth compatible phone with your hands on the wheel and eyes on the road. The built-in phonebook sync feature automatically downloads as many as 1,000 phone book entries from supported phones, which can then be selected by simply saying contact name

Connectivity and Infotainment
New for 2012 is the available 825-watt, 19-speaker premium SRT performance audio surround-sound system from Harman Kardon® that includes a 10-inch subwoofer for the ultimate in sound quality.

A wide variety of easy-to-use infotainment options are available with features that provide customers with seamless integration of consumer electronics, delivering drivers and passengers the conveniences of home and office.

Garmin Navigation and SIRIUS Travel Link are standard with the 430N AM/FM/CD/DVD radio. Also standard are a multitude of features including SIRIUS Satellite Radio and Uconnect Phone.

The available Vehicle Entertainment System (VES) includes a DVD player and rear seat overhead screen that deliver a variety of programming choices, with ports to connect games and media players with audio and video output capability, including iPod® connectivity. The Media Center or the VES remote can control multiple screen inputs and each screen can play something different.

Tips on keeping vehicles in long term

2011-03-29T07:07:00.000-07:00

For some people the car is not just a transportation tool, but as a collection of the most loved. Even for those who frequently deal in foreign countries, they would have to leave the vehicle during the period of time in the garage.

If the vehicle was left switched on for a long time it can affect the performance of the vehicle or hard dihidupkan.ada several techniques to keep the car in a long time either within six months until many years without reducing performance.
The first step is to disconnect the car battery cables. It is to turn off the flow of vehicle batteries, if left too long the vehicle battery may be weak.

Fill the fuel tank if you keep the vehicle more than a year, it aims to solve the problem of vapor, water damage and the formation of rust. Before you store the vehicle, replace the engine oil and filter before

Instill a new engine oil to the cylinder to provide a protective layer to the cylinder berkenanan. You also need to drain all the air conditioning system to prevent corrosion that occurs in the region. It also prevents problems due to liquid cooling or contact with aluminum.

Do not drain the radiator coolant. If the cooling age is one and a half years old, replace with new ..
Fill brake oil. Change if it melebihidua years. Oil will damage the long metal kmponen.

To prevent damage to the vehicle shock absorbers, tual / hold all four wheels to merehatka wheels, bearings and other shock absorbers komponenpen

Kai blanket your car, do not forget the little mirror membuak memberikanruang windows to air out in. ..

Audi R8 GT

2011-03-19T19:37:00.000-07:00

Audi of America established prices for the limited-production 2012 Audi R8 GT starting at $196,800 at the launch of sales in the U.S. market. The Audi R8 GT is the lightest, fastest and most powerful entry in the Audi supercar lineup, which has won global acclaim. Only 333 Audi R8 GT models will be produced worldwide, with 90 slated for U.S. buyers.

Audi R8 GT U.S. pricing starts at $196,800 as sales of limited-production sports car begin

• Only 333 Audi R8 GT models will be built worldwide; 90 for U.S sales
• Extensive use of carbon fiber parts makes the Audi R8 GT about 180 pounds lighter than the Audi R8 5.2 quattro coupe
• Modified 5.2-liter engine achieves 560 hp, 0-62 mph time of 3.6 seconds, top speed of 199 mph

2012 R8 GT pricing (excluding $1,250 destination charge, taxes, title, options and dealer charges):

R8 GT Coupe (R tronic) – $196,800

The 2012 R8 GT receives significant exterior modifications aimed at enhancing its already stellar handling, and it is powered by a modified 5.2-liter V10 FSI engine that produces 560 horsepower (35 hp more than the R8 Coupe 5.2 quattro and the R8 Spyder 5.2 quattro). The 2012 R8 GT employs the R tronic sequential manual transmission. This pairing produces a top track speed of 199 mph, and a 0-62 mph time of 3.6 seconds. Overall, the Audi R8 GT will provide drivers with high lateral acceleration and a low center of gravity.

The signature Audi ASF® lightweight construction of the Audi R8 GT, combined with extensive use of lightweight carbon fiber body parts reduces the weight by approximately 180 pounds when compared to the Audi R8 Coupe 5.2 quattro. Key carbon fiber components are the rear hatch, spoiler and diffuser.

The Audi R8 GT continues the heritage of mid-engine configuration with quattro® all-wheel drive that has distinguished all R8 variants. The axle load distribution of the R8 GT will be 43/57 front/rear. Integrated into the front differential is axle-load-optimized torque split with self-locking differential in the rear axle.

The newest member of the Audi sports car family was inspired by the Audi R8 LMS GT3 race car. To convey its limited-edition nature, the Audi R8 GT will come with a variety of exclusive interior and exterior touches. Each car will have a numbered gearshift knob. The instrument cluster will be white with the R8 GT logo and the interior will feature carbon matte inlays. The seats, headliner, steering wheel and handbrake lever will be black Alcantara® with contrast stitching. Door sills will include aluminum inserts with the R8 GT logo.

On the exterior, the grille, distinctive sideblade and other trim parts will come in exclusive matte finishes. The Audi R8 GT will also be available in an exclusive new color: Samoa Orange.

Optional carbon-fiber reinforced ceramic brakes are available to provide superb fading resistance even in racetrack conditions. Brake calipers with a red anodized finish come with the ceramic brakes. A 12-speaker, 495-watt Bang & Olufsen® sound system is also available. The Audi R8 GT offers other trim and wheel options to personalize the full array of standard features.

Audi A4

2011-03-19T19:31:00.000-07:00

Stretching nearly five inches overall, more than two inches wider, and a six-inch-longer, the 2009 A4 is closing in on A6 dimensions (the wheelbase is 1.3 inches shorter). Being the largest in its class, nearly three inches longer than the C-Class and seven longer than the 3 Series sedan. With that increase in length and width and a minor reduction in height (making lower by less than 0.1 inch), the new model has a intergrated, sportier stance and holds the road with a new sense of confidence and enthusiasm.

Its new underpinnings are shared with the upcoming S5 and A5 coupes, and an A4 Avant will go on sale in the U.S. at the same time as the sedan. Like the A5/S5, the new A4 has sculpted lines, a more aggressive front end, and a row of LED daytime running lights underlining each headlamp. Thanks to the liberal use of ultra-high-strength steel, the body weighs 10 percent less than last year's, yet is more rigid. The side view is rather familiar-time will tell if this redesign was too conservative, especially compared with the aggressive lines of the new C-Class.

Audi A4 interior is completely redesigned, with high-quality materials and clean, attractive design continue to live up to Audi's stellar reputation. Black leather seats and matching black door panels contrasted nicely with patterned brushed aluminum accents. The redesigned center stack is easy to use, and MMI is now a part of the A4's layout -- we've heard it will be standard with the 3.2 (optional) optional. The cabin is larger in every dimension, front and rear seats are now more comfortable, and there's more rear-seat legroom than in the outgoing model. The trunk is bigger -- now 17.0 cubic feet, up from 13.4. Regardless, leather will be standard and should come in a choice of colors. Stereo options will include a choice of Bang & Olufsen stereo systems, including the excellent 14-speaker setup, plus a six-disc CD changer and iPod connectivity. In the cabin are more safety features: six airbags will be standard and rear-side airbags optional.

When the A4 goes on sale, it will initially be offered in quattro form only, with one engine and transmission –
a new 3.2-liter,
265-horsepower V-6 backed by a ZF six-speed automatic.

A second engine will follow -- expect an all-new 2.0T four and a manual and/or DSG with quattro as an option. The direct-injection V-6 uses Audi's two-stage valve-lift system, which makes more efficient use of the engine to improve fuel economy by six percent. The A4 gets to 62 mph in an estimated 6.2 seconds when backed by the manual, and the transmission's shifts are quick and easy to control with the steering-wheel-mounted paddles. And, through the reduced weight of the body, reduction in drag (down from a 0.31 Cd to approximately 0.29), and changes to the air conditioner (now 10 percent more powerful and the fuel consumption needed to run it has been reduced by 20 percent), fuel economy has improved.

straight-6 Engine

2011-03-19T19:18:00.000-07:00

The straight-6 (also inline-6, I-6, or I6) is an internal combustion engine with six cylinders aligned in a single row. The name slant-6 is sometimes used when the cylinders are at an angle from the vertical.

Straight-6 engines have perfect primary and secondary balance and require no balance shaft.

Usually a straight-6 was used for engine displacements between about 2.5 and 4.0 L. Sometimes this configuration is used to make smaller engines which tend to be powerful and very smooth running, but also rather expensive to manufacture and physically longer than alternative layouts. The smallest production straight-6 was found in the Benelli 750 sei motorcycle, displacing 747.7 cc. The largest are used in tractor-trailer combinations and some low speed diesels in cargo and passenger ships. These engines have a displacement of 1000 L or more.

Straight-6 engines were historically more common than V6s, mainly because the length of such engines was not such a concern in rear wheel drive vehicles but also because V6s (unlike the crossplane V8) were somewhat difficult to make smooth-running. The widespread use of front-wheel-drive and transverse ("east-west") engine configurations in smaller cars saw that the shorter engine length of the V6 became highly desirable, and these days most six-cylinder engines are made in the V configuration.

Straight-6 engines in Europe

Volvo produced straight-6 engines used in the 960/S90 (RWD) series from 1992~1998. In the following model year, the same engine was further refined for transverse mounting and VVT in the front-wheel drive Volvo S80. A New 3.2-liter straight-6 was introduced for 2007 model years.

Audi has never offered straight-6 engines; until the mid-1990s, however, straight-5 gasoline engines were available for most models, some of them turbocharged.

Although Mercedes-Benz used to build many straight-6s both as gas and diesel engines, it has recently abandoned the layout and now only engineers V6 engines (they have retained the straight-6 layout for medium duty diesel applications such as the MBE 906).

BMW, on the other-hand, is one of the few remaining manufacturers to persist with the straight-6 configuration, making petrol and turbo-diesel engines ranging from 2.0 to 3.2 L in displacement (as of 2005). In 2006, they announced that the upcoming 335i model of their E92 3-series coupé will have a 3.0L twin-turbo straight-6, showing the company's continued dedication to the straight-6 engine configuration.

Opel has also used a straight-6 engine in the 1970s until the early 1990s, ranging between 2.5 and 4.0 L. They powered Opel's top of the line models, including the Monza, the Omega and the Commodore.

In 1959, Saab had an experimental car with two transverse straight-3 engines bolted together — the Saab Monster.

Straight-6 engines in Britain

The straight-6 was the archetypal British engine for sports and luxury cars for many years. Rolls-Royce used straight-6 engines until changes in their design made the shorter V8 layout more suitable.

Jaguar used them, from 1949 until the mid 1990s in form of the legendary twin-camshaft Jaguar XK6 engine, until, at Ford's insistence, they adopted a V8. Aston Martin used a straight-6 for many years, as did Austin-Healey in their Austin-Healey 3000. MG also used a straight-6 in their MGC.

Bristol produced a straight-6 until 1961, based on BMW plans, that was also used in many small manufacturers' cars.

The compact Triumph straight-6 powered their high-end saloon and sports cars from the mid 1950s to the mid 1970s.

British sports car company TVR has designed its own straight-6, known as the Speed Six, and now uses it exclusively in all of their models.

Land Rover used a 2.6L straight-6 from 1967 in certain series Land Rover models.

Straight-6 engines in the United States

Engines of this type were popular before World War II in mid-range cars. Most manufacturers started building straight-6 engines when cars grew too large for the straight-4.

After the war, larger cars required larger engines, and the straight-6 became the base engine model used on economy cars only. The vast majority of American cars during this period had V8s.

The Chrysler Corporation had noteworthy slant-6 engines, used in the Plymouth Valiant and Dodge Dart A-body models of the 1960s and 1970s.

Another significant straight-6 engine family was introduced by American Motors (AMC) in 1964. These engines were used in a variety of AMC passenger and Jeep utility vehicles. They were also assembled and marketed internationally. Some markets (such as Mexico) built their own specialized versions of this engine. American Motors' straight-6 engine received a number of modifications and was produced continuously (even after Chrysler's buyout of AMC) for 42 years.

When cars began to get smaller again in the 1970s, the trend was towards the greater compactness enabled by the V6 layout, and straight-6 engines became rare in American cars except for trucks and vans. Jeeps were an exception to the rule, getting AMC's straight-6 as the base engine option in 1972. These engines continued receive upgrades with an advanced for its time, high-performance 4.0 L option in 1987. Usage of the AMC 4.0 has been declining in Jeep vehicles since the 2002 replacement of the Jeep Cherokee with the Liberty, which features the Chrysler 3.7 L V6 instead. It has declined further since the 2005 introduction of the third generation Jeep Grand Cherokee, which also uses the 3.7 L V6. The last application of the 4.0 was in the 2006 Jeep Wrangler; for 2007 the engine has been replaced with a 3.8 L V6.

Ford used a straight-6 in baseline Mustangs and in its other models for many decades. They were also found in F150 pickups until 1997 when they were replaced with a V6.

In 2001 General Motors introduced a new family of straight engines, the Atlas, for use in the newly-introduced Chevrolet TrailBlazer/GMC Envoy. The straight-6 was chosen for development because of the desirable operating characteristics of its self balanced design.

As far as passenger vehicles are concerned, straight-6 engines might be making a comeback in some larger vehicle types such as trucks and SUVs. Examples include the 5.9 L Cummins Turbo Diesel engine used in Dodge Rams and GM's 4.2L "Vortec 4200". Many big rig trucks also use straight six diesels.

Straight-6 engines in Asia

The Japanese have used the straight-6 with great success since the 1960s in a wide range of applications, from passenger vehicles, to sports cars, to SUV's. Both Datsun and Toyota were among the first in this trend, though Prince Motors (later acquired by Datsun) and others offered straight-6s in that time too.

Toyota started with their M-series engine and later the F, FZ, G, and JZ engines, and Datsun started with their H-series and later the L as well as the famous RB series (used in the Nissan Skyline up until the 'R34' model) engines. Honda built the Honda CBX motorcycle from 1978 till 1981. In 1990's Toyota offered representatives of all 5 families in their vehicles: the G in the Altezza (and others); the M and its replacement, the JZ, in the Toyota Supra (and others); and the F and its replacement, the FZ, in the Land Cruiser. In the 2000's, Toyota's still offers the FZ-series, G-series and the JZ-series engines.

In Korea, GM Daewoo's Magnus (sold abroad as the Chevrolet Evanda, Chevrolet Epica or Suzuki Verona) comes with a Daewoo-designed straight-6.

Straight-6 engines in Australia

Historically, all three manufacturers in Australia used straight-6s. Chrysler had built the Slant 6 in Australia and the unique to Australia Hemi straight-6. These engines were used in the Chrysler Valiant and the Valiant Charger producing up to 320hp. Chrysler no longer owns any factories in Australia.

Holden built 161, 186 and 202in³ straight-6s from 1968-1984. They were used in the Kingswood, Torana and in the early Commodores. Modern Commodores use V6s.

Ford Australia has been producing straight-6s since 1960 and is the only manufacturer in Australia to still build them. Ford has built 144, 200, 240 and 250in³ engines, with the 240 being called the 3.9l or 4.0l and the 200 being called the 3.3l. They have been used since 1960 in the Falcon, 1970-1982 in the Cortina and from 2004 in the Ford Territory. The current straight-6 engines in the Falcon and Territory are called the Barra.

The high-performance division of Ford Australia, Ford Performance Vehicles, produce vehicles equipped with the 4.0 litre DOHC 24-valve turbocharged straight-6 with variable cam timing, which produces 270 kW (362 hp) @ 5250 rpm and 550Nm (406 ft•lbf) @ 2000 - 4250 rpm — the highest level of torque in any Australian production car to date.

Diesel straight-6 engines

The straight-6 in diesel form with a much larger displacement is commonly used for various industrial applications. These range from various types of heavy equipment to power generation to transit buses or coaches. As with everyday passenger vehicles, the smooth running characteristics of the straight-6 engine is what makes it desirable for industrial use. In addition, a straight-6 engine is mechanically simpler than a V6 or V8. It has only one cylinder head and half as many camshafts as a V engine.

Audi R8 thats power baby

2011-01-27T19:55:00.000-08:00

The Audi R8's well proportioned design screams speed. The R8's leather-clad cockpit is spacious and well appointed. Even the R8's manual six-speed gear shifter is elegant. The European Audi R8 will also be the first production vehicle to feature all-LED headlights. The Audi R8 also features an optional Bang & Olufsen sound system.

2008 Audi R8
Type:
Mid-engine, all-wheel drive sports coupe

Retail price:
$109,000-$134,750

Engine:
4.2-liter V-8, 420-horsepower, 317-pound-feet torque

Transmission:
6-speed manual or automatic

EPA mileage
# Manual: 13 mpg city / 20 mpg highway
# Automatic: 13 city / 19 highway

Report card

Exterior: Excellent.
Smooth, sleek and bullet like. Its wide stance and deceptively long body add to its intimidating exterior.

Interior: Excellent.
The seats hold you firmly in even the tightest of corners.

Safety: Excellent.
Front, knee and side air bags. Precise handling, stability control and anti-lock brakes.

Performance: Unbelievable.
Fast and furious.

Pros: Beautiful and beastly:
Will be noticed everywhere you go. Other super sports cars are often considerably more.

Cons:
Don't drive it to any Green Peace meetings. Powerful engine means more fuel consumption.

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2009 Honda City

2009-03-25T05:36:00.001-07:00

The all-new Honda City will make its European debut at the Istanbul Motor Show in October.

The compact sedan is a radical departure from the previous generation car, with a totally new exterior style, featuring some visual elements of the stylish Accord. The restyled exterior is joined by a new 1.4 i-VTEC engine, which gives the City significantly more power and better performance.

The new engine, which is also shared with the new Jazz is fitted with Honda's acclaimed i-VTEC system, which provides excellent performance and flexibility, without compromising fuel economy or emissions. The new engine gives the City 100PS, a healthy 17 PS increase over the previous model. This extra power helps the new City complete the benchmark 0-100 km/h in just 11.8 seconds for the manual version, an improvement of 1.6 seconds. The automatic version hits 100 in 14.7 seconds, almost half a second quicker than before.

The manual transmission for City is a modified version of the current gearbox, with carbon synchromesh for smoother changes, improved refinement and a new set of optimised gear ratios. The Automatic transmission is all-new and adds the option to shift gears with steering wheel mounted paddles for the first time. With a sport mode, improved shift logic and ratios the new transmission better compliments the new car's more powerful engine.

The all-new model has been further enhanced over its predecessor with a higher quality of materials, improved aesthetics and functionality. Increased storage capacity around the cabin including a bigger glove box improves practicality, while a new design of seats improves passenger and driver comfort.

The design changes are complimented by several improvements to the Noise Vibration and Harshness technologies applied to the car. A host of new features in the body, interior, suspension, engine and mountings have been included to bring further refinement to Honda's newest sedan. The NVH enhancements allow customers to make the most of the new audio system which offers iPod connectivity and better sound quality.

The New City is based on the platform of the award winning new Honda Jazz, and benefits from the many of the technologies seen in the new hatchback. The longer wheel base gives a significant improvement in interior space as well as the associated ride and handling benefits. Safety performance is also enhanced with the adoption of the ACE Body Structure (Advanced Compatibility Engineering), which better protects occupants of both cars in the event of a collision between vehicles of different heights.

The all-new City will go on sale from January in selected markets.

R8 beats the rest

2009-03-25T05:26:00.000-07:00

Many publications were hailing it as the first car to truly be able to beat the Porsche 997 — considered by many[who?] to be one of the best sports cars ever made, and the leader in its class. Initial comparison tests have proven quite positive in this respect; Evo Magazine listed it as a "supercar", compared the R8 to the Porsche 911 Carrera 4S, Aston Martin V8 Vantage, and BMW M6 and after praising the R8's "amazing stability, traction and grip, unparalleled steering accuracy and bite, (and) its uncannily flat and disturbance-free ride", claimed that as a result of "the sublime effortlessness of it all", the Audi is a better sports car. The article concluded that "Audi humbles Porsche. A new dawn starts today".

Other publications have also written similar reviews of the Audi beating the Porsche in comparison tests.

Top Gear compared the Nissan GT-R to the R8, and remarked that the R8 was "simultaneously less impressive and yet somehow more involving". On the R8 they wrote that "it rewards driver input", calling it "fantastic in a way that will appeal more to true car enthusiasts" but also remarked that it was "much slower" and the GT-R was cheaper. On their test track, the car performed better than a Lamborghini Gallardo and an Aston Martin DB9.

First Audi R8 LMS Delivery

2009-03-18T22:09:00.000-07:00

Audi Sport Italia receives the Audi R8 LMS with chassis number 101. The symbolic handover of the first customer car was made on Tuesday in the Audi Forum Neckarsulm. Emilio Radaelli, Team Manager of Audi Sport Italia, accepted the R8 LMS from Head of Audi Motorsport Dr. Wolfgang Ullrich.

“In the future our new customer sport program represents Audi Sport’s third business field alongside our factory programs in the DTM and in sport prototypes,” explains Head of Audi Motorsport Dr. Wolfgang Ullrich. “2009 is a test and development year during which we aim to collect as much experience as possible with the R8 LMS. We are delighted to be able to do this with teams with which we are familiar and have established a solid partnership over the years.”

In the 2009 season, Abt Sportsline, Argo Racing, ORECA, Phoenix Racing and Team Rosberg also trust the new GT3 sports car from AUDI AG. Audi Sport will start the delivery to customers for the 2010 season from fall 2009.

The six customer teams plan to race in five European GT3 championships as well as in the 24-hour race at the Nürburgring for which Audi Sport has developed an endurance version of the R8 LMS.

Twelve R8 LMS sports cars will be in action in more than 40 events at almost 30 European circuits throughout the 2009 motorsport season. “This allows us to collect a lot of experience which will flow into the development of the R8 LMS,” says Oliver Straube who is responsible for marketing of the R8 LMS at Audi Sport.

With the GT3 race version of the R8, Audi Sport developed a racing sports car specifically for use in customer sport with the GT3 race version. Pure “factory” entries are not planned with the R8 LMS.

The assembly of the race cars including the body shells is made by quattro GmbH in Heilbronn-Biberach in a factory hall specifically for the customer sport program. The Audi factory in Györ, Hungary, deliver the V10 engines.

The new Audi R8 LMS competes in GT3 race series for the first time over the Easter weekend (10 to 13 April). The French GT Championship and the ADAC GT Masters start at the same time at Nogaro (France) and in the Motorsportarena Oschersleben (Germany).

2009 A4 allroad quattro

2009-02-16T20:54:00.000-08:00

Audi is launching the A4 allroad quattro. With increased ground clearance and its permanent all-wheel drive, this baby can handle any kind of road or trail; although its tough it also offers driving pleasure - even when your on unpaved surfaces. The quattro features all the innovative technologies:

1)a range of powerful and highly energy-efficient engines.
2)Audi drive select (intelligent handling technology).
3)high-tech S tronic transmission.
4)innovative communication and assistance systems.

The vehicle will be available in early summer at a basic price of 37,100 euros.

* The A4 allroad quattro is right at home on any road - and offroad
* quattro permanent all-wheel drive and increased ground clearance
* Sporty character and innovative high-end technology

The design of the Audi A4 allroad quattro recalls the A4 Avant: crisp lines enclose tastefully curved surfaces and the low roof line establishes a coupé-like silhouette. Striking details re-interpret this model line's sporty elegance. The moon-gray single-frame radiator grille bears vertical chrome strips; an accentuated bumper and large air inlets underscore this vehicle's unique identity. Chrome rings encircle the fog lights. And in the option featuring xenon plus headlights, light-emitting diodes comprise the daytime running lights and taillights. Underneath the front end and tail end, the A4 allroad has a stainless-steel underbody guard.

Viewed from the side, the vehicle dazzles with flared wheel arches, angular sills (available with stainless-steel insert strips), and large wheels - 17-inch wheels in 7-arm design are standard. The roof is capped off by an offset rail with two high crosspieces. The width of the A4 allroad quattro is emphasized by the rear bumper's distinctive styling and the integrated horizontal reflectors. On the 2.0 TDI, the two exhaust tailpipes appear side by side; on the 2.0 TFSI and 3.0 TDI, they terminate to the left and to the right.

Final say
* The A4 allroad quattro is right at home on any road - and offroad
* quattro permanent all-wheel drive and increased ground clearance
* Sporty character and innovative high-end technology

General Maintenance Tips For Your Car

2008-09-01T12:23:00.000-07:00

A well maintained vehicle will never let down its owner. It will not desert you when you need it most. Here are a few maintenance tips for your car

Check the Engine Oil: To prevent the engine from deterioration, its important that the engine maintains the amount of oil it is programmed to receive. Negligence in doing so will lead to a deteriorating engine performance, meaning you'll get falling mileage.

Make Sure the Lights are working properly: It is important for the lights to be properly focused, for your own and for the oncoming vehicle's safety. Travel on low beam so that it does not obstruct your view instead of helping you along.

Have Suitable Tyre Pressure: The required amount of air pressure needs to be strictly maintained if your car is to get the right mileage and pick-up. Make sure pressure is not to high or you'll shorten the life of your tyres.

Radiator Water: If your engine uses water for cooling, take care to ensure that it is regularly changed.

Some other tips...
Get your vehicle serviced only at authorized service stations
Check the engine oil level once every two weeks. Also check the levels of coolant and water in the radiator and battery.
Always use genuine spare parts.
Avoid accelerating and braking abruptly.
Shut up the engine whenever you expect to wait.
Drive at a moderate speed of 45-55 km/h to maximize fuel efficiency.
Use air-conditioning only when necessary.
Avoid riding on the clutch pedal, and release the clutch pedal fully while driving.
Maintain optimum air pressure in your tyre to improve mileage.

How To Make your engine perform more efficiently

2008-08-31T05:30:00.000-07:00

Try increasing displacement - the more displacement means the more power you’ll because it burns more gas during each revolution of the engine (Not very feul saving). Try making the cylinders bigger or by adding more cylinders. 12 seems to be the limit.

Modify the compression ratio – You can produce more power by increasing compression ratios. The more air/fuel mixture is compressed the more power it will generate, however the more likely it is to spontaneously burst into flame (prior to the spark plug igniting it). Higher octane gasolines prevent this sort of early combustion. High-performance cars generally use high octane gasoline – because the engines use high compression ratios.

Stuff more into each cylinder - you can get more power from the cylinder, if you can cram more air (and therefore fuel) into a cylinder of a given size. Turbo chargers and super chargers pressurize the incoming air to effectively cram more air into a cylinder.

Cool the incoming air – It get pretty hot when compressing air. You would like to have the coolest air possible in the cylinder because the hotter the air is the less it will expand when combustion takes place. An intercooler is a special radiator through which the compressed air passes to cool it off before it enters the cylinder. Therefore many turbo charged and super charged cars have an intercooler.

Let air come in more easily - As a piston moves down in the intake stroke, air resistance can rob power from the engine. Air resistance can be lessened dramatically by putting two intake valves in each cylinder. Some newer cars are also using polished intake manifolds to eliminate air resistance there. Bigger air filters can also improve air flow.

Let exhaust exit more easily - If air resistance makes it hard for exhaust to exit a cylinder, it robs the engine of power. Air resistance can be lessened by adding a second exhaust valve to each cylinder (a car with 2 intake and 2 exhaust values has 4 valves per cylinder, which improves performance - when you hear a car ad tell you the car has 4 cylinders and 16 valves, what the ad is saying is that the engine has four valves per cylinder). If the exhaust pipe is too small or the muffler has a lot of air resistance then this can cause back-pressure which has the same effect. High-performance exhaust systems use headers, big tail pipes and free-flowing mufflers to eliminate back-pressure in the exhaust system. When you hear that a car has "Dual Exhaust", the goal is to improve the flow of exhaust by having two exhaust pipes instead of one.

Try making everything lighter - The lighter the piston, the less energy it takes. Lightweight parts help the engine perform better. Each time a piston changes direction it uses up energy to stop the travel in one direction and start it in another.

Inject the fuel - This improves performance and fuel economy.
Fuel injection allows very precise metering of fuel to each cylinder.

2009 Nissan Maxima 3.5 SV 4dr Sedan (3.5L 6cyl CVT) (Performance)

2008-08-30T08:53:00.000-07:00

The Sport model is powered by a 3.5-liter V6 good for 290 horsepower and 261 pound-feet of torque. Power getz sent to the front wheels via a continuously variable transmission (CVT), which provides an infinite "gear" ratios that keep the engine in its ideal power band. Not only that it also maximizes fuel economy, with an EPA-estimated 19 mpg city and 26 mpg highway.

The Maxima 3.5 SV Sport test car achieved a 0-60-mph time of 6.3 seconds. The potent V6 is felt equally strong, and unlike other CVTs, the Maxima's is well suited to its engine. The CVT can simulate six gear ratios that are controlled via steering-column paddles or the console lever. This mode can be quite fun during aggressive driving thanks to its lightning-quick shift response.

A particular bright spot in the generally shining 2009 Nissan Maxima is the wonderfully light and precise steering that should be appreciated by both driving enthusiasts and casual commuters alike. With its combination of low-friction weighting and high feedback, the Maxima's steering can be manipulated with the delicate touch of one's fingertips on the well-formed steering wheel as every nuance of the road is transmitted from tires to skin. This, in combination with a taut chassis derived from the Altima, produces impressive handling that should please all but the most demanding enthusiasts.

Audi R8 Pros And Cons Plus Overview

2008-03-14T06:26:00.000-07:00

A high-tech content, unique mechanical layout, and original style making it an exotic for those seeking more than just raw performance.

Pros
The balance of handling ability, ride comfort, high-tech suspension and transmission, beautiful cockpit, an upscale interior design and materials, plus an easy-to-drive nature.

Cons
Couldn't challage the straight-line pace of a Porsche 911 Turbo or Corvette Z06, plus the lack of factory-supplied customizing features.

New features for Audi R8 2008
The 2008 Audi R8 is the first midengine exotic sports car. Having an aggressive style, an aluminum body structure, a powerful 420-horsepower V8 and all-wheel drive.

2008 Audi R8 Overview

2006 was the year when the Audi R8 first made its appearance, all over the world through road show and events. In 2005 Audi announced.
Having high horse in an era when speed comes cheaper than ever, launching a six figure sports car manufacturers had better conjure something really unique to the eyes of the people. So the midengine was born to be that unique thing and could just be thing very thing they need.

some of the design aspects of the R8 sometimes reminds us of a Porsche, a Corvette or the late Acura NSX, but since the R8 carries a 4.2-liter V8 in its midsection, shoots a killer 420 hp to all four wheels, offers two transmissions and wraps it all in a futuristic aluminum space frame, this clearly shows its attitude. A nice $70-grand-lower price tag ensures the competition will be kept to a minimum.

The R8 is really an undoubtedly fast car. Sixty miles per hour comes up in 4.4 seconds (man thats hot), top speed of 187 mph arrives not much later, and tire grip approaches a full g (just beautiful). Between the bigger differences: having a six-speed manual or "R tronic" transmission (Audi's newest take on the clutchless manual); Audi's Quattro all-wheel drive allows hard driving giving new level of confidence; and perhaps above all, the R8 incorporates Audi's usual concessions to comfort rather than raw performance. Consider its advanced, ride-friendly electromagnetic shock absorbers, for such.

Pricing information,

Body Styles, Trim Levels, and Options
Coming with a two-door, midengine, all-wheel-drive coupe. Standard equipment includes 19-inch wheels, a retractable rear spoiler, automatic climate control, leather-and-Alcantara suede power-adjustable sport seats, LED brake lights and turn signals, aluminum trim, xenon headlights and a seven-speaker CD stereo.

Theres aloso a carbon-fiber "sideblade" exterior styling panels but better hurry its limited, a Bang & Olufsen premium stereo, a navigation system and upgraded napa leather upholstery.

Powertrains and Performance

Using a midmounted 4.2-liter V8 the Audi R8 can make up to 420 hp and 317 pound-feet of torque, beacuse of the direct fuel injection and a high compression ratio.

Power gets sent to all four wheels (56 percent to the rears in normal conditions) through one of two transmissions: a traditional six-speed manual or Audi's six-speed R tronic -- essentially a manual transmission with a single computer-controlled clutch that allows shifting via the lever or steering wheel-mounted paddles.R tronic offers a fully automatic mode as well. In testing, we've found that the manual-shift R8 accelerates from zero to 60 mph in 4.4 seconds and passes the quarter-mile in 12.8 seconds.

Safety
These days safety is a important factor for the 2008 Audi R8 it protects both occupants with seat-mounted side airbags and knee-protecting airbags. Antilock disc brakes, traction control and stability control are all standard.

The Last word for the Audi R8
It is recommended you choose the traditional manual transmission, as Audi's R tronic can occasionally be a bit fussy in day-to-day driving situations due to its delayed shifting reactions. But overall its a beautiful car

Audi R8 detail and performance

2008-03-11T05:26:00.000-07:00

Equipped with a 4.2 L FSI V8 developing 420 PS (414 hp/309 kW), the same engine used in the B7 Audi RS4.

Audi R8

Transmission has two types either a manual gearbox with metal gate, or a "R-tronic" gearbox a single-clutch robotic gearbox. These options are the same that are available on the Lamborghini Gallardo. The double clutch gearbox (DSG, S-tronic) is still not available

Having dry weight of 1560 kg (3439 lb). The suspension utilizes magneto rheological dampers.

Having share 15% with the Lamborghini Gallardo, including the transmission and chassis. The R8 is made distinct by its exterior styling, cabin, engine and pricing.

The Audi R8 has an optional Bang & Olufsen sound system, and Carbon-Ceramic composite brakes with monobloc Brembo calipers on all four wheels.

PEROFRMANCE

Evo Magazine in its comparison test between the R8, 911 Carrera 4S, Aston Martin V8 Vantage and BMW M6 have claimed that the Audi is a better supercar saying that "Audi humbles Porsche.

Having a topspeed of 187 mph (301km/h). Can reach from 0-60mph (96 km/h) in wonderful 4.0 seconds hows that for speed adn elegance. Gas milage 1/4 mile (~400 m)thats around 12.5 seconds @ 113.2 mph (182.2 km/h). The engine is a V8 with a Displacement of 4.2 L (4163 cc), Power 414 bhp (309 kW) @ 7800 rpm and Lateral Acceleration
(200 feet (61 m) skidpad) is 1.01 g

The TT roadster

2008-02-20T02:40:00.000-08:00

The TT Roadster is a fine example. Its famous shape has been carefully evolved for the second-generation model, with edgier lines giving it a more up-to-date look.

Which engine should you go for? the coupé, has the entry-level 2.0T FSI, not the range-topping 3.2-litre V6,

Pumping out 197bhp and 280Nm of torque, using the four-cylinder turbocharged motor. And it's a cracking powerplant. Propelling the Roadster from 0-62mph in only 6.7 seconds and on to 147mph, it's hardly any slower than the 3.2-litre V6.

The positive shift of the six-speed manual transmission enhances in-gear throttle response, and overtaking ability is strong. What's more, the addition of twin balancer shafts means the engine is smooth right up to its 7,000rpm red line. It's economical as well, posting a combined fuel consumption figure of 36.2mpg - which compares well with the V6's 27.2mpg.

There are further benefits when it comes to handling. All TT Roadsters use lightweight Audi Space Frame technology, meaning that 58 per cent of the body is made from aluminium and 42 per cent is steel. The front-wheel-drive 2.0T FSI is even lighter, tipping the scales at 1,295kg - that's 175kg less than its more powerful brother.

Factor in a chassis which is much stiffer than its predecessor's - with no scuttle shake or vibration through the interior mirror - and the result is a machine that is extremely agile and great fun to drive. The new model is much more involving, with direct steering, excellent body control and lots of grip.

There is even a fair degree of throttle adjustability, with a mid-corner lift of the accelerator tucking the nose in neatly. Compared to the quattro model, traction suffers a little in the wet, particularly when accelerating out of junctions, but that's the only real negative.

2007 Ford Shelby GT

2007-06-15T23:53:00.000-07:00

The '07 Shelby GT points back to the original Shelby Mustang GT350. The 2007 Shelby GT keeps all of the classic Mustang lines but adds an even more aggressive look. The interior is comfortable, uncluttered and classic Mustang.

2007 Ford Shelby GT

Type:
Rear-wheel drive sports coupe

Retail price:
$36,970-$42.350

Models:
One, but two colors, black or white

Engine:
4.6-liter V-8 producing 319-horsepower, 330-pound-feet torque

Transmission:
5-speed manual with Hurst shifter or 5-speed automatic

EPA mileage:
16 mpg city / 23 mpg highway

Report card

# Exterior: Excellent.
Mean and powerful looking Mustang, special Shelby touches makes this car stand out.

# Interior: Good.
Spartan feel adds to the car's mystique, very comfortable for front passengers.

# Safety: Good.
Front and side airbags and traction control.

# Performance: Good.
Powerful and fun on open roads.

# Pros: Pure Mustang.
Looks, feels and acts like the muscle cars from its heritage.

# Cons:
Not nimble on tight corners and interior feels bare bones.

# Notes: If you love Mustangs, you'll love this car.

Specifications

* Engine: 5.4-liter, DOHC, 32-valve, 90-degree V-8
* Aspiration: Eaton M122 Roots-type Supercharger w/Air-to-water Intercooler
* Drive Wheels: RWD
* Body/frame: Unit Steel w/Aluminum Hood
* Front Brakes: Brembo Vented Discs w/4-Piston Calipers
* Rear Brembo Vented Discs w/Twin-Piston Calipers
* Brake Size (front/rear): 14 in./11.8 in.
* Wheel Size (front): 18 in. x 9.5 in.
* Wheel Size (rear): 18 in. x 9.5 in.
* Tire Size (front): P255/45ZR18
* Tire Size (rear): P285/40ZR18
* Steering: Rack & Pinion w/Power Assist
* Front Suspension: Reverse-L independent MacPherson strut, 34mm tubular stabilizer bar
* Rear Suspension: Three-link solid axle with coil springs, shocks, Panhard rod, 24mm solid stabilizer bar
* Wheelbase: 107.1 in.
* Length: 187.6 in.
* Width: 73.9 in.
* Height: 54.5 in.
* Curb Weight: Coupe - 3920 LB (1780) K Convertible - 4040 LB (1834) K
* Weight Distribution (front/rear): 57%/43%
* Track (front/rear): 61.9 in./62.5 in.
* Interior volume, F/R/cargo (cu. ft.) 53/33/12

Performance

* Horsepower: 500 bhp
* Torque: 480 lb.-ft.
* 0-60 mph: 4.6 sec.
* Quarter-Mile: 12.9 sec. @ 112 mph
* Top Speed: 155 mph (Electronically Limited)
* Coefficient of Drag: 0.38
* Horsepower Per Liter: 83.19 bhp
* Horsepower Per Weight: 188.92 bhp

2008 Saturn Vue

2007-05-31T05:40:00.000-07:00

The new generation's body goes crossover curvy, shedding its straight-laced body panels. It looks more car than truck, and that's a welcome change.

The new Vue's exterior is more innocuous than decisive. It looks nice, but it looks like everything else. If you want something that stands out, go elsewhere. That's not a negative comment, nice and inoffensive seems to be exactly what many consumers want. Everything on the exterior is thought out and precise. Things like the dual chrome-tipped exhaust pipes, the front fender moldings with a turn indicator mounted in it, and the roof rack are nice touches.

The fold flat split second row and front passenger seat allow for a number of ways to carry cargo.

2008 Saturn Vue

# Type:
A front-wheel drive, five-passenger crossover. All-wheel drive and mild hybrid models are available.

# Models:
XE, XR, Red Line and Green Line

# Retail price:
$21,355 - $32,000

# Engines
2.4-liter I-4, 164 hp, 160-lb-ft torque
3.5-liter V-6, 222-hp, 219-lb-ft torque
3.6-liter V-6, 250-hp, 243-lb-ft torque

# Transmission:
four- or six-speed automatic, sequential shifting available

# EPA mileage
2.4-liter: XE, FWD: 19 mpg city / 26 mpg highway
3.5-liter: XE, AWD: 15/22
3.6-liter: XR FWD: 16/23, XR FWD w/ tap shifting: 16/24, XR AWD: 16/22

Performance: Good.
Good power with the V-6. Well mannered on the road, in parking lots and through tight turns.

Exterior: Good.
Stylish design stays true to its German heritage.

Interior: Excellent.
Well-laid out. Feels comfortable and uses cubbies, bins and drawers in good ways. Feels more luxurious than price.

Safety: Excellent.
Six standard airbags include side curtain for both rows. Anti lock brakes and electronic stability control standard. Collapsible pedals and active front row head restraints.

Pros:
Versatile crossover with good performance and excellent interior.

Cons:
Exterior design does not stand out in crowded crossover segment.

The Vue's instrument panel and dash is thoughtfully laid out and well built.

2007 Toyota Tundra

2007-05-21T19:33:00.000-07:00

The 2007 Toyota Tundra packs plenty to scare the bejesus out of the American pickup makers: The second-generation Tundra is the best truck Toyota Motor Corp. has ever built.

It's big, it's powerful, and it promises more potency than a Viagra commercial: Bigger brakes, bigger gears and a bigger body must mean it's a bigger truck.

Type: Full size pickup truck

Models: 31 model configurations

Retail price: $22,935 to $42,495

Engines
# 4-liter V-6, 236-hp, 266-lb-ft
# 4.7-liter V-8, 271-hp, 313-lb-ft
# 5.7-liter V-8, 381-hp, 401-lb-ft

Transmission: Five-speed or six-speed automatic

EPA mileage
# 4-liter: (4x2)17 mpg city / 20 mpg highway
# 4.7-liter: (4x2 and 4x4) 15 mpg / 18 mpg
# 5.7-liter: (4x2) 16 mpg / 20 mpg
(4x4) 14 mpg / 18 mpg

Performance : Excellent:
When equipped with the 5.7-liter engine, the Tundra is powerful. It handles very well for such a large truck.
Exterior: Good :
Big and menacing, but lacks originality.

Interior: Average:
Very functional with lots of useful storage but feels cold and clinical.

Safety: Excellent:
A host of standard safety features include front and side curtain airbags, anti-lock brakes, stability and traction control.

Potential causes Dieseling

2007-05-18T17:03:00.000-07:00

An automobile engine that is dieseling will typically sputter then gradually stop rather than continue running as if the engine was not switched off at all — the latter would usually indicate an electrical fault.

Potential causes

This condition can occur for a multitude of reasons:

* Built-up carbon in the ignition chamber can glow red after the engine is off, providing a mechanism for sparking unburnt fuel. Such a thing can happen when the engine runs very rich, depositing unspent fuel and particles on the pistons and valves. Similarly, non-smooth metal regions within the piston chamber can cause this same problem, since they can glow red. It has also been suggested that an improperly rated sparkplug can retain heat and cause the same problem.

* A carburetor that does not close entirely can contribute to running once the engine is off, since the extra fuel and oxygen mixture can combust easily in the warm piston chamber. Similarly, hot vaporized oil gases from the engine crankcase can provide ample fuel for dieseling.

* Incorrect timing.

* An engine that runs too hot or too lean may produce an environment conducive to allowing unspent fuel to combust.

* An idle speed that is too fast can leave the engine with too much angular momentum upon shutdown, raising the chances that the engine can turnover and combust more fuel and lock itself into a cycle of continuous running.

Potential fixes

Items similar to carburetor cleaners and carbon cleaners have been suggested as partial remedies for attempting to clean the piston chambers and valves of engines that run too rich.

For those engines that have sharp metallic edges, it has been noted that poorly milled heads and blocks can contribute to this problem, so having the rough spots smoothed may help.

For those engines that run too hot or too lean, verify that all mechanisms in place to cool the engine properly function as they should. Replace the thermostat if necessary. Clean the radiator. Verify that all auxiliary fans engage at their proper temperatures, and ensure that the thermostatic sensors on belt driven fans engage as necessary.

In the case that there is too much angular momentum, lower the idle speed if possible.

2008 Audi TT coupe and convertible

2007-05-18T16:32:00.000-07:00

The redesigned 2008 Audi TT coupe is longer, wider and faster.

2008 Audi TT coupe and convertible

Type:
A rear-wheel drive two-passenger convertible or 2+2 coupe.

Models:
Coupe (with 2+2 seating); Roadster (two-seater)

Retail price*:
$35,575 -- $50,000

Engines:
# 2-liter 4-cylinder turbo, 200 horsepower, 207-pound-feet torque;
# 3.2-liter V-6: 250-horsepower, 236-pound-feet torque

Transmission:
# 2-liter: six-speed automatic with sequential shifting.
# 3.2-liter: six-speed automatic with sequential shifting or six-speed manual.

EPA mileage

# 2-liter:
Coupe: 23 mpg / 31 mpg
Roadster:
22/29

# 3.2-liter (both types with automatic transmission):18/24

# 3.2-liter (both types with manual transmission): 17/24

Notes:
Expect a six-speed manual transmission to come with the 2-liter engine in the coming years
*Includes shipping

Performance:
Excellent. Engine is powerful for such a light vehicle. Optional sports tuned suspension package makes both vehicles a hoot to drive.

Exterior: Excellent.
Sleek lines and distinctive style maintain Audi's upscale character.

Interior: Excellent.
Luxury at your fingertips and flat bottom steering wheel makes it even feel different and special.

Safety: Excellent.
Front and side-curtain airbags as well as electronic stability control.

Pros:
It's comfortable and fun to drive; you'll never want to get to where you're going. The best deal is the coupe with the 2-liter engine.

Cons:
Cramped trunk space and steep price tag could keep the TT convertible from being a daily driver.

3.2 liter V-6 engine in the 2008 Audi TT produces 250 horsepower.

Whats a Petcock

2007-05-16T17:59:00.000-07:00

Is a regulator consisting of a small cock or faucet or valve for letting out air or releasing compression or draining. Although petcocks are used in a wide variety of applications, the following passage will describe one of the most common applications of the petcock which is the control of gasoline on a motorcycle engine.

Most motorcycles have a fuel petcock valve mounted on or nearby the gas tank to control the supply of gasoline. The petcock typically has three positions: ON, OFF, and RESERVE. The reserve position accesses the bottom portion of the gas tank. The reserve position functionality of the petcock is especially useful on motorcycles because they often don't possess a fuel gauge.

When operating a motorcycle the fuel management process often proceeds as follows: Especially when regarding vintage motorcycles the petcock is set to the off position when the motorcycle is not being operated. This is to eliminate fuel overflow and leakage via the carburetor(s). Before starting the engine the petcock is turned to the ON position in order to provide gasoline to the fuel delivery system.

While operating the engine there will reach a point at which fuel consumption causes the level of gasoline in the gas tank to fall below that which can be accessed by the petcock in the ON position. At that time continued operation of the engine can be maintained. This operation is achieved by accessing the remaining fuel in the gas tank via rotating the valve in the petcock to the RESERVE position.

BMW xDrive

2007-05-15T10:36:00.000-07:00

BMW xDrive is BMW's four-wheel drive system that powers the X3, X5 and 2006 and later xd and xi 3 Series and 5 Series models.

Instead of a 60-40 (rear-front) power split (which all millennium four-wheel drive BMW's exhibit — 325xi, 330xi, early X5) with power being cut to wheels which lost traction through DSC (Dynamic Stability Control), xDrive allows power to be split between the front and rear axles through use of a multiplate clutch located between the gearbox and the Cardian shaft. This setup allows xDrive vehicles to split power in virtually any way it pleases. If the car felt like it was in a threatening situation (note not an unstable one), xDrive would react immediately, often before the driver ever knew of its intervention, to alleviate traction and control of the vehicle.

xDrive is also closely knit with DSC. In the case that wheelspin still occurs while xDrive is or has been shifting power, DSC can brake independent wheels to regain traction. xDrive also helps in cornering. When the vehicle senses that it was about to understeer or oversteer the vehicle can independently cut traction to either of the front wheels or rear wheels to help regain stability and keep the driver on the road.

xDrive was one of the first technologies used to intervene before the driver was aware that the car was becoming or would become unstable. Its intervention is transparent to the driver.

Unusual four-wheel drive systems

2007-05-15T10:31:00.000-07:00

Prompted by a perceived need for a simple, inexpensive all-terrain vehicle for oil exploration in North Africa, the French motor manufacturer Citroën developed the 2CV Sahara. Unlike other 4x4 vehicles which use a conventional transfer case to drive the front and rear axle, the Sahara had two engines, each independently driving a separate axle, with the rear engine facing backwards. The two throttles, clutches and gearchange mechanisms could be linked, so both 12 bhp 425 cc engines could run together, or they could be split and the car driven solely by either engine. Combined with twin fuel tanks and twin batteries (which could be set up to run either or both engines), the redundancy of two separate drive trains meant that they could make it back to civilization even after major mechanical failures. Only around 700 of these cars were built, and only 27 are known to exist today. Enthusiasts have built their own "new" Saharas, by rebuilding a 2CV and fitting the modified engine, gearbox and axle onto a new, strengthened chassis.

BMC experimented with a twin-engined Mini Moke in the mid-1960s, but never put it into production.

Suzuki Motors introduced the Suzuki Escudo Pikes Peak Edition in 1996. Though actual numbers were never released, this twin-engined vehicle is believed to weigh around 1760 pounds and produce nearly 1000bhp. The engine is a twin-turbo charged 2.0L V6 mated to a sequential 6-speed manual transmission.

Nissan Motors has developed a system called E4WD wherein the rear wheels in a car that is normally front-wheel drive are driven by electric motors. This system was introduced in some variants of the Nissan Cube and Tiida.

Most recently, DaimlerChrysler's Jeep Division debuted the twin engine, 670 hp Jeep Hurricane concept at the 2005 North American International Auto Show in Detroit. This vehicle has a unique "crab crawl" capability, which allows it to rotate in 360 degrees in place. It also has dual Hemi V8s.

G60

2007-05-15T09:59:00.001-07:00

The G60 is a supercharged straight-4 petrol engine manufactured by Volkswagen in the early 1990s. The engine displaced 1.8 L (1781 cc), had 8 valves (two per cylinder) and produced 160 PS (118 kW/158 hp). Although it was based on an existing engine, it underwent so many modifications it is usually regarded as a separate powerplant from others VW produced. It was named after the intricate "G-Lader" supercharger that it was mated to, this supercharger having a 60 mm wide displacer - hence the "G60" moniker.

The engine debuted in 1988 in the Corrado, which took 8.3 seconds to reach 100 km/h and had a maximum speed of 225 km/h (140 mph). In 1989 it was adapted for the Passat and the VW Golf Mk.II, in which it was capable of propelling the car to 100 km/h (62 mph) in 7.8 seconds, with a maximum speed of 216 km/h (134 mph). In the United States the engine was used only in the Corrado, and was dropped in 1992 in favor of the newer, more powerful VR6.

A low-production, all-wheel drive variant of the Golf G60 called the Golf Rallye was also powered by the 8-valve G60, but the engine was reduced to 1763 cc for sports homologation purposes. Power remained 160 PS. A 16-valve G60 engine was used in the ultra-rare Golf Limited, of which only 71 were produced, all with four-wheel drive. Power was raised to 210 PS (154 kW/207 hp), and the car could now reach 100 km/h in 6.4 seconds, reaching a maximum speed of 247 km/h (153 mph).

The G60 engine, like any supercharged and turbocharged engine, was sensitive to excessive air temperature, so performance very much depended on the weather conditions. Some models, like the Corrado or even some variants of the Golf Rallye, had a bigger, better-placed intercooler, resulting in increased performance over the standard intercooler and location.

Though there is no recommendation from Volkswagen, the compressor should be serviced every 100,000 km with an expensive repair likely.

A smaller version of the G60, called the G40, was used in the Polo Coupé supermini. The maximum power of this nervous little machine was 113 PS (83 kW/111 hp), propelling the car to 196 km/h (122 mph).

Centrifugal type supercharger

2007-05-15T09:32:00.001-07:00

The centrifugal-type supercharger is an engine-driven compressor used to increase the power output of an internal-combustion engine by increasing the amount of available oxygen by compressing air that is entering the engine. This type of supercharger is practically identical in operation to a turbocharger, with the exception that instead of exhaust gases driving the compressor via a turbine, the compressor is driven from the crankshaft via a belt-, gear- or chain-drive.

Like any centrifugal pump, the boost provided by the centrifugal supercharger increases with the square of the speed, measured in RPM. This means that the centrifugal design provides little boost at low engine speeds, in some cases allowing air to pass back through the supercharger, such as during deceleration. On the other hand, the design is also the most efficient, besting designs like the Roots type supercharger and twin-screw type supercharger, which have the advantage of producing boost at any RPM.

Many World War II piston aircraft engines such as the Rolls-Royce Merlin and the Daimler-Benz DB 601 utilized single-speed or multi-speed centrifugal superchargers. Because high-performance aircraft engines were typically mated to constant-speed propellers and did not see a great variation in engine speeds, the poor low-rpm performance of centrifugal superchargers was not an issue. Turbo-supercharged engines, like some models of the Allison V-1710, combined a centrifugal supercharger with a turbocharger for better performance across a broad range of altitudes, using the engine-driven portion to provide a constant boost for extra power, while the turbocharger was used primarily to offset the effects of lowered outside air pressure as the aircraft climbed. Superchargers have since fallen from use in the aviation world, replaced by turbochargers of ever-improving quality.

Due to its design and lack of low-RPM boost it is often employed on near-standard compression engines. This means that it can facilitate airflow at higher engine RPMs, when most motors tend to have poor volumetric efficiency, without substantially increasing cylinder pressures at low- to mid-RPM operation, causing knock. This principle makes this type of supercharger ideally fit for a "bolt-on" type power adder, with no modification of the pistons and/or compression ratio necessary. Since gasoline must mix with air in a fairly narrow ratio to achieve combustion, the fact that centrifugals do not add much air at low and mid-range RPM's means fuel mileage is near-stock in the cruise RPM range. They appear to be most popular with cars that have a sufficiently large enough engine to provide adequate acceleration from a standing start without boost, while at the same time avoiding wheelspin. Then, the engine encounters breathing limitations in the mid-RPM range, often because it may only use two valves per cylinder. Centrifugals are also popular in places where the power-adder must be removed for frequent government engine inspections, as the exhaust system is unaffected (as it would be with a turbocharger).

However, detractors of the centrifugal-type supercharger (at least in street-driven automobile applications) note that it combines what some feel are the worst qualities of a turbocharger and a supercharger, since it doesn't develop appreciable boost at low RPM (Boost Threshold), but still uses up prodigious amounts of engine power to operate. Since it is crankshaft-driven and cannot benefit from a device like a wastegate on an exhaust-driven turbocharger to control its rotational speed, its boost threshold is always within a thousand or so RPM of redline. As such, the horsepower rating of the engine is greatly increased, but in a small part of the upper RPM range.

All supercharger types benefit from the use of an intercooler to reduce heat produced during compression.

Several popular makes of centrifugal type superchargers for automotive applications are: Paxton, Powerdyne, Procharger, and Vortech.

TVS SUPERCHARGER

2007-05-15T09:10:00.000-07:00

Eaton’s new Twin Vortices Series (TVS) is a roots-type supercharger for a variety of engine applications that delivers more power and better fuel economy in a smaller package, for uncompromising, high-performance driving.

The TVS supercharger’s patented design features four-lobe rotors and high-flow inlet and outlet ports that greatly enhance thermal efficiency, deliver higher volumetric capacity, and enable higher operating speeds. The TVS supercharger is capable of running with a high thermal efficiency (up to 76 percent) across a very wide operating range.

The improvements incorporated into the TVS design allow for the use of a smaller supercharger, reducing the package size and weight of the system. The sizes range from 350cc to 2300cc per revolution, and cover engines from 0.6 liter up to large displacement V-engines. All TVS superchargers have a 2.4 pressure ratio capability and a thermal efficiency that exceeds 70 percent, which enables more compact packaging and greater output.

The twin four-lobe rotors feature 160-degree twists. The higher helix angle of the rotors coupled with a redesigned inlet and outlet ports, improves the TVS’s air-handling characteristics without increasing the overall size of the unit. The TVS improved noise and vibration characteristics eliminate additional noise-reduction treatments, complexity and system cost.

The TVS sets a new standard of boosting device performance and reaffirms Eaton’s leadership in the performance automotive market!

Roots type supercharger

2007-05-15T09:02:00.000-07:00

The Roots type supercharger or Roots blower is a positive displacement type device which operates by pulling air through a pair of meshing lobes not unlike a set of stretched gears. Air is trapped in pockets surrounding the lobes and carried from the intake side to the exhaust. The supercharger is typically driven directly from the engine's crankshaft via a belt.

It is named for the brothers Philander and Francis Roots, who first patented the basic design in 1860 as an air pump for use in blast furnaces and other industrial applications. In 1900, Gottlieb Daimler included a Roots-style supercharger in a patented engine design, making the Roots-type supercharger the oldest of the various designs now available.

Out of the three basic supercharger types the Roots has historically been considered the least efficient. However, recent engineering developments by Eaton Corporation has resulted in a new Roots-type supercharger which yields a pump that is more efficient than all previous models. In addition, the Roots-type supercharger is simple and widely used and thus is invariably the most cost efficient. It is also more effective than alternative superchargers at developing compression at low engine rpms, making it a popular choice for passenger automobile applications. Peak torque can be achieved by about 2000 rpm.

All supercharger types benefit from the use of an intercooler to remove heat produced during compression. With a Roots-type supercharger, a thin heat exchanger is adapted to fit in-between the blower and the engine. Water is circulated through it to a second unit placed near the front of the vehicle where a fan and the ambient air-stream can dissipate the collected heat.

The Roots design is commonly used on two-stroke diesel engines, which require some form of forced induction as there is no intake stroke. In this application, the blower does not often provide significant compression and these engines are considered naturally aspirated; turbochargers are generally used when significant "boost" is needed. The Rootes Co. two-stroke diesel engine, used in Commer and Karrier vehicles, had a Roots-type blower but the two names are not connected.

The superchargers used on top fuel engines, funny cars, and other dragsters, as well as hot rods, are in fact derivatives of General Motors superchargers for their diesel engines, which were adapted for automotive use in the early days of the sport. The model name of these superchargers delineates their size; i.e. the once commonly used "6-71" and "4-71" blowers were designed for General Motors diesels having six cylinders of 71 cubic inches each, and four cylinders of 71 cubic inches each, respectively. Current competition dragsters use blowers of 14-71 design.

Checking Your Car Engine

2007-05-15T04:42:00.000-07:00

The engine is what makes your car run. That is to say it is the most essential part of your vehicle. Checking your car engine helps a lot in maintaining an excellent performing engine.

To check this very significant auto part, stop first the engine. Let the engine oil be poured down to the oil pan. Then, pull the engine oil dipstick. Checking your owner’s manual will guide you in looking for the engine oil dipstick. Using a clean rag, any cloth or tissue, wipe it off and then. Insert it again down into its right place.

Pull the oil dipstick again. Try to check the oil level. It should be at the part of the cylinder where there is the "FULL" mark. However, it is still ok if it is quite lower. Proceed now with the checking of the oil condition. If it is not black anymore, it means you need to change it. It is still ok if it is slightly black. Any other oil color would definitely mean an engine problem.

In topping up oil engine, augment the same type and brand as you already have. This will prevent inconveniences in your engine.

Again, check the oil level. Just make sure not to overfill it. Then, return the dipstick and close the oil filler cap.

In checking automatic transmission fluid, different cars follow different procedures, so it is better to consult the owner’s manual.

Pull the transmission dipstick. Using a clean rag, wipe it off. Then, insert it back in its place.

Pull it again and go check fluid level. It should be within COLD marks if the engine is cold. If the car is warmed up, the level should be at the "HOT" mark. There is nothing to worry about if it is a bit lower.

Fluid condition must also be checked. It should be clean and transparent and has no burnt smell.

In topping up transmission fluid, it is essential to use only the specified one. You can always consult your owner’s manual or ask an auto shop to assist you in doing this. You need to be very careful in topping up transmission fluid because incorrect transmission fluid can destroy the engine.

Augment a small amount of the fluid through the dipstick pipe. For a few minutes, let the fluid to flow down. Then, recheck the fluid level. Make sure it does not overfill.

In your Acura car, Acura engine parts are the most essential auto part. Always check the engine to prevent break downs.

Honda FCX

2007-05-15T03:54:00.000-07:00

Honda Motor Co. has finally unveiled its next-generation hydrogen fuel cell vehicle last Thursday with the announcement that it would begin producing a small number of vehicles that will be marketed in Japan and United States.

The new Honda FCX is made more sporty and sleeker as compared to the current version that has a top speed of 100 mph. It also has a longer range from 210 miles to 270 miles and of course a fuel cell power system that is 400 pounds lighter. Its auto parts such as air induction and others were also modified to function on hydrogen fuel.

The introduction of the FCX was right on timing since there is a growing concern for the greenhouse gas emissions not to mention the calls in Congress to dramatically raise fuel economy standards to minimize exhaust emissions.

Hydrogen vehicles provide lower net carbon dioxide emissions. Plus it can help end US dependency on foreign oil. Sadly this is easier said than done. The expenses that comes with building hydrogen fuel cells not to mention the absence of hydrogen fueling stations around the country creates a major obstruction for the fulfillment of this goal.

But thanks to companies like Honda which is at present is looking at an experimental home energy station that is making use of natural gas supplied to most homes to produce hydrogen fuel, hot water, heat, and electricity. According to Ben Knight, Honda’s vice president for research in the Americas, the best thing about hydrogen is that it can be extracted from a broad range of sources that includes methane or natural gas, bio-mass and renewable sources like solar or wind.

He further added that the next generation FCX is a “quantum leap forward”. The FCX will also be given a much higher price tag at least $500 more totaling to only a fraction of the approximate $1.5 million production cost of each Hydrogen fuel celled Honda.

Honda has already sold 30 units of their eco-friendly car worldwide. Mr. Knight also said that the production of the FCX model would eventually surpass the current fleet. Just to give customers a taste of what the FCX has to offer Honda has leased one to a family in California two years ago and last March another FCX was leased to a 17-year-old actress and environmental activist Q'orianka Kilcher. Honda has also allowed journalists to test drive two of its FCX. In addition government officials including top White House environmental adviser James COnnaughton were also invited to test drive Honda’s FCX.

The FCX when accelerating gives off a sound similar to a jet engine rather than a conventional gasoline engine. It is also has superior acceleration as compared to the current model that has a top speed of only 100 mph. Honda has also assured that the production vehicle will be similar to the concept showed last Thursday complete with the upgraded bumpers and revised interior.

Honda is not the only automaker that is conducting research on hydrogen vehicles; most major carmakers have spent billions on research alone. China is also investing heavily in hydrogen and if everything goes well for them they may even become the first country to adopt hydrogen vehicles in large volume.

It can be remembered that General Motors has said that it would introduce the world’s largest fleet of hydrogen-powered Chevrolte Equinox SUVs by means of its “Project Driveway” program in New York, Washington, DC, and California. And next week GM has scheduled a tour to take journalists on a 300-mile drive from its labs in Honeoye Falls, N.Y. to Tarrytown, N.Y., to update them on the progress of its hydrogen research. GM is hoping to build a 1000 vehicle fleet between 2010 and 2012.

Ford Motor Co. is also working on its plug-in electric hydrogen-powered vehicle with a range of 225 miles which will be called HySEries Edge. In addition Ford will have a fleet of hydrogen powered E-450 shuttle buses aside from hydrogen vehicles. DaimlerChrysler for its part will also be producing 100 hydrogen fuel cells to be distributed worldwide and that includes the 25 units destined for California. BMW will also be producing its own 100 Hydrogen 7 vehicles and plans to be leasing them next year.

2007 Mercedes-Benz SLK 350

2007-05-14T23:38:00.000-07:00

SLK 350 - new 3.5 L (3498 cc) 200 kW (272 hp DIN) double overhead cam V6 engine, 0-100 km/h (62 mph) 5.4 seconds, top speed 155 mph (electronically limited).

Ride, acceleration and handling:
Acceleration and handling are top-notch. The electronic stability-control system in the SLK 350 is one of the best available--constantly monitoring steering inputs and quickly acting to correct errors, such as turning too quickly into a curve. Ride is excellent for trips of 50 miles or so on relatively clear roads. But with its cramped cabin and up-righteous seats, trips of longer durations, especially in heavy traffic, can become a chore.

Head-turning quotient:
Deliberately hot, sexy, sporty. It turns heads everywhere.

Body style/layout:
The SLK 350 is a front-engine, rear-wheel-drive luxury roadster with a power-operated, convertible hardtop roof. It has two side doors, two seats, no cabin space for cargo and a teeny trunk that can handle two small overnight bags. SLK models include the tested 350, the base 280 and the top-of-the-line SLK 55 AMG.

Engine/transmission:
Standard equipment includes a 3.5-liter, 24-valve, V-6 engine that develops 268 horsepower at 6,000 revolutions per minute and 258 foot-pounds of torque at 2,400 rpm. The engine is linked to a six-speed manual transmission. A seven-speed automatic transmission that also can be shifted manually is optional ... for $1,430.

Capacities:
There are two seats. Cargo capacity is 9.8 cubic feet. The fuel tank holds 18.5 gallons of required premium unleaded gasoline.

Mileage:
We had a city/highway mileage of 20 miles per gallon.

Safety:
Antilock brakes, electronic stability and traction control, and side air bags are standard.

Price:
Base price on the 2007 Mercedes-Benz SLK 350 Roadster with manual transmission is $47,400. Dealer's invoice price on that model is $44,082. Price as tested is $57,620, including $9,445 in options (key fob that can operate doors, convertible hardtop and windows; premium audio system; Mercedes-Benz Tele Aid emergency communications system; onboard navigation; Sirius Satellite Radio, among many other spiffs) and a $775 destination charge. Dealer's price as tested is $53,640. Prices sourced from Mercedes-Benz and www.edmunds.com.

Purse-strings note:
It's a great toy. Compare with BMW Z4, Nissan 350Z, Porsche Boxster.

Complaints:
It's expensive, impractical and designed to stay that way.

Dodge Nitro 2007

2007-05-12T06:25:00.000-07:00

The 2007 Dodge Nitro is an all new mid-size SUV monster. Dodge redesigned the full-size Durango in 2004, and since then has been planning the Nitro. There are many mid-size SUVs out there, and Dodge wanted the Nitro to be distinctive, in order to keep up its reputation for bold styling. The result is a very squared-off vehicle, with larger fender flares.

The Nitro looks and feels larger than its size, with a high seating position that SUV owners enjoy, and good cabin space. It features a cargo storage system whereby the rear seats and front passenger seat fold totally flat in seconds; additionally, the cargo floor slides rearward out over the rear bumper, and can hold 400 pounds, making the loading of heavy objects much simpler.

The Nitro comes in either two-wheel drive or four-wheel drive, with a choice of V6 engines, one old and one new version. The new 4.0-liter V6 is better than the old 3.7-liter, with 50 more HP and fuel economy that's only a few miles per gallon less. However the 4.0-liter engine only comes in the top-of-the-line R/T model, which costs about $2700 more than the most popular SLT but a five-speed automatic also comes with the R/T, and that transmission is better than the standard four-speed in the SLT.

There are three types of upholstery: cloth, a stain-repellant cloth, and perforated leather. No matter which interior option, the seats are very comfortable. The cabin is quiet thanks to heavy use of sound deadening material, and visibility out the rear and to the front corners of the Nitro is excellent.

For a base price of $19,225, a Nitro owner gets many safety features that are usually optional on other vehicles, such as front and rear side airbags, side curtain airbags, an electronic stability program with traction control and brake assist, and a tire-pressure monitor to cap it all off.

Model Lineup

The 2007 Dodge Nitro comes as three models, each with a choice of two-wheel drive (2WD) or four-wheel drive (4WD).

There are three models of the new 2007 Dodge Nitro: the SXT in 2WD, $20,735 with part-time 4WD), SLT ($22,635 and $24,145) and R/T and with full-time 4WD); all prices plus $660 delivery.

The SXT ($19,225) comes with a 210-hp 3.7-liter V6 and a choice of 6 speed manual transmission or 4 speed automatic ($1000). The 4WD model ($20,735) uses a part-time four-wheel-drive system. Standard equipment includes cloth upholstery, air conditioning, remote entry with power windows and door locks, 115-volt power outlet, flat folding front passenger seat, 60/40 folding rear bench seat, AM/FM/CD with MP3 and six speakers, traction control and brake assist, slate-colored molded front and fender flares, folding power mirrors, rear window washer/wiper, and 16-inch wheels.

The SLT ($22,635) and SLT 4WD ($24,145) come standard with the auto trans. The SLT adds stain-resistant cloth seats, power six-way adjustable driver's seat, leather steering wheel with audio controls, overhead console, cruise control, heated mirrors, compass, auto-dimming rearview mirror, vehicle information instrumentation, tinted windows, body-colored front and rear fascias and fender flares, and 17-inch aluminum wheels.

The R/T ($25,310) has a new 4.0-liter V6 making 260 horsepower, joined to a five-speed automatic. The R/T 4WD model ($26,970) has a full-time four-wheel-drive system. The R/T comes with a sports suspension with 20-inch wheels and Goodyear Eagle tires. The R/T is equipped like the SLT, though it also has Satellite Radio.

Options for all three models include a power sunroof, foglamps, full-size spare tire, and trailer tow package. Full-time 4WD is an option on the part-time 4WD SXT and SLT models. Options for the SLT and R/T include leather upholstery, navigation system, remote start, hands-free phone, luxury sound system with eight speakers plus subwoofer. The optional Multimedia Info-tainment System features navigation, audio, entertainment and communication wrapped into one, along with voice-command and a 20-gigabyte hard drive to store music and photos.
Dodge Nitro Reviews
Walkaround

Dodge publicity makes a big thing about the Nitro's looks, citing its so-called athleticism. We're not sure. We might call it brawny, but mostly it just looks boxy. The exaggerated fender flares are the only rounded parts in the styling. Every other angle is square-ish. It looks and feels larger than mid-size, which some will find to be a good thing.

From the front, it's unmistakably Dodge. It's got that big crosshair grille, which looks much better in body color (R/T) than chrome (SXT, SLT). The horizontal headlamps, turn signal slits and foglamps are a tidy fit in the massive face.

However it doesn't appear as if much attempt was made to have the front bumper/fascia be tidy; it's got edges all over the place, including a valley that might hold a three-foot-wide license plate, or maybe a bumper sticker that says, "I'm a Dodge so I'm in your face!" Under that, there's a wide air intake for the power steering cooler, whose thin fins are exposed to flying stones because there is no screen.

Taking a cue from the faux portholes on the Buick Lucerne, or possibly the tradition of a Mercedes-Benz sports car, there's a trapezoid-shaped insert, black plastic with three chrome ribs, located just forward of the mirrors. It's intended to look like a cooling slot. It's a nice touch, and for such a small piece it goes a long way toward relaxing the Nitro's blocky shape.

In silhouette, with its relatively upright windshield, very high beltline and rectangular windows, plus short front overhang, its shape is reminiscent of, say, a '62 Dodge Power Wagon. But from the rear three-quarter angle, the lines around the rear glass are reminiscent of its bigger cousin, the Jeep Commander. We like the cleaner black, rather than chrome, around the windows.

Our test Nitro R/T was equipped with standard 20-inch chromed aluminum wheels, and they sure are showy. The much narrower sidewall on the 20-inch tires doesn't appear to offer much defense against flats.

Interior Features

The SXT comes in a basic cloth, but the cloth in the SLT and R/T is something called YES Essentials; it claims to repel stains, control odors and reduce static electricity. The optional perforated charcoal leather with red stitching in our test R/T was beautiful. The front buckets were very comfortable and supportive, with excellent bolstering.

The steering wheel is a handsome four-spoke, with a big center hub and thick spokes at 9:00 and 3:00 o'clock, smaller spokes at 5 and 7; the info center buttons are under your thumb on the big spokes. There are three big main instruments: speedo in center, tach on right and fuel and temp on left. They're very good looking and especially legible, with the digital information still visible in the sun because the three pods are thoughtfully shrouded. Chrysler does gauges right, and generally blows GM out of the water when it comes to handsome style and function.

There's good front seat legroom, and it feels like there's even more because the dashboard is narrow, making the cabin feel nothing like that in a minivan. The dash also has an insert over the center stack, about 6 by 9 inches with grippy rubber at the bottom, and it's perfect for, well, things. The glovebox is the full width of the passenger side.

Rearview visibility is very good, with just windows back there, no attempt at swoopy styling with sheetmetal. And again, because the front fenders have no rise or real shape, it's easy to see the front corners of the vehicle, making parking a relief compared to many vehicles this size.

The square theme continues with the center stack and its instruments and buttons for the sound system and climate control, although nowadays many cars look like that, which isn't bad, just almost natural. Everything is clean, easy to operate, and easy to understand. We especially like the door handles, an intelligent ergonomic design: they're like a half loop, and you simply slip three or four fingers of the hand against the door inside the handle, fingers facing forward so there's no twist of the wrist, and pull.

Between the seats, along with the gearshift, transfer case, and emergency brake lever, there are two fixed cupholders and a small recess for change. There's a shallow tray in the top of the center console storage bin, and a deep compartment under that; as one lady on the press launch said, it's big enough to stash her cat, on road trips.

But the Nitro really rises to the occasion behind the front seat. The Load 'n Go function quickly and easily flops the 60/40 rear seats and front passenger seat totally flat. With the liftgate raised, the carpeted (washable vinyl on the SXT) cargo floor slides rearward 18 inches, out over the bumper, saving a loader's back. It can hold 400 pounds.

Under half of the cargo floor there's a four-inch-deep compartment that can store things such as jumper cables and tools, or hide a laptop.

For the past couple of years, Dodge has been working hard on making their SUVs quiet, and the Nitro succeeds. The 3.7-liter engine is rather loud, but the Nitro's sound-deadening material muffles it well.

Finally, the air conditioning might be fine on a normal day, but it seemed marginal for hot conditions.

Driving Impressions

After long cruises in both the Dodge Nitro SLT 4WD and R/T 2WD, we prefer the R/T.

The 3.7-liter engine in the SLT is slightly harsh and too slow, and the four-speed automatic transmission needs another gear; we floored the SLT once at 40 mph, and the tranny didn't kick down and the vehicle felt wimpy. The suspension takes bumps with a jolt, especially at lower speeds and mostly at the front wheels. And when we turned off the stability control and drove it aggressively around a hairpin turn, the front end washed out as badly as anything we've felt in a long time, on its Goodyear Wrangler tires. This was surprising, because the Nitro is a rear-wheel-drive design.

The R/T costs about $2700 more, but it's def. worth it. It's better looking, with more of its trim in the same color as the body, although the 20" chrome wheels are a bit expensive (as a $1405 option on the SLT, too bad you can't get 17-" size on the R/T and save the money). Chrysler's R/T models are considered higher performance, but in this case it's not hot-rod high performance.

The 4.0-liter V6 is a new single overhead-cam engine. It's rated at 260 horsepower, 50 more than the engine in the SLT, and it provides 265 pound-feet of torque at 4200 rpm. That's a lot of horsepower and torque, and we can't say that the R/T really feels like it has that much.

The R/T engine is quieter than the 3.7-liter in the SLT, and it gets nearly the same mileage: 17 city and 21 highway in 2WD, with 89 octane recommended but 87 acceptable. We got 16.7 mpg driving the R/T very hard.

The five-speed automatic transmission makes a difference in smoothness over the 4-speed. However in manual mode, it doesn't do well. It responds to a shift by the driver (at least this driver) about half the time. As a result, passing on highways is unnecessarily dangerous. The upshifts near redline (6000 rpm) are also a bit slow. And the shift mechanism is not comfortable, either.

The handling of the R/T is reasonable, and considerably more direct than the SLT; quality tires help quite a bit. But it's the ride that's much better, in this 2WD model. In theory, the R/T's tuned suspension should be much more firm, and surely it is a better vehicle overall, but it's also a lot more comfortable.

Dodge's "Pony Car" in the 1970s

2007-05-12T01:50:00.000-07:00

The Dodge Challenger made its debut in the fall of 1969 as a 1970 model. While it shared the "E-body" platform with the Plymouth Barracuda, Dodge Challenger's wheelbase was two inches longer, creating more interior space.

The Dodge Challenger was originally offered as either a two-door hardtop or convertible. And, befitting the brand's performance heritage, the Dodge Challenger also went racing in its first year, competing most notably in the Sports Car Club of America (SCCA) Trans-Am series and National Hot Rod Association's Pro Stock class.

Although it was produced only from 1970 to 1974, the Dodge Challenger earned a reputation as one of the most desirable of the original "pony cars," with meticulously restored or rare examples today selling for six-figure prices.

In its first year, Dodge Challenger was offered in a limited-edition T/A (for Trans-Am) model to meet homologation requirements for SCCA Trans-Am racing. In 1971, a Dodge Challenger paced the Indianapolis 500 race. New front-end styling in 1972 featured a larger, "egg-crate" grille. In April 1974, Challenger production ceased. Over a five-year span, approximately 188,600 Dodge Challengers were sold.

The Dodge Challenger is another chapter in Chrysler Group's long history of bringing concepts to production, with vehicles such as the Dodge Viper, Plymouth Prowler, Chrysler PT Cruiser and Jeep® Compass.

"Our product development system allows us to quickly turn concepts into high-quality production vehicles," said Eric Ridenour. "We're justifiably proud of our speed to market, and Dodge Challenger is the latest example of our focus on getting gotta-have-it vehicles to our customers."

Dodge Brand

With 1.4 million vehicles sold globally in 2005, Dodge is the No. 5 nameplate in the U.S. automotive market. Overall, Dodge has a 7 percent market share in the United States. In the minivan market, Dodge has a 22 percent market share; in the truck market, 16 percent; and 5 percent of the car market.

This year, Dodge Caliber paved the way for international expansion of the brand. Hot on the heels of Caliber are the all-new 2007 Dodge Nitro, Caliber SRT4 and a D-segment vehicle.

How Extend The Life Of Your Car Battery

2007-05-12T01:39:00.000-07:00

There are several strategies you can use to extend the life of your car battery and avoid a dead battery crisis. Regular maintenance of your automotive battery is a must, especially in extreme weather conditions. Remember over heating is bad. Check the electrolyte level in the battery. One of the easiest cleaning tips, is to make sure the terminals are clean. You can buy an cheap terminal brush and scrub off any corrosion on the battery terminals and cables. Sometimes a dead battery is nothing more than corroded terminals. Once they are clean, your car will crank right up. Car batteries also need to be recharged after deep cycle discharges and jump starts.
If you run an auto shop or other mechanical service, you will need a car battery charger to recharge your batteries. The time required to charge a car battery back to a full charge depends on the number of ampere hours (AH) depleted. Ampere hours are calculated by multiplying the number of hours times the number of Amps that the battery supplied to the load. For example, if a load was connected to a battery that used 7 Amps for 5 hours, the car battery supplied 35 Ahs. The recharge time would then be calculated by dividing 35 Ahs by the amperage charge rate of the charger. Once you are armed with this information you can make sure your batteries are fully charged and remain healthy.

If you are storing you batteries for a long period of time, such as a ski boat in winter. A trickle charger is highly recommended. These will slowly charge your battery and make sure it remains fully charged through the winter months. It is better to let the battery stay fully charged then try to recharge it in the spring. Fully discharging the battery will reduce its overall life.
By taking these simple suggestions, you can extend the life of your battery and hopefully avoid getting caught with a car that won’t start.

Engine Details of Mercedes CL 65 AMG

2007-05-11T18:02:00.000-07:00

The outstanding qualities of the AMG V12 engine have won for it awards like the “International Engine of the Year Awards” in the “Best Performance Engine” category in the year 2004. The 450-kW/612 hp AMG power unit was proclaimed winner beating over 70 other competitors from US, Japan, and Europe.

In the manufacturing facility for the AMG engine the philosophy is “One man, one engine” which means that each AMG 12 engine is hand-assembled from start to finish by a single engineer following the strict quality standards impose by the Mercedes-Benz. The “one man, one engine” philosophy is documented by the engineer’s signature found on the AMG engine plate.

The twelve-cylinder biturbo engine found in the CL65 AMG features the latest technology from the world of motorsport. The highly flexible components and materials assured the continuous influx of power and torque even when operating at extreme temperatures. These components include high precision-balanced crankshaft that is created out from high strength materials; forged pistons made from special materials that are extremely resistant from pressure and temperature; and a more effective oil-spray cooling system with a distinct nozzle for each piston, plus some larger piston pins.

The major and big-end bearings are also made from high quality materials to counteract the pressure and the temperature more effectively. The charge cycle in the cylinder heads gets some advantage out from the optimized combustion chambers as well as on the extended opening times of the intake valves. Moreover, a modified oil pump makes sure that all the parts that need lubrication are supplied with oil even under extreme conditions. To further boost the performance of the AMG engine an engine oil cooler is also added in the front apron with the addition of an extra engine coolant radiator located in the wheel arch.

Redesigned charge-air cooler…
The charge-air cooler has also been modified with a low temperature radiator positioned in the front of the vehicle which was made almost 70 percent larger. The system functions on the precept of an air-to-water heat exchanger for an effective cooling of the intake air which are compressed by the turbochargers before they are made to enter the combustion chambers.

The extra surface area added for the low temperature radiator results in a 25 percent reduction in the intake temperature at full throttle and assures high power and torque output in any operating conditions regardless of the temperature outside.

The casing or the frame of the compressor and the turbine in both turbochargers together with the turbine and compressor wheels has been enlarged producing a maximum charge pressure of 1.5 bar.

The electronically controlled fuel supply with its new developed components functioned with a variable system pressure between 3.6 and 5.0 bar. The fuel pressure is also regulated intermittently in accordance to the required power and the temperature outside. The engine management system interprets the command from the accelerator and makes the necessary action.

AMG sports an especially designed Mercedes exhaust system…
The powerful sound of the AMG twelve-cylinder is guaranteed by the AMG sports exhaust system with two trim chromed tailpipes in the exclusive AMG V12 design. Similarly catalytic converters that has tri-metallic coating can provide a faster response from a cold start and offer an efficient exhaust-gas after treatment and an extensive service life. The CL 65 AMG also complies with the EU4 emissions standard as well as the emission requirements for the US market.

Here are the major data for the CL65 AMG

- Cylinder configuration/valves per cylinder – V12/3
- Displacement cc – 5980
- Bore x stroke mm - 82.6 x 93.0
- Compression ratio - 9.0 : 1
- Output kW/hp at rpm – 450/612;4800-5100
- Max. torque Nm at rpm - 1000 2000-4000
- Acceleration 0-100 km/h s - 4.4
- Top speed km/h - 250

The AMG Speedshift 5-speed automatic transmission and steering-wheel gearshift paddles
The driving power of the new CL65 AMG is distributed to the wheels by the AMG Speedshift 5-speed automatic transmission with AMG gearshift paddles and DIRECT SELECT gearshift. There is also an S/C/M button found on the centre console that enables drivers to choose the driving modes that they want like Manual, Comfort, and Sport driving.

The driving modes will also change the transmission characteristics and in turn alter the accelerator response and the spring/damper settings of the AMG sports suspension basing on the Active Body Control. The gears may also be shifted manually at any time by using the silver-colored aluminum shift paddles on the ergonomically designed sports steering wheel.

The AMG V12 delivers a potent torque of 1000 Nm calls for a powertrain that has been systematically reinforced. For the automatic transmission this will include newly developed clutch plates coated with high quality metallic plus the modified shift and torque converter lock-up logic. These are supplemented with the redesigned shafts, larger hub carriers and made even more durable steel spring links.

1992-96 2.2L 4 cylinder excluding VTEC engine Honda Prelude S model Radiator

2007-05-10T06:37:00.000-07:00

This replacement radiator is just what you need to get your vehicle in working order again. All of our radiators feature these great qualities:

* Direct replacement that is built to strict quality control specifications
* Engineered for optimum heat-transfer performance and fit
* 100% tested each and every time
* Plastic tanks with metal core
* Guaranteed fit to standard and automatic transmission models

Specifications

Core Size: 13 3/4" x 26 1/4" x 1 1/4"
Top header: 2" x 27"
Bottom header: 2" x 27"
Inlet kneck diameter: 1 1/4"
Outlet kneck diameter: 1 1/4"
Rows: 2
Distance between transmission oil cooler fittings: 12 3/4"

This part is built to strict quality control standards. Makes a great replacement and has substantial cost savings over a dealer unit.

A note on Radiator and Heater Core Shipping: Due to the nature and size, a radiator may incur small dents and scratches on the cooling fins, tubes and/or tanks from handling and load shifting during shipping. Bent tubes can be easily repaired and dents and scratches do not affect the fit or function of the part. Neither our 60 Day satisfaction guarantee, nor the manufacturer’s warranty, cover these insignificant damages.
This Part Fits The Following Model Years:

* 1992 (92) Honda Prelude
* 1993 (93) Honda Prelude
* 1994 (94) Honda Prelude
* 1995 (95) Honda Prelude
* 1996 (96) Honda Prelude
engines cars hybrid engine reviews

Cleaning Your Car Engine

2007-05-10T05:46:00.000-07:00

A few precautions- Always wear good eye protection when using chemical cleaning agents like engine degreasers. You absolutely must disconnect your vehicle's negative battery cable before beginning any cleaning work on the engine and/or electrical system. Please also refer to your vehicle's service manual for any cleaning instructions or precautions that may specifically apply to your particular engine.

Step One- Before you begin the cleaning, start the engine, let it warm up for a few minutes then shut it off, in order to soften up collected grease and grit in your engine compartment. The correct cleaning temperature for the engine to be is warm but not hot- you should be able to hold your hand to the engine without burning it.

Before cleaning the engine with water, it's imperative to cover electrical and mechanical components beneath the hood to protect them from water damage. The air intake/air filter, the distributor, the coil and the oil dipstick/breather should be covered using plastic baggies sealed with rubber bands It's a good idea to also check the tightness of the oil filler cap, power steering filler cap, windshield washer fluid cap, oil dip stick, battery filler caps and secure baggies over them.

Step Two- Spray all over the engine and engine compartment with non-petroleum based degreaser, starting from the bottom and working up. Citrus degreasing products will not harm the paint or finish on aluminum components and are biodegradable. After 3-5 minutes use a soft cotton towel or brush to carefully scrub the heavy dirt. Re-spray and re-scrub any areas that need additional cleaning. Once the whole engine and engine compartment has been cleaned, rinse thoroughly with water. Try to avoid getting the degreaser on any exterior painted areas as it will strip the wax from your finish. If this happens, it's okay, but you'll have to give those areas a good wax job when you're through.

Step three- Once clean, right away take off all the plastic baggies. Dry any collected water, especially on aluminum parts, with a soft cotton towel. Using paper towels, dry the battery. Start the engine and let it warm up, in order to dry the remainder of the engine and evaporate any moisture in sensitive components. Once everything is dry and cooled off is a good chance to put a coating of rubber protectant on your rubber hoses, plastic shields and rubber gaskets.

Step Four- If the battery terminals are dirty, disconnect the cables and clean both the cable terminals and battery posts with a wire brush. Reconnect the terminals and retighten. Get some battery terminal spray and spray on the connected terminals to protect them from corrosion.

Step Five- A thin coating of non-silicone lubricant should be applied to any hinges, throttle cables, cruise control cables and similar moving parts. Now check and top off fluid levels.

Take your car out for a spin and make sure the engine runs satisfactorily. Congratulations, you're done and now should have a spotless shiny engine compartment.

Turbocharger Tips

2007-05-10T05:23:00.000-07:00

Turbocharger serves to pump more air into the engine boosting engine power without increasing the engine volume.
Due to its design, the turbocharger works at very high temperatures. Therefore, the requirements to the engine oil quality are much higher. Low quality, or old contaminated oil can be easily cooked under high temperature in the turbocharger causing it to fail.
Here are few tips:
- If it's not against manufacturer recommendations, use synthetic oil, or at least be very accurate with regular oil changes.

- When you stop the car after hard driving (speeding, accelerating, etc.) don't shut the engine off right away, let it idle for a while to cool down the turbocharger.

- Very long uphill driving under constant load may also cause turbo to overheat, try to avoid it if possible.

Turbocharged Direct Injection

2007-05-10T01:17:00.001-07:00

The engine uses direct injection where a fuel injector sprays directly into the engine cylinder rather than the pre-combustion chamber prevalent in older diesels which used indirect injection. The engine is coupled with a turbocharger and intercooler to increase the amount of air that can get into the engine cylinders, thereby increasing the amount of fuel that can be injected and combusted. In combination, these allow for greater engine performance while also decreasing harmful emissions.

Other companies also use similar technology today, but "TDI" refers to these type engines. Normally-aspirated engines (those without a turbocharger) made by Volkswagen Group use the label "Saugdiesel Direct Injection" (SDI).

The reduced material volume of the direct injection diesel engine reduces heat losses and thereby increases engine efficiency, at the expense of increased combustion noise. A direct injection engine is also easier to start when cold, due to the reduced heat loss of the design.

Fuel

Like all diesel engines, TDI engines can run on petrodiesel or biodiesel. When converted properly, one can be made to also run on straight vegetable oil (SVO) or waste vegetable oil (WVO). Most conversions also make it possible to run on kerosene.

In terms of fuel efficiency, and clean emissions when run on biodiesel or SVO/WVO, TDI engines are among the best on the market. This is often overlooked because they do not drive on gasoline. The common Volkswagen 1.9L TDI, officially gets between 37-57 mpg for the automatic and 42-61 mpg for the 5-speed.

Newer TDI engines, with higher injection pressures, are less forgiving about poor-quality fuel than their 1980s ancestors. No. 2 diesel fuel is recommended since it has a higher cetane number than No. 1 fuel and has lower viscosity (better ability to flow) than heavier fuel oils. Many enthusiasts have converted their TDI cars to run on SVO or WVO by installing devices that pre-heat the oil to lower its viscosity, as the viscosity of unrefined oil is much higher than petrodiesel or biodiesel.

Volkswagen of America does not endorse the use of biodiesel in high percentages. They state that "[s]hould the use of substandard fuels, or higher level blends of biodiesel, damage your engine or fuel system, such damage cannot be covered under warranty." Thus a high-percentage biodiesel user who encounters fuel system problems can reasonably expect difficulty obtaining service under warranty if the biodiesel use is apparent to the dealer.

Thermotime switch

2007-05-10T01:08:00.000-07:00

A thermotime switch is a sensor used to control the cold start enrichment process in some older fuel injection systems. An extra injector is placed in the inlet manifold designed to feed all of the cylinders, and whilst the other injectors have flow rates controlled by pulse duration, the cold start injector stays on during the initial cold starting procedure.

This duration is controlled by the thermotime switch, which is a bimetallic strip based device placed in the water jacket. When an engine first starts, the coolant temperature is cold and the bimetallic strip is closed, which in turn supplies the cold start injector with current.

A small heater coil is built in to the thermotime switch, which effectively gives a timed output to the cold start injector with the timing duration dependent on the temperature of the engine. If the engine is started whilst warm the bimetallic strip remains open due to the higher temperature, meaning the cold start routine is not entered.

MAFless Tuning

2007-05-09T16:42:00.000-07:00

MAFless tuning is a method of operating the fuel injection system on a gasoline-powered motor vehicle whereby the mass airflow meter, or MAF, is removed.

The MAF

The MAF is a component in a vehicle's intake system through which air flows past a wire that is heated by an electrical current. The airflow cools the wire, enabling the MAF to calculate the volume of airflow into the engine. The vehicle's engine management computer then uses this information to calculate the correct amount of fuel to be delivered to the cylinders by the fuel injection system.

Removing the MAF

When tuning a MAF-equipped vehicle to operate in MAFless mode, the MAF is removed. This requires the use of an alternative method of calculating airflow into the engine. On vehicles so equipped, this alternative involves the use of a manifold absolute pressure, or MAP, sensor. The MAP sensor measures pressure in the engine's inlet manifold. When coupled with data regarding the engine's revolutions per minute, or RPM, and throttle position, the MAP sensor can be used by the engine management computer to calculate fuel requirements.

Advantages

By changing the engine from MAF mode to MAFless/MAP mode, vehicle modifiers claim two advantages:

* The MAF may pose a physical restriction across the vehicle's intake tract, thereby reducing airflow into the engine. By removing the MAF this restriction is eliminated, potentially improving engine performance.

* By moving the airflow measurement sensor from the intake plumbing to a point closer to the cylinders, the time lag from air moving past the sensor to reaching the cylinder can be reduced, thereby improving throttle response.

Disadvantages

A potential disadvantage of converting an engine from MAF to MAFless mode is that where the MAP sensor is used to measure airflow, the corresponding fuel calculations must be performed by the computer based on tables of information programmed by the engine tuner. If other parts of the engine are subsequently modified with an effect on airflow through the engine, these fuel tables must be adjusted to match the revised engine hardware. By contrast, when operating in MAF mode the computer can automatically adjust its fuel delivery based on the airflow data generated by the MAF, even if other engine hardware is changed.

Applications

MAFless tuning is a popular modification in Australia for Holden vehicles powered by the General Motors LS1 Gen III 5.7 V8 engine. The genesis for MAFless tuning of the LS1 in Australia was the HSV GTS version of the Holden Commodore, which was factory fitted with a Callaway-developed C4B version of that engine running in MAFless mode. Rated at 300 kW, the C4B was the most powerful factory LS1 sold in Australia and created substantial credibility for MAFless tuning of LS1 V8s. Within days of the HSV GTS's release the CSV Veloce was on the Australian market with a 330 kW LS1 incorporating a MAFless configuration, and taking Australian motoring performance to a new level.

However, tuners of the LS1 in North America tend to prefer retaining the MAF, instead overcoming intake tract restrictions by installing a MAF with a larger diameter body.

Minimize Engine Movement and Vibration With a Functional Mercedes Transmission Mount

2007-05-09T16:39:00.000-07:00

A ride in your Mercedes Benz should be a comfortable one, with the slightest feel of movement possible. However, with a broken vehicle mount, this would be absolutely impossible.

In your vehicle, there are actually several kinds of mounts namely: the engine, transmission, body-to frame, drive shaft supports and strut mounts. Basically, these mounts have three functions. One is to serve as an attachment point for a part to the chassis, another is to serve as an isolator to keep noise or vibration from being transmitted throughout the car, and lastly, to act as an adjustment point to keep a component in proper alignment.

The Mercedes transmission mount, in particular, forms the rear support of the engine/transmission assembly, and provides the correct operating angle for the front of the drive shaft. Aside from this, it has the vital function of reducing torque and vibration in the drive line, and minimizing the vibration transmitted to the chassis, along with the engine mount.

The Mercedes transmission mount, just like other mounts are mostly made of either rubber or steel. Due to this, factors such as usage, automotive chemicals such as oil and other contaminants can lead to its deterioration and failure.

When the Mercedes transmission fails, the amount of stress upon the engine mount will eventually increase. This will lead to the failure of the engine mount as well. Moreover, there is a huge tendency that a failed transmission mount could lead to accelerated wear or failing of the universal joins. If this happens, costly repairs will be needed.

Several types of transmission mounts are found in the market but remember that certain types may not exactly work for your vehicle. The race-type mounts can stabilize the transmission too much that you can feel every bit of vibration in your car. Other after-market mounts are designed to make mounts even stiffer. It is careful to choose the kind that can decrease unwanted transmission movement while efficiently controlling the amount of vibration.

There are several ways in which you can determine that your Mercedes transmission mount is failing. The presence of hydraulic fluid in your transmission mount, it may be a sign that it is already failing. Abnormal noises like a knocking sound and excessive engine movement can also be indicators.

It is therefore important to replace your Mercedes transmission mount once it fails. Delaying it can just cause you more serious and more costly damage repairs.

Making 100 Mpg A Reality

2007-05-09T16:37:00.000-07:00

Getting 100mpg can seem like a pipe dream to many, but this is no longer one of those mythical numbers. It's already being done, right now, in vehicles you see on the road today.

For some people, getting 100mpg is as simple as getting a Moped. Sure, there's nothing really magical about a 50cc gasoline engine, but the very lightweight Moped can be great if you live in a city with heavy traffic and a lot of bike lanes (usually a Moped can drive in lanes for bicycles). I have a friend who lives in Boston, and he tells me that his little scooter is the best way to get around town since it can drive on the road like a regular car, and then take bike lanes to get through traffic backups quickly.

But for the rest of us who need an actual car to get somewhere, 100mpg is in a car that can drive on the highway is possible. While they aren't rolling of production lines, a person with a little know-how and some ingenuity can achieve the mythical 100mpg by starting with a car you can get from your dealer right now - a Toyota Prius.

For those who like to tinker, and if you live in an area with a lot of sunlight, you might consider installing a solar panels on your rooftop so that while your car is parked while you're out and about, the electric battery is being recharged. While this isn't the most efficient way to use solar panels (the roof of your house is a much better place for them), on some trips you may be able to hit 100mpg.

Then there's what many would consider the more sensible conversion - taking your current Prius Hybrid and converting it into a Plug-in Hybrid Electric Vehicle. The conversion will run you in the neighborhood of $5,000-$6,000 if you like to do things yourself or you can have a conversion company do it for you for about $10,000-$12,000.

Converting your Prius to a PHEV can help you hit the 100mpg mark when taking your daily commute since you'll be relying mostly on the electric motors to do all the work. And if you're taking short trips, the gasoline engine may not need to fire at all, which means you've used no gasoline for that trip.

And if you're feeling flush with cash, you live in Southern California, and you want to say goodbye to gasoline forever, you can get yourself a Tesla Roadster ($95,000). This vehicle is 100% electric, requires no gasoline, can do 0-60mpg in 4 seconds (about what a Porsche 911 Turbo can do), and has a range of over 200 miles. This vehicle gets the equivalent of 135 miles per gallon and costs only 2 cents/mile to drive (even the most fuel efficient non hybrid cars cost at least 8 cents/mile to drive)

How Tires Affect Your Gas Mileage

2007-05-09T16:29:00.000-07:00

Your tires - where the rubber meets the road.

And when it comes to saving money on gas, there's a lot of opportunity to get better milesge from your tires. Here are some tips for getting better mileage with your tires.

1 - Proper Inflation

It's been estimated that up to 50% of people are driving around on underinflated tires. While tires that don't have proper air pressure in them are unsafe, you will also lose 2% of your gas mileage for every 5 pounds per square inch (psi) of pressure that you are below the manufacturers recommended pressure. The reason is that if your tire isn't inflated properly, there's going to be more tire touching the road, causing more friction, which reduces gas mileage.

How can you tell if your tires are underinflated? Well, if they look flat they probably are, but it's not always possible to tell if your tires are properly inflated just by looking at them. In fact, it's actually quite difficult. What you need is a tool called a tire pressure gauge that you can get from any auto parts store and even your local Walmart or Sears - they're not expensive. Also, some gas station hoses will have one of these tools built onto them so you can check your pressure when you fill up.

When you're filling up one tire, make sure you check the rest to make sure that all your tires are properly and evenly inflated.

2 - Type of Tire

Some tires have specialized purposes - like snow tires. Snow tires are really good at driving through snow, but they do so at the expense of gas mileage. If you put snow tires on for the winter, make sure you get them off in spring.

Also, using steel belted tires can help you improve your gas mileage by up to 10%.

And when you're buying tires, try to fine a tire that has a low rolling resistance.

Wide tires and studded tires will both significantly lower your gas mileage.

3 - Alignment & Balance

Make sure that your wheels are properly balanced and aligned. While this isn't really something you can do at home without specialized equipment, your local auto repair shop can easily do this for you. Keeping everything aligned and balanced means that your tires will roll as freely as possible, helping you consume less gas.

While there are a lot of things you can do to save money on gas, make sure you don't neglect looking at improving your tires since they're the only part of your vehicle that actually touches the road.

Porsche will have pulses racing

2007-05-09T07:56:00.000-07:00

The Porsche 911 GT3

2007 Lotus Exige S

Base price: $60,815

Powertrain:
Mid-mounted supercharged and inter-cooled 1.8-liter DOHC inline four cylinder with variable valve timing; six-speed manual transmission; rear-wheel drive

Horsepower:
220 hp at 8,000 rpm

Torque:
165 pound-feet at 5,500 rpm

Curb weight:
2,077 pounds

0-60 mph:
4 seconds

Wheelbase:
90.5 inches

Overall length:
149.5 inches

EPA fuel economy:
23 miles per gallon city, 29 mpg highway

2007 Porsche 911 GT3

Base price: $106,860

Powertrain:
Rear-mounted, naturally aspirated, horizontally opposed DOHC six cylinder with variable induction and valve timing; six-speed manual transmission; rear-wheel drive

Horsepower:
415 at 7,600 rpm

Torque:
300 pound-feet at 5,500 rpm

Curb weight:
3,031 pounds

0-60 mph:
4 seconds

Wheelbase:
92.9 inches

Overall length:
176.9 inches

EPA fuel economy:
17 miles per gallon city, 24 mpg highway

If you think "low polar moment" has to do with melting ice caps, these cars are not for you. These cars are turnkey club racers, factory-prepped competition cars that you can drive to the track, hot lap and drive home on what's left of the tires. They are toys, although in general lethality, more in line with those made by General Dynamics than Mattel.

These cars -- the Lotus Exige S and the Porsche 911 GT3 -- belong to an esoteric subset of performance cars: stripped down, tweaked to the gills, barely legal. You could count among them the Lamborghini Gallardo Superleggera and the Ferrari F430 Challenge Stradale. How barely legal? The Exige S has a rear-view mirror -- for purposes of Department of Transportation approval -- but you can't see anything because the rear canopy is filled with the enormous intercooler.

Road cars are compromised. The steering is slower, more assisted and more self-centering. The springs and shocks are softer. The cabins are packed with heavy, noise-dampening insulation.

In the Exige S and the GT3, all that gets tossed like Imus Fan Club buttons. The Porsche has a stall-happy, dual-mass flywheel and a towering, leg-wearying pedal to engage it. Getting into the tiny, low-slung Lotus is like climbing into a desk drawer. Both cars have hair-trigger steering. A good sneeze can send you across three lanes of traffic.

These cars remind me of an O. Henry short story that was never written: A man, seeking revenge, gives his mortal enemy a gift of one of these cars -- free, no questions asked. The only condition: He has to pick it up in Baltimore and drive it home. On second thought, it's more like Stephen King.

But at the track? They're bliss, perfection, automotive Orgasmatrons.

The $60,815 (base price) Exige S -- the new supercharged version replacing the soft-on-power Exige -- is an elementary particle in sports-car physics: No power steering, no stability control and no adaptive damping to sooth the cat-o'-nine-tails sting of its suspension. The $106,860 GT3 -- a lightened and tightened version of the 997 with the naturally aspirated engine set to kill -- is more sophisticated: It has variable-rate power steering, traction control and adaptive damping. But what the Porsche giveth in terms of civility -- alcantara seats and optional DVD-based navigation, for instance -- it taketh away in protective overrides. Unlike standard 911s, the GT3 doesn't come with stability control; tease this rear-engine dragon's sliding, opposite-lock limits and you may find yourself going backward in a major hurry.

You could not ask for two unalike cars to be more alike. For example, both lunge -- and that's the only word for it -- to 60 mph in about 4 seconds. Both scream red-faced arias up to 8,500 rpm, and both reach peak torque at 5,500 rpm. Both use hand-stirred gear sets -- in fact, these are two of the quickest production cars in the world that still use a conventional six-speed manual gearbox (another is the Porsche Turbo). Both come shod with race tires (Yokohama ADVAN A048s for the Lotus, Michelin Pilot Sport Cups for the Porsche) that are stickier than a House subpoena. Both have adjustable suspensions: The Lotus has one-way adjustable Eibach/Bilstein coil-overs and rear anti-roll bar, while the GT3's whole geometry can be tuned (camber, toe, ride height and roll stiffness). Both have race-proven brakes: Brembos for the Lotus and, on our test GT3, Porsche's full-on land anchors, the optional ceramic composite brakes.

Oddly, both brands' American operations are based in Atlanta. How weird is that?

And both claw the air in search of track-holding downforce and radiator-cooling breezes with wings, splitters, intakes -- a dog's breakfast of scoops and aero-foils. The Exige S generates 100 pounds of downforce at 90 mph. The GT3's biplane rear wing is adjustable and includes a Gurney flap on the trailing edge of the deck lid. Top speed is a brisk 193 mph.

To paraphrase Bill Murray, what we have here are two heavily armed recreational vehicles.

A couple weeks ago, I took the Lotus Exige S to Willow Springs Raceway -- thank you, Los Angeles Shelby American Automobile Club -- and it was just phenomenal. Once I got there. I barely survived the 90-minute beating delivered by the Exige S's spine-zinging, concussive ride. Sweet suffering Jesuits!

Then I pulled onto the Streets of Willow circuit and it got all better.

Many words have been spilled trying to describe Lotus' distinctive handling, of which the Exige S is the best example. Low and wide-stanced, the car has its roll centers deep in the Earth. Being that it's a mid-engine car on a 90.5-inch wheelbase, with a 38/62 front/rear weight bias, you'd expect it to snappishly oversteer (translation: that it would fishtail abruptly). Instead, the Lotus' deeply neutral handling -- and the seamless transitions provided by the progressive-rate Eibach springs -- allows you to trail-brake like crazy, rotate the car and, as it points toward the apex, get right back on the gas. This car lives for slip angles. No car, anywhere, has such confidence-inspiring cornering poise.

The steering -- and the comically small steering wheel -- that seems so nervous on the road is perfect on the track: light, quick and laser accurate. The aluminum-cased gearbox that seems clunky and unrefined on the street now slips between ratios like a greasy knife. The pedals are close and easy to heel-and-toe.

The no-profile Yokohama gumball tires that beat your brains out on the street now seem like magic. It would have been tempting to load this car up with monster tires whose lateral grip would overwhelm the chassis; instead, Lotus matched the tires perfectly, and when this car is in its fervid, opposite-lock moments, it's as much fun as driving an old British sports car on bias plies.

Howling and hissing like a Harrier just inches from your head, the Toyota-built 1.8-liter engine is supercharged -- 30 hp more than the standard Elise -- and chipped so that 80 percent of maximum torque (165 pound-feet at 5,500 rpm) is available at just 2,000 rpm. Put the power down mid-corner and the Exige S digs like crazy (our test car had optional traction control, but it's almost completely transparent). Punchy, lively, free-revving, this twin-cammer has a cute trick: It provides a two-second overboost, temporarily raising the redline from 8,000 to 8,500 rpm. This came in handy at the end of Street's single longish strait heading up the hill to Turn 2.

Our test Exige S had a few domesticating features, including air conditioning and the optional Touring pack, which included electric windows (useful) and a stereo (useless). With all that, the car weighed about 2,100 pounds, I'd estimate.

The GT3 comes at the performance equation from another angle, starting life as a rather plush GT and simplifying. Gone are the back seats, the sound insulation in the headliner and about 100 other odds and ends. Added are a dry sump lube system and all manner of exotic engine internals to make the reciprocating parts lighter and faster. Redline is a ferocious 8,400 rpm (although it looks like 8,500 from the cockpit) and specific power is an astonishing 115.2 hp/liter. With variable induction geometry and stepless variable valve timing, the 3.6-liter just vomits howling gouts of German horsepower in every gear. I rather like that.

The beautifully balanced GT3, obviously, has higher absolute limits than the Exige S, more bite on turn-in and more lateral road holding from its huge 19-inch tires. If you put the adjustable suspension in Sport mode, the car gets very racy and non-elastic, which can provoke it to skip and trammel in corners over less-than-perfect pavement. Too much of that and the car's computer will revert to the more compliant damper settings. The steering is massively heavy but has superb feedback. The variable-ratio algorithm means that the farther off-center you turn, the more direct the steering response becomes, but the effect is so subtle I didn't detect it.

I don't love the pedal arrangement in the GT3. To heel-and-toe the accelerator, the brake pedal has to be pushed down pretty far, and with the ceramic brakes, that means gonzo, 10-tenths braking, which can take you out of your driving rhythm, not to mention hang you from the seat belts.

New for this year's GT3 is standard traction control. With its sky-high thresholds, the system allows lots of power-on oversteer and won't step in unless you well and truly spool the tires. The more adventurous can switch off traction control.

Unlike the hero-making Exige S, the GT3 is likely to leave you feeling slightly humbled. There's a lot of car here. Getting the most out of it would require many laps and a dozen sets of tires (at $1,500 a set). Still, it's one of the half-dozen greatest track cars ever to host a license plate.

Had enough yet? If not, Lotus offers the track-only, non-DOT Exige Cup, with an additional 37 hp ($86,190). Porsche offers the GT3 RS, a weight-shaved street-legal racer with a rear wing the size of a coffee table ($123,200). Prepare to have your face melted.

Changing VW Brake Parts

2007-05-07T23:52:00.000-07:00

Maintaining and changing brakes on your own VW vehicle is not as hard as you may think. But, keep in mind that when you change your own brake pads, there are some other aspects that should be checked also to ensure that your brake pads are safe and dependable. If the brake pads or brake shoes are worn and need to be replaced, chances are other VW brake parts in the brake system may require attention too. The most obvious ones would be the brake rotors or drums and brake calipers or wheel cylinders. Both the front and rear brakes should be inspected.

A quality brake job should cover everything from the brake master cylinder where you add the brake fluid, to the calipers and wheel cylinders.

Changing the brakes include inspecting all the mechanical, hydraulic, and electrical components in both the front and rear brakes. If necessary, replace the front and rear brake pads. Then, inspect or replace brake rotors or disks.

Brake rotors require a clean, smooth, flat surface on the rotors. Otherwise your brake performance will suffer. A rough surface will accelerate pad wear. It will also increase the risk of noise. An uneven surface or variations in rotor thickness can cause vibrations, noise and annoying brake pedal pulsations. Brake drums that have grooves or any kind of damage should be replaced immediately. Sometimes, you cannot do all auto work by yourself. Your local auto parts store can help you turn the rotors for these discs to have extra life so you do not have to buy new.

The next thing to do is to check the level and condition of your brake fluid. Changing the fluid is recommended to get rid of moisture contamination. Always follow vehicle manufacturer’s recommendations.

Changing the brake pads is the next step. Remember that there are books at your local auto parts store, on eBay, and at any bookstore that you can also buy. These will give you step by step instructions along with picture illustrations as to how to change and maintain brake pads.

First off you need to purchase break pads, which are available from any local auto parts store. You can also purchase the pads from a dealer but they run a lot more than the local auto parts store. There are many different brands of brake pads but what you have to put on my vehicle are the ones that are considered lifetime. These run a little more, but the cost covers itself in the long run. The next time you do a break job you take the lifetime ones back in and they exchange them free of charge.

Do not hurry up. Take your time in familiarizing yourself with the brakes on your car before you begin work. It is also a good idea to work on one side at a time in case you have trouble. In that way, you have one side to use as a reference. Remember that your front brakes provide most of the stopping power for your vehicle.
Changing the front brake pads require setting of your parking brake, and block the rear tires so your vehicle will not move. Loosen the lug nuts. Using a jack, raise your vehicle and place it securely on jack stands. Then, remove the lug nuts and remove the wheel.

Now you can see the brake calipers holding the brake pads against the rotors. There are 2 pads in each wheel that squeeze the rotor. Unbolt the caliper mounting bolts and pull the caliper back from the rotor. Be careful not to bend or break the brake hose. Sometimes the caliper mounting bolts require you to use a Torx or Star bit instead of a normal socket set. These can also be purchased at your local auto parts store and an employee will help you to purchase the size that is just right for your VW vehicle. Plan ahead and make sure you have the right tools for the job to save you a trip back to the auto parts store.

After you remove the caliper, remove the front brake pad and leave the rear pad in place. Using a C-clamp, compress the caliper piston into the caliper housing. Make sure you remove the cap off the brake reservoir before you do this. This needs to be done so that when you put the new pads in the caliper, it will create a space to put the caliper back on.

Examine the break pads for unusual or uneven wear. These could be signs of a problem that need to be taken care of immediately.

While doing this, it is also a good time to examine the condition of the rotors. You will need to get the rotors turned or replaced if they have deep groves or if you have noticed that the car shudders when you hit the brakes.

Install the new pads in the caliper. Usually it is best to place the inner pad first, then the outer pad second. Before you install the pads back on to the caliper, make sure the piston is fully depressed. Once the pads are properly seated in the caliper, put the caliper back on the rotor and bolt it firmly in place.

If everything is correct, then you can put the wheel back on, hand tighten the lug nuts, and lower the car to the ground. Finish tightening the lug nuts in a start pattern so that they are even.

The last thing to do in doing a brake job is to test the brakes. Carefully check your brakes and brake fluid levels before entering traffic. Sometimes some air can get into the brake lines when you change the brake pads. If this happens, you will need to bleed the brakes before you try to move the car again.

VW car care tips for spring season

2007-05-07T16:47:00.001-07:00

While it is true that Volkswagen is one of the makers of quality cars and car parts, a VW car owner must still have with him VW repair manuals just to assure he will not get lost in doing the car repairs by himself.

Nonetheless, the cliché “Prevention is better than cure” is also true to automobiles especially during spring season. It is important to know how to take care of your VW car on a spring season. This is to prevent your car against any undesirable severe car defect. After all, you do not want to spoil your car investment, right?

Summer driving conditions are tough on motorists and vehicles; and motorists can be safer if they observe and practice hot-weather car care tips.

The following things must be kept in mind:

Replace your winter tires with spring tires. But say you do not have winter tires, it is still equally important to have all season tires rotated. Driving in the winter weather can be hard on tires due to huge bulk of snow. Rotating tires regularly extends their life. Eventually, these will give you better braking and handling. When you are driving on wet roads that are typical during spring, better braking and handling is especially important.

Check your wiper blades. Your wipers work hard all winter removing away dirt and debris that stuck on your windshield. It is also a good idea to replace them in the spring to be prepared for rain showers.

To avoid erosion and rusting, cleaning the underbody must be done. In addition to washing the exterior, car owners have to be sure to spray the underbody and underneath the rear and front bumpers to rinse away any salt build-up. It is best advised to use a high-pressure sprayer or garden hose for high quality results.

Vacuums are not only used in house cleaning. These are also great cleaners of car interiors. It is also advised to throw away any unwanted garbage that was left under your seats over the winter. And since the country is now experiencing the spring season, now is the time to store your winter car mats in the garage.

Apply a something to protect the vinyl surfaces of your car including the dashboard, seats and the steering wheel. These are susceptible to cracking, sun damage and fading. A protectant must be applied at the beginning of the season and touch it up regularly.

Change the oil of the car engine. Spring season is not the time for thinner oil like 5W30. Return to 10W30 for warmer weather. However, just make sure you stick to the manufacturer’s recommended oil type for your car to avoid inconveniences an engine damages.

To make sure all fluids are topped up, check them all. During winter season, fluids are easily depleted as your engine works harder in the colder weather. Make sure to double-check all the car’s fluids regularly.

Regardless of what kind of weather the atmosphere has, always check the brakes. One of the warning signs of a damaged brake system is brake noise, including excessive grinding, squealing, screeching or chatter.

Since it is a hot season, regularly wash your car. All vehicles regardless of the finish (clear coat, acrylic, enamel, etc.) require regular washing throughout the year to preserve the car’s exterior. And, for the preservation of the shine and protection of the surface of the vehicle, wax your vehicle once it has dried completely.Keep cars washed and waxed to help prevent rust and paint damage.

Those mentioned tips are simple yet you are assured of those less costly repairs or none at all.

Changing the Fuel Filter

2007-05-06T05:29:00.000-07:00

A vehicles fuel filter is used to keep the fuel that is used in the fuel injection system clean to avoid plugging fuel injectors and fuel pressure regulator. The fuel filter should be changed between 25,000 and 35,000 miles depending on driving conditions. First locate and identify the fuel filter, all vehicles are different so you might have to look around for it. Some are under the hood and others are under the car or truck like the one used in this example.

If you are unsure were your fuel filter is located then you can buy an online schematic at Mitchell1 Online. (Wear protective gloves and eyewear when replacing).

Locate and replace the fuel filter
Remove the fuel filter connection

Remove fuel filter connections from fuel lines. A small amount of fuel will leak out when connections are removed. Next remove the fuel filter mounting bracket bolt and remove filter.

Install fuel filter mount

Remove fuel filter mount from old fuel filter and install it on the new fuel filter. Make sure that the direction arrow is pointing in the direction of the engine. (forward in most cases)

Install new fuel filter

After the fuel filter mount is installed reinstall fuel filter. Make sure the sealing "O" rings are in place, in good condition and free from debris. Remount filter and reconnect. Start vehicle to check for leaks

Schumacher PS-400-3A Instant Power Jump Starter

2007-05-04T22:43:00.000-07:00

The versatile Schumacher PS-400-3A has a maintenance free, 18 ampere hour battery that delivers 850 peak amps and 250 crank assist amps. It provides extra power that 12 amp units just can't provide, making it perfect for truck and heavy duty applications. With the PS-400-3A you can make sure you're never stranded with a dead battery again. Forget about flagging down a stranger for help or fumbling with unruly jumper cables, the PS-400-3A is a rugged jumpstarter that will charge your battery and get you back on the road. And if you can't stay away from your work while you're out of the office, you can even count on the Schumacher to provide standard 12-volt power -- plug in your laptop or other devices just like you would at home.
Safety and Convenience Features
The PS-400-3A is loaded with safety and convenience features, including a reverse hookup protection to safeguard the car battery, computer, and Instant Power from damage in case the cables are connected to the wrong terminals. An audible alarm warning sounds when clamps are reversed or touched together.

The PS-400-3A gives you portable power to jumpstart nearly any battery.
The jump starter on/off switch shuts off the internal battery at the clamps for added safety, eliminating accidental shorting of the clamps. A 12-volt power outlet allows you to operate any number of 12-volt devices. Its extra wide base provides maximum stability and safety.

Easy to Use
To revive a dead battery, simply connect the PS-400-3As two cables to the battery terminals of the stranded car and turn the key. After providing a jump (or every few months, if stored), the unit should be recharged by plugging it into a wall outlet with the included cord. The sealed lead-acid battery provides enough power to operate a cellular phone for 30-plus hours, a depth finder for 21 hours, or a camcorder for 12 hours.

Features
The display is comprised of easy-to-read battery status LEDs, which tells you when internal battery is at full power, 75 percent charged, or at 50 percent or less. A simple push of the button instantly turns on the display. The heavy duty, copper jaw, 300 amp, metal clamps are designed for solid connections to top and side post batteries. The #4 gauge, 28-inch cable stays flexible in the coldest temperatures. The LED indicator lets you know whether the unit is in charging or charged mode to help easily monitor the status of the internal battery.

Durable and Easy to Store
The PS-400-3A is rust and corrosion proof, featuring a one-piece construction and a polypropylene case which resists fuels and solvents. Storage mounts on the back of unit keep the clamps in place for safety when not in use.

Jumpstart Car Battery Charger w/ Air Compressor

2007-05-04T22:39:00.000-07:00

One of the handiest tools you should have in your vehicle. The This JumpStarter can jump start your car, truck, boat, RV, snow mobile or tractor in event of a battery failure. It will let you restart your vehicle, so you can get to the next town for help. When you vehicle's battery cannot start alone because of the cold, harsh weather it's in, It will help in boosting the on-board battery's cranking power to get your vehicle started. It is versatile, very easy to use, and there is no need to ask anyone for assistance. Furthermore, it is a 50-hour mobile, spare 12V battery that you can use everywhere. Take it on your camping trips. Use it for your radio, CD player, and cell phone through its Cigarette Lighter Receptacle. The versatile JumpStarter even comes with a 260 PSI air compressor that will help you inflate flat tires, rafts, air mattresses, balls, and etc. . . -TWO FEET OF AIR HOSE WITH LOCKING CLAMP AND ACCESSORIES - INFLATES TRIES, RAFTS, BALLS, AIR MATTRESSES, AND OTHER TOYS -RECHARGEABLE FROM 12 VDC OR 120 VAC SOURCES WITH OVER - CHARGE PROTECTION -BUILD-IN AIR PRESSURE GAUGE FOR ACCURATE MEASUREMENTS 1706 Potrero Ave. S. El Monte, CA. 91733

* PEAK AMPS: 900 AMPS
* CRANKING AMPS: 400 AMPS
* COLD CRANK AMPS: 280 AMPS
* BATTERY POWER: 12-VOLT 17 AH SEALED, RECHARGEABLE MAINTENANCE FREE
* BOOSTER CABLES: #4 GAUGE HEAVY-DUTY WITH 400 AMPS CLAMPS

Viper 791 XV 2 way Car Alarm/Remote Start System

2007-05-04T22:33:00.000-07:00

Only available 2-Way Remotes with 66-bit Code-Hopping! * Includes a Belt Clip * Vehicle Recovery System * Turbo timer and defroster activation output built-in. * Parking light flash * Dedicated 1 button start * +/- Doorlock Polarity Outputs * One 4-button LCD Remote * 5 channels * 5 zones * Flashing L.E.D. light * Valet switch * Starter Disable built-in * 6 Tone Revenger Siren * Remote Panic/Car Finder * $2,500 Guaranteed Protection Plan * Super High Frequency (SHF): The best range in the industry! * XCRS-4 relay/extreme capacity relay satellite. * Automatic configuration of transmitter buttons. * All models are Clone-Safe. * Diesel mode now with dedicated glow plug input. * Complete engine monitoring: Off, voltage, or tach * Longer run time: 12, 24 or 60 minutes programmable. (0-60 minutes with the Bitwriter) * Dedicated factory security control wires. * Viper GPS Tracking System: through ESP 2 serial port

* User-friendly 2-Way Remote with the Ultimate 2-Way Security and Remote Start system!
* Responder Technology: Unique LCD Interface for 2-Way communication of command confirmations and trigger events!
* Confirms all commands with easy-to-understand icons, plus text!
* Alerts users to security system triggers by Beeping or Vibrating!
* Responder alerts you when too far away to hear it.

Autocool - Solar Powered Fan That Keeps the Interior of Your Car Fresh and Auto Cool, a Perfect Auto Vent

2007-05-04T22:18:00.000-07:00

Use the sun to keep your car cool We've all experienced it: you park your car on a hot summer day. When you return to your vehicle, you open the door and immediately feel like you're in an oven. The inside is hot and uncomfortable. The seats are sticky and the steering wheel feels like it's on fire. Not a pleasant way to enter your vehicle. The AutoCool uses sunlight to keep your car cool while you're away. When you come back to your car, you'll find it comfortable and cool. How it works - AutoCool is a solar powered fan that keeps the interior of your car cool and fresh. No batteries are needed. Just roll down your window, place the Auto Cool on it, and roll it back up. The solar panels on the outside collect and use the light to run the fan that's on the inside. The fan in the AutoCool circulates the air that's inside and outside of your car. It sucks out the hot air that's inside your car and replaces it with the cooler outside air. Benefits - Protects expensive leather seats from weakening, Protects dashboard and interior, Keeps valuable items safe from hot conditions, Reduces air conditioning use and fuel consumption. Keep cool in the heat Just because it's hot outside doesn't mean you have to be hot while driving. The AutoCool solar powered fan will make sure that your car is always the coolest thing on the road. Includes: AutoCool, Instruction guide. An Excellent Auto Vent!! A Perfect Auto Cool and Car Fan!!

# AutoCool is a solar powered fan that keeps the interior of your car cool and fresh.
# No batteries are needed, Reduces air conditioning use and fuel consumption, Keep cool in the heat
# Keeps valuable items safe from hot conditions, Protects dashboard and interior, Protects expensive leather seats from weakening

In-Dash DVD/AM/FM/MP3/MP4/DIVIX Player with 3.5-Inch TFT LCD

2007-05-04T22:11:00.000-07:00

This unique DVD player can adapt to your particular needs. For all you addicted- downloaders, this stellar DVD player will play all your DVDs, including DIVIX. For all our international customers, this DVD player, like all of our other systems, will play all Regions/Zones in the world. The quality of this system will guarantee that this is the last DVD player you will ever need to buy for your car. This system also comes complete with all the cables needed for installation and manuals. General Specs: - 3.5" Wide TFT Color LCD Screen - 1DIN - Electronic-Anti-Shock - Screen Position Memory - Repeat/Program/Random/Intro Play - 30 Preset Stations - Auto Memory Store/Preset Scan - Preset EQ(Pop/Rock/Classic) - 40×4High Power Output - DVD/VCD/Changer Control Interface - Parking Detector Interface - 2V Preamp output(2 Pairs RCA) - Subwoofer Output - Card Size Full Function Remote Control - Rear Monitor Video Output - Detachable Control Panel Face plate - DVD/DVD-R/MP3/MP4/VCD/CD/CD-R/CD-RW/ DVIX Compatible - Picture Control: Brightness/Contrast/Color/Tint/Reflection Size - DVD/MP3/VCD/CD/CD-R/CD-RW Compatible - TV Tuner Control - With connector and SD/MMC/MS cards slot DVD Deck Section: - 4 Channel RCA Preamp Output(DVD) - Preset EQ(Pop/Rock/Classic) - & Discs Played: DVD, VCD, 1.0/1.1/2.0/3.0,MP3,CD,CD-R,CD-RW,DVD- R, Picture-CD - Video System: AUTO/PAL/NTSC - Mounting Angle: 0 to +/- 30 Degree Video Section: - 2 Channel RCA Preamp Output - Video System : 4:3 Letter Box and 4:3 Pan Scan - Video Output Level : p-p 75 ohms - Horizontal Resolution : 500 Audio Section: - 2 Channel RCA Preamp Output (MP3) - Maximum Output Level : 2Vrms(+/-3DB) - Frequency Response : 20 to 20 KHZ - Signal-to-Noise Ratio : 85DB - Separation : 80DB TV System: - PAL/NTSC/SECAM

* 3.5'' TFT LCD Screen DVD Player With Tunner, USB and DIVIX
* Internal TV/AM/FM Tuner (PAL/NTSC/SECAM )
* Full Function Remote Control Included
* Will Accept Memory Stick and USB drive
* Aux Capable (Ipod & Back Up camera) Dual Monitor Capable

Advantages and Disadvantages of Manual Transmission

2007-05-03T17:49:00.000-07:00

Advantages

* Manual transmissions typically offer better fuel economy than automatics. Increased fuel economy with a properly operated manual transmission vehicle versus an equivalent automatic transmission vehicle can range from 5% to about 15% depending on driving conditions and style of driving -- extra urban or urban (highway or city). There are several reasons for this:
o Mechanical efficiency. The manual transmission couples the engine to the transmission with a rigid clutch instead of a torque converter that introduces significant power losses. The automatic transmission also suffers parasitic losses by driving the high pressure hydraulic pumps required for its operation.
o Driver control. Certain fuel-saving modes of operation simply do not occur in an automatic transmission vehicle, but are accessible to the manual transmission driver. For example, the manual-transmission vehicle can be accelerated gently, yet with a fully open throttle (accelerator pedal to the floor), by means of shifting early to a higher gear, keeping the engine RPM in a low power band. By contrast, in an automatic transmission, the throttle position serves as the indicator of how fast the driver wishes to accelerate. If the accelerator pedal is floored, the transmission will shift to a lower gear, resulting in high engine RPM and aggressive acceleration. The thermodynamically efficient combination of open throttle and low RPMs is unavailable to the automatic transmission driver. Fuel-efficient acceleration is important to achieving fuel economy in stop-and-go city driving.
o Fuel cut-off. The torque converter of the automatic transmission is designed for transmitting power from the engine to the wheels. Its ability to transmit power in the reverse direction is limited. During deceleration, if the torque converter's rotation drops beneath its stall speed, the momentum of the car can no longer turn the engine, requiring the engine to be idled. By contrast, a manual transmission, with the clutch engaged, can use the car's momentum to keep the engine turning, in principle, all the way down to zero RPM. This means that there are better opportunities, in a manual car, for the electronic control unit (ECU) to impose deceleration fuel cut-off (DFCO), a fuel-saving mode whereby the fuel injectors are turned off if the throttle is closed (foot off the accelerator pedal) and the engine is being driven by the momentum of the vehicle. Automatics further reduce opportunities for DFCO by shifting to a higher gear when the accelerator pedal is released, causing the RPM to drop.[citation needed]
o Geartrain efficiency. Automatics may require power to be transmitted through multiple planetary gearsets before attaining the desired gear ratio. In comparison, manual transmissions usually transmit power through one or two gearsets at most.

* Manual transmissions are still more efficient than belt-driven continuously-variable transmissions.

* Manual transmissions are generally significantly lighter than torque-converter automatics.

* Vehicles with manual transmissions are typically cheaper than those with automatic transmissions.

* Manual transmissions generally require less maintenance than automatic transmissions.

* Manual transmissions normally do not require active cooling, because not much power is dissipated as heat through the transmission.
o The heat issue can be important in certain situations, like climbing long hills in hot weather, particularly if pulling a load. Unless the automatic's torque converter is locked up (which typically only happens in an overdrive gear that would not be engaged when going up a hill) the transmission can overheat. A manual transmission's clutch only generates heat when it slips, which does not happen unless the driver is riding the clutch pedal.

* A driver has more direct control over the state of the transmission with a manual than an automatic. This control is important to an experienced, knowledgeable driver who knows the correct procedure for executing a driving maneuver, and wants the machine to realise his or her intentions exactly and instantly. Manual transmissions are particularly advantageous for performance driving or driving on steep and winding roads. Note that this advantage applies equally to manual-automatic transmissions, such as tiptronic.
o An example: the driver, anticipating a turn, can downshift to the appropriate gear while the steering is still straight, and stay in gear through the turn. This is the correct, safe way to execute a turn. An unanticipated change of gear during a sharp turn can cause skidding if the road is slippery.
o Another example: when starting, the driver can control how much torque goes to the tires, which is useful for starting on slippery surfaces such as ice, snow or mud. This can be done with clutch finesse, or possibly by starting in second gear instead of first. The driver of an automatic can only put the car into drive, and play with the throttle. The torque converter can easily dump too much torque into the wheels, because when it slips, it acts as an extra low gear, passing through the engine power, reducing the rotations while multiplying torque. An automatic equipped with ESC, however, does not have this disadvantage. Some cars, such as the Saab NG900 Automatic transmission, have a special mode for low traction situations.
o Yet another example: passing. When the driver is attempting to pass a slower moving vehicle by making use of a lane with opposite traffic, he or she can select a lower gear for more power at exactly the right moment when conditions are right to begin the maneuver. Automatics have a delayed reaction time, because the driver can only indicate his intent by pressing the throttle. The skilled manual transmission driver has an advantage of superior finesse and confidence in such situations.

* Driving a manual requires more involvement from the driver, thereby discouraging some dangerous practices. The manual selection of gears requires the driver to monitor the road and traffic situation, anticipate events and plan a few steps ahead. If the driver's mind wanders from the driving task, the machine will soon end up in an incorrect gear, which will be obvious from excessive or insufficient engine RPM. Related points:
o It's much more difficult for the driver to fidget in a manual transmission car, for instance by eating, drinking beverages, or talking on a cellular phone without a headset. During gear shifts, two hands are required. One stays on the wheel, and the other operates the gear lever. The hand on the wheel is absolutely required during turns, and tight turns are accompanied by gear changes. If the hand leaves the wheel, the steering will begin to straighten. In general, the more demanding the driving situation, the more difficult it is for the manual driver to do anything but operate the vehicle. The driver of an automatic transmission can engage in distracting activities in any situation, such as sharp turns through intersections or stop-and-go traffic.
o The driver of a manual transmission car can develop an accurate intuition for how fast the car is traveling, from the sound of the motor and the gear selection. It's easier to observe the lower speed limits—like 30 km/h and 50 km/h or their U.S. and Imperial counterparts, 20 mph and 30 mph—without glancing at the instrumentation.

* Cars with manual transmissions can often be started when the battery is dead by pushing the car into motion or allowing it to roll downhill, and then engaging the clutch in third or second gear. This is commonly known as a "push start", "popping the clutch" (in the USA) or Bump starting, which in the UK describes the action of suddenly releasing the clutch pedal after putting it in gear.

* Manual transmissions work regardless of the orientation angle of the car with respect to gravity. Automatic transmissions have a fluid reservoir (pan) at the bottom; if the car is tilted too much, the fluid pump can be starved, causing a failure in the hydraulics. This could matter in some extreme off roading circumstances.

* It is sometimes possible to move a vehicle with a manual transmission just by putting it in gear and cranking the starter. This is useful in an emergency situation where the vehicle will not start, but must be immediately moved (from an intersection or railroad crossing, for example). It is also easier to put a car with a manual transmission into neutral, even when the transmission has suffered damage from an accident or malfunction. Many modern vehicles will not allow the starter to be run without the clutch fully depressed, negating this advantage, but some manufacturers have begun to add a clutch start override switch so that this advantage may still be enjoyed when necessary.

Disadvantages

Many of the disadvantages of a manual transmission involve the driver interaction with the vehicle. While most of these can be overcome with practice and experience, they should be considered:

* Manual transmissions often require the driver to place their full and continuous attention on the road, which may be seen as a disadvantage. Some consider this an advantage, as it prevents the driver from other potential distractions like cell phone or radio use.

* Inexperienced drivers may place more of their attention on shifting the gears, potentially distracting them from the road surroundings.

* A driver may inadvertently shift into the wrong gear with a manual transmission, potentially causing damage to the engine and transmission, or the vehicle's body and its surroundings if the intended gear was reverse. However this can be offset with a lockout on the reverse such as found on many European cars.

* Manual transmissions require a learning curve as one must develop a feel for properly engaging the clutch.

* While it can easily be overcome with experience, manual transmission vehicles require good gas pedal application and clutch control when starting the car from a standstill. Too many RPM's causes the car to redline, whereas not enough RPM's upon clutch release causes the engine to stall, due to the lack of momentum required to sustain the engine.

* The smooth and quick shifts of an automatic transmission are not guaranteed when operating a manual transmission; such changes are dependent on the driver.

* Manual transmission places more work on the driver in heavy traffic situations since the driver is constantly clutching, in comparison with automatic transmission which merely require moving the foot from the gas pedal to the brake pedal and vice versa. Manual-transmission automobiles can also be slower to take off from traffic lights and roundabouts because of the subsequent gear changes required during the process of driving away from these.

* For a person with physical impairment, an automatic transmission might be the only available shifting option. The comparable systems for hand-operated clutch and brakes for a manual-transmission-equipped car are usable only by people with just lower body handicap. Retrofit of such a system also requires extensive modifications to the car.

* Vehicles with manual transmissions are more difficult to start from rest when stopped upward on a hill because the clutch must be depressed and the gas applied very quickly once the brake is removed to prevent slipping backward. However, this can be overcome with experience and/or the use of the handbrake.

* The clutch disc is a wear item and must be replaced periodically. While this is typically a labor intensive process that can be an expensive service, it shouldn't prove more expensive than periodic service to an automatic transmission in the long run

Scion xB cool for all ages

2007-05-03T09:41:00.000-07:00

The xB is one of the few vehicles you can say has nicely matured and still insult someone who drives one. So Scion owners, please don't take this the wrong way, but the new xB shows signs of growing up.

It's bigger in nearly every dimension compared to the first-generation xB, which created a buzz when it arrived in America from Japan three years ago with a body that seemed carved by a meat cleaver and a too-cool-for-school attitude.

The new xB, rolling into Scion dealerships now, has refined its look with softer edges that make it look like a glamour shot of its former self. The flat-side panels and bay windows have been replaced with more bulging fenders and smaller windows.

This is still not an average-looking vehicle, just a more sophisticated one, especially with its smoother ride, crisper handling, more comfortable interior and an upgraded engine.

At Scion headquarters in Torrance, Calif., executives of Toyota Motor Corp.'s youth oriented brand tout the xB as ugly and brash, as if it were the anti-hero in the prosaic world of sedans, vans and pickups. They may be overstating their case. But this second-generation model looks more mainstream than cult classic -- and could wind up hauling just as many AARP members to early bird specials as its predecessor carried college students to underground German techno parties.

The xB offers passengers lots more when it comes to size. The xB's new platform adds four inches to the wheelbase, 12 inches to its overall length, 2.8 inches to its width and 3.5 inches to its rear track.

The longer wheelbase smooths out the ride, the wider track enhances handling and stretching its overall length adds lots of interior space.

The passenger volume is up more than 10 percent -- to 100.8 cubic feet -- and there's a larger rear storage area. Basically, the xB's shape has gone from toaster to a toaster oven.

Inside, the xB is comfortable and different -- maintaining some of the funkiness that could dissuade more conventional consumers, which should be reassuring to many current Scion drivers.

On the instrument panel, for example, the speedometer and three other gauges are mounted in the center of the dash, replacing the cheaper-looking single gauge in the first-generation xB. That's a big improvement, even though the dash still features large open spaces of plastic and the plastic silver trim feels a bit cheap.

The digital speed readout is another twist that seems at home on this vehicle. Additionally, the gear shifter seems to float out from the bottom of the dash, giving the xB a different feel than other vehicles. It's an interesting presentation

The base model is comfortable and covers all of the basics and safety features, such as side curtain airbags, electronic stability control and traction control. With a starting price of $15,650, including shipping, the xB is a good value, a factor that may start to attract older, less hip buyers.

It's also a good multipurpose vehicle. The 60/40 split back bench row offers enough room to carry two adults comfortably and folds nearly flat. The front seats offer ample leg room and lots of head room.

The 2.4-liter engine is a welcome replacement to the previous generation's 1.5-liter, 103-horsepower four-cylinder. The new four-banger, based on the Scion tC's power plant, creates 158-horsepower and 164-pound-feet of torque. It is quick off the line and never strained for power, even when climbing the steep roads near Laurel Canyon with the AC cranked up high.

The xB offers a five-speed manual or $950 optional four-speed automatic transmission. The automatic was not nearly as smooth, but still matches the manual in gas mileage at 22 miles per gallon in the city and 28 mpg highway.

The lower city mileage may be one weakness to this low-priced funky vehicle, especially since it was built with young city folks in mind. But people buying this self-locking box don't simply consider good gas mileage.

Increase Fuel Efficiency and Decrease Emissions with Atomization and Spray Technology

2007-05-03T08:50:00.000-07:00

Legislation in the US, Europe and Asia demands progressive increases in energy efficiency, coupled with reductions in emissions of pollutants in gasoline, diesel and gas turbine engines for vehicles, aircraft and power plants. Combustion reaction, temperature and formation of pollutants are directly related to the distribution of air/fuel mixtures ratios throughout combustion chambers. The local mixture ratios are determined by vaporization of droplets in liquid fuel sprays. Evaporated fuel distribution is governed by drop diameter, velocity and trajectory as individual droplets traverse through airflow fields and deposit fuel in individual droplet wakes.

The design of atomizer nozzles, liquid fuel and atomizing air pressures and flow rates are important tools for controlling and changing breakup of liquid jets, spray angle droplet size and velocity distributions, The most efficient and energy saving combustion is with stoichiometric (perfect) air fuel mixture ratios where all fuel is consumed. However, these conditions create elevated temperatures that generate high formation of oxides of nitrogen – a major pollutant. The ideal fuel injection system requires pre-determined local air/fuel ratio distribution for maximum combustion and energy efficiency and minimum generation of pollutants. Spray characteristics, individual drop size and momentum are the most important factors for achieving the required local air/fuel ratio distributions.

Many years of research and development in spray science and technology have provided greater insight, knowledge and understanding of the physical mechanisms of breakup of liquid jets, formation of drops and spray characteristics. Atomizer designs include co-axial air assist, liquid and air swirl, pizo-electric induced fluctuations, effervescent bubble atomization, rotating cup and disk. Electrostatic charging of droplets allows deflection of droplets in flight and avoidance of deposition on surfaces. Sprays used in combustion and industrial systems have not been sufficiently optimized. By increased knowledge, understanding and control, optimum conditions can be prescribed to allow designs of atomizers, liquid and air flows that will result in significant increases in fuel and energy efficient as well as significant reductions in formation and emission of pollutants.

Fall of the Carburetor

2007-05-03T08:45:00.000-07:00

For most of the existence of the internal combustion engine, the carburetor has been the device that supplied fuel to the engine. On many other machines, such as lawnmowers and chainsaws, it still is. But as the automobile evolved, the carburetor got more and more complicated trying to handle all of the operating requirements. For instance, to handle some of these tasks, carburetors had five different circuits:

* Main circuit - Provides just enough fuel for fuel-efficient cruising

* Idle circuit - Provides just enough fuel to keep the engine idling

* Accelerator pump - Provides an extra burst of fuel when the accelerator pedal is first depressed, reducing hesitation before the engine speeds up

* Power enrichment circuit - Provides extra fuel when the car is going up a hill or towing a trailer

* Choke - Provides extra fuel when the engine is cold so that it will start

In order to meet stricter emissions requirements, catalytic converters were introduced. Very careful control of the air-to-fuel ratio was required for the catalytic converter to be effective. Oxygen sensors monitor the amount of oxygen in the exhaust, and the engine control unit (ECU) uses this information to adjust the air-to-fuel ratio in real-time. This is called closed loop control -- it was not feasible to achieve this control with carburetors. There was a brief period of electrically controlled carburetors before fuel injection systems took over, but these electrical carbs were even more complicated than the purely mechanical ones.

At first, carburetors were replaced with throttle body fuel injection systems (also known as single point or central fuel injection systems) that incorporated electrically controlled fuel-injector valves into the throttle body. These were almost a bolt-in replacement for the carburetor, so the automakers didn't have to make any drastic changes to their engine designs.

Gradually, as new engines were designed, throttle body fuel injection was replaced by multi-port fuel injection (also known as port, multi-point or sequential fuel injection). These systems have a fuel injector for each cylinder, usually located so that they spray right at the intake valve. These systems provide more accurate fuel metering and quicker response.

Muscle Cars Making A Comeback?

2007-05-03T08:01:00.000-07:00

With the inception of the fifth generation Ford Mustang the muscle car industry came back into vogue. Will it stick around? For years the muscle car has been symbolic of bad boys and street racing which lends them a romantic perception that is hard to deny.

Ford Mustang

2005 showed us a newly redesigned body style reminiscent of the popular 1960's models, thus we gazed upon the first all new Mustang in 26 years. Believe it or not there was a point where Ford considered ending the proud Mustang reign by castrating the pony and reintroducing it as a fuel efficient 4 cylinder pony. Mustang enthusiasts banded together to let Ford know what a mistake that would be and prevailed in keeping the Mustang studly.

Even the interior of the Mustang has a retro feel, with chrome accents and a steering wheel that looks suspiciously like it doesn't contain the safety of an airbag, (even though it does). The back seat boosts more headroom than ever before allowing you to put passengers back there without earning enemies.

Bottom line, the Ford Mustang has always been a sex symbol in it's own right, the 5th generation keeps all its sex appeal and ads some cool back into the mix as well.

Dodge Charger

It's claim to fame being the 1969 model used on the Dukes of Hazzard as The General Lee, the Dodge Charger is the quintessential muscle car.

In 2006 Dodge reinvented the model name with a strikingly retro looking car themselves. The newest Charger is only available in a four door sedan model which may slow some muscle car enthusiasts down. Many of the fans of the two door charger were disappointed to find that the Charger was not introduced as Dodge's answer to Ford's Mustang.

However the law enforcement seems to disagree, and when Dodge introduced their police version of the Charger in 2006 they found their customer base. From right coast to left Chargers are catching up to speeders and pulling them over on highways. This alone says good things about the speed and agility of this snub nosed sedan. Dodge promises to come up with other options to race with the Ford pony.

Pontiac GTO

The GTO has long been loved for its speed and sheer muscle appearance. Until the more recent models turned it into a family sedan type of car. It's most recent re-launch was in 2003, prior to the well received, 60's-inspired design phase.

It's redevelopment has met with unenthusiastic reviews, mainly due to aesthetics. Many fans feel that the boring body style is not fitting of a vehicle with such a rich history and that it's performance is the only jazzy part of the vehicle.

So poorly received was the newest GTO that production ground to a halt, the American market was simply not impressed. With the muscle car becoming a popular item recently, Ford and Dodge managed to earn the market. This does not mean that the Pontiac GTO is dead, in fact rumor has it that in 2009 we may see a fully redesigned GTO, hopefully extending the life of the muscle car craze.

Frankly it's delightful that the youth directed muscle car culture has made its way into fashion again. Engines are being made more fuel efficient, allowing drivers to feel better about pressing (or stomping) on their gas pedals.

Anti-Lag System

2007-05-03T00:32:00.000-07:00

Anti-Lag System, ALS, is a system used on mainly turbocharged racing and rally engines to eliminate turbo lag. It was used in the early days of turbo charging in F1 until fuel restrictions made its use unsuitable. Later it became a common feature in rally cars due to the mandated restrictors on the turbocharger inlet. Because of the pressure drop across the restriction, the pressure ratio for a given boost level is much higher and the turbocharger must spin a lot faster to produce the same boost as before. This increases turbo lag significantly compared to unrestricted turbochargers.

An ALS system requires an air bypass, and generally this is done in one of two ways. The first method is to use a throttle air bypass; this may be an external bypass valve or a solenoid valve which open up the throttle 12-20 degrees. This allows air to bypass the closed throttle and to reach the engine. The second method is to use a bypass valve which feed charge air directly to the exhaust manifold.

The throttle bypass/throttle solenoid system is combined with ignition retardation and slight fuel enrichment (mainly to provide cooling), typically ignition occur at 35-45° ATDC. This late ignition causes very little expansion of the gas in the cylinder; hence the pressure and temperature will still be very high when the exhaust valve opens. At the same time, the amount of torque delivered to the crankshaft will be very small (just enough to keep the engine running). The higher exhaust pressure and temperature combined with the increased mass flow is enough to keep the turbocharger spinning at high speed thus reducing lag. When the throttle is opened up again the ignition and fuel injection goes back to normal operation. Since many engine components are exposed to very high temperatures during ALS operation and also high pressure pulses, this kind of system is very hard on the engine and turbocharger. For the latter not only the high temperatures are a problem but also the uncontrolled turbo speeds which fast can destroy a turbocharger. In most applications the ALS is automatically shut down when the coolant reaches a temperature of 110-115°C, this to prevent overheating the engine.

An ALS system working with a bypass valve which feeds air directly to the exhaust system can be made more refined than the system described above. Some early systems used by Ferrari in F1 followed this approach, so does the anti-lag systems used in WRC today, which are even more refined with advanced computer control. Today this kind of system has reached such a refinement that it’s even possible to use the system in a road car. A recent example is the Prodrive P2 prototype. The system works by bypassing charge air directly to the exhaust manifold which acts as a combustor when fuel rich exhaust from the engine meets up with the fresh air from the bypass. This will provide a continuous combustion limited to the exhaust manifold which significantly reduces the heat and pressure loads on the engine and turbocharger. With the latest anti-lag systems the bypass valve can not only be opened or closed but it can actually control the flow of air to the exhaust manifold very accurately. The turbocharger is fitted with a turbo speed sensor and the engine management system has a map based on throttle position and car speed which is used to find a suitable turbocharger speed and boost pressure for every condition. When the engine alone can’t provide enough exhaust energy to reach the turbo speed/boost demanded by the management system, the bypass valve opens and exhaust manifold combustion begins. This not only reduces turbo lag, but it also allows boost to be produced at very low engine speeds where boost was previously limited by compressor surge or exhaust energy. With relatively high boost at low speeds, this makes the low end torque superior even to large naturally aspirated engines. The system also operates very quietly.

Whats a Turbo timer?

2007-05-03T00:30:00.001-07:00

A turbo timer is a device designed to keep an automotive engine running for a pre-specified period of time in order to automatically execute the cool-down period required to prevent premature turbo wear and failure. After a period of driving when a turbocharger has been working hard, it is important to let the engine run at idle speed for a period of time, allowing the compressor assembly to run down in speed and cool from the lower gas temperatures in both the exhaust and intake tracts. At the same time the lubricating oil from the engine is able to circulate properly so the turbine won't burn the lubricating oil that would otherwise be trapped within the charger with the turbine rotating at high speed. With regard to modern automotive turbochargers, the need for a turbo timer can be eliminated by simply ensuring the car does not produce any 'boost' (during driving) for several minutes prior to the ignition being shut off.

Nobody use to care about car safety, now it's on all of our minds.

2007-05-03T00:27:00.000-07:00

Over the last few years, there has been a growing interest in car safety. Technologies such as airbags , anti-lock brakes, and stability management systems, have become more and more common and are now standard or available on almost every car sold in North America.
As with most other technologies, these safety systems were first introduced in higher end models, eventually tricking down to more mainstream automobiles.

What makes a car safe?

There are two types of safety systems in every car. First we have active safety systems. These devices are designed to get us out of trouble and avoid an accident in the first place. Anti-lock brakes, traction control, and stability systems, are active safety systems as they can help us before an accident even occurs.

The second type are known as passive safety systems. A passive safety system protects us once a vehicle has been engaged in an accident. These include airbags, seatbelts, and crumple zones.

Airbags, seatbelts and other passive safety systems must work together. Airbags for example, do little to help you unless you're wearing a seatbelt. Seatbelts are considered the foundation of passive safety.

The root of a truly safe car lies in its structure and design. High-strength steel can reduce the chance of an impact intruding on the passenger compartment, reducing the chances of serious injury.

A smart design will distribute the energy from an impact around the passenger cell, rather than directly into it. The goal is to reduce the deformation of the passenger compartment. High strength steel is very effective at keeping the passenger compartment of an SUV intact during a rollover.

Most European companies such as Audi, BMW, Mercedes-Benz, Saab, Volvo, and Volkswagen, have been using high strength steel such as Boron for a while.

As car safety has become a selling feature, more manufacturers are adopting the use of Boron steel as it is much stronger than conventional steel, and allows seatbelts, airbags and other passive safety devices to work more effectively.

Overall, a safe car is useless unless it is operated by a safe driver. No system, no matter how advanced, can compensate for an alert driver behind the wheel.

Ford Escape Hybrid

2007-05-03T00:19:00.000-07:00

The Ford Escape Hybrid is a gas-electric hybrid powered version of the Ford Escape crossover SUV developed by the Ford Motor Company. It is the first hybrid SUV to hit the market. A similar vehicle, the Mercury Mariner Hybrid is sold by Ford's Mercury marque, and a third variation, the Mazda Tribute Hybrid, is now sold by Mazda since 2006.

The Escape Hybrid's 133 horsepower (99 kW) gasoline engine and 94 hp electric motor combine to give performance similar to the 200 hp V6 engine commonly used in the regular Escape. The hybrid is said to give approximately 75% greater efficiency, with about 33 to 36 mpg in city traffic, (and has demonstrated it can travel 400–500 miles on a single 16.5 gallon tank of gasoline in city driving), and 29 to 31 mpg on the highway. Unlike conventional vehicles, hybrids often achieve better figures in the city because they do not waste power idling and can recover some power when stopping (by using regenerative braking) that would be wasted on a conventional vehicle.

Ford Escape Hybrid Specifications

* Fuel Economy City 36MPG/Highway 31MPG(2WD), City 33MPG/Highway 29MPG (AWD)

* 0 - 60mph - approximately 9 seconds

* Displacement 2.3 liter

* Net Power 155 horsepower

* Gas Engine Power 133 horsepower

* Electric Motor Power 94 horsepower

* Net Torque 124 lb.-ft.

* Gas Engine Torque 124 lb.-ft. @ 4250 RPM

* Electric Motor Torque 100 lb.-ft. @ 840 RPM

* Towing Capacity 1,000 pounds

* Tank Size 15 gallons

* Battery Output 330 volts

* Drag Coefficient .29

* Seating 5

* Passenger Space 100 cubic feet

* Cargo Space 27.6 cubic feet

New fuel economy regulations focus on large SUV's.

2007-05-03T00:08:00.000-07:00

Whenever new regulations regarding the auto industry are imposed, it reminds me of two parents arguing about their child. One parent wants to make an unpopular decision that will better their son or daughter in the long run. The other doesn't see any long-term gains, just short-term pain. The child usually takes the side with no short-term pain.

Last week the Bush Administration announced revised Corporate Average Fuel Economy (CAFE) regulations that now include large SUV's. Under the new rules, light trucks and SUV's must average 24 miles per gallon by 2011, up from 21.6 mpg. Automakers say these new regulations pose serious challenges. They also note that prices will rise a few hundred dollars per vehicle as a result. The Bush Administration claims the new regulations will help reduce America's dependence on foreign oil so it's worth the price.

Like previous regulations, an automaker can use vehicles that get above the requirement to offset those that get below. Overall, an automaker still needs to improve the fuel mileage of most vehicles or they have no chance of meeting the new standards.

Today many new technologies improve power and reduce fuel consumption. Improved aerodynamics, reduced weight and more efficient drive trains will help achieve these gains. As automakers point out, there is a price to pay for all of these impending improvements.

Although these are the biggest changes to the Corporate Average Fuel Economy guidelines we've seen in a long time, they are long overdue. Over the last 10 years we've seen a dramatic rise in large SUV sales like the Cadillac Escalade, Lincoln Navigator and Hummer H2. As these vehicles have become more commonplace, it's time that they meet more strict regulations.

We've come a long way since the 1970's when the government made their first big push to increase fuel economy. Today, our cars are cleaner, more fuel efficient and more powerful. But we wouldn't have any of these improvements unless the Government took the action it took. Whenever there is a challenge, automakers can turn to their best and brightest for the solutions.

As it stands right now, large SUV's don't make much sense. Hopefully these new guidelines will force automakers to downsize their offerings and push customers into more sensible vehicles. And it's best to get this done before the next spike in fuel prices. When prices spike due to a supply issue, vehicles like the Hummer H2 will become the hot potato that nobody will want to be caught with. Who's side will you be on then?

Mitsubishi announced sales, production, and export results for March 2007, Fiscal Year 2006

2007-05-03T00:01:00.000-07:00

Mitsubishi Motors Corporation manufacturer of Mitsubishi truck part has announced recently the results of their global production, as well as domestic sales and exports for March 2007 and fiscal year 2006.

The total global production came in at 140,584 units with 5.4 percent increase from the year ago period. The Japanese production increased by 6.3 percent year-on-year to 86,240 units, increasing the sixth consecutive months of year-on-year production volume. Likewise, the overseas production increased for the first time in sixteen months by 4.0 percent year-on-year to 54,344 units.

Mitsubishi’s total vehicle sales in Japan reached 38,451 units or 79.1 percent of the March 2006 total. The registered vehicle sales declined to 13,941 units, or 95.1 percent compared to the year ago figure due to slower sales of Outlander and the Colt series. The Minicar sales were able to record only 24,510 units or 72.2 percent year-on-year. Total sales for passenger cars were 30,383 units or 84.4 percent of March 2006 level, and commercial vehicle sales were 8,068 units, 64.0 percent of the same period last year.

The overseas production for the month totaled 54,344 units or 104.0 percent of the year ago period figure. European production reaches 5,836 units, or 73.4 percent of last year's total. North American production came in at 8,135 units, a 96.2 percent year-on-year. Asian production totaled 36,391 units or 8.2 percent increase from March 2006's levels resulting to the increase export of Triton (L200) pickups from Thailand.

Total exports from Japan reached 59,816 units or 24.2 percent increase over the previous period and in turn increase the fifth consecutive months of year-on-year volume. On the other hand, exports to Europe increased to 21,093 units or 118.2 percent of the same period last year. The exports to Asia reached 4,239 units or 82.3 percent of March 2006 levels. Exports to North America came in at 13,515 units, recording 1676.8 percent increase from last year's figure due to favorable sales of Outlander and increased shipments of new Lancer.

For the fiscal year 2006, global production reached 1,315,789 units or 95.2 percent of the levels seen in fiscal year 2005. Japanese production came to 775,648 units or 9.9 percent increase year-on-year due to the production launch of Outlander for U.S., European and Chinese markets, strong sales of Lancer in Russia and other markets, global sales launch of new Pajero and Delica D:5 models in Japanese market.

Japanese vehicle sales for the fiscal year 2006 reached 246,435 units and decreased by 3.8 percent over the year ago period. Registered vehicle volume declined by 11.1 percent year-on-year to 75,916 units, minicar sales were 170,519 units, 99.8 percent of levels seen last year. Passenger car volume has shown slight growth reaching 179,702 units or 101.1 percent of the total for the same period last year. Commercial vehicle volume declined to 66,733 units, down 14.9 percent over the comparable period last year.

The overseas production in the period declined to 540,141, or 80.0 percent of the total for the pervious period. Production in Europe came in at 80,315 units, a 17.2 percent increase over the year ago total cause by the strong sales of the Colt CZC cabriolet model. The production in North America has increased by 4.6 percent year-on-year to 93,240 units. Despite the fact that the Asian production recovered in March 2007, total volume for FY06 was 324,974 units, a 30.9 percent decline from the same period last year caused by the economic recessions in countries such as Indonesia, Malaysia and Taiwan.

The exports from Japan totaled 443,535 units, a 16.8 percent increase over the total for the fiscal year 2005, marking the second consecutive years of year-on-year gains. Likewise, exports to Europe increased to 147,207 units, up 9.6 percent year-on-year due to introduction of new Pajero and Outlander models, and continuous sales growth in Russia and Ukraine. Exports to North America rose to 70,036 units, 186.7 percent of the year ago total due to the contribution of new Outlander and new Lancer models. And lastly, exports to Asia totaled 31,464 units, 83.6 percent of the previous period total.

Benefits of Engine Balancing

2007-05-02T21:40:00.001-07:00

Balancing goes hand-in-hand with performance engine building. Balancing reduces internal loads and vibrations that stress metal and may eventually lead to component failure. But is it worth the time and effort for mild performance applications, everyday passenger car engines or low-buck rebuilds?

From a technical point of view, every engine regardless of the application or its selling price can benefit from balancing. A smoother-running engine is also a more powerful engine. Less energy is wasted by the crank as it thrashes about in its bearings, which translates into a little more usable power at the flywheel. Reducing engine vibration also reduces stress on motor mounts and external accessories, and in big over-the-road trucks, the noise and vibration the driver has to endure mile after mile.

Though all engines are balanced from the factory (some to a better degree than others), the original balance is lost when the pistons, connecting rods or crankshaft are replaced or interchanged with those from other engines. The factory balance job is based on the reciprocating weight of the OE pistons and rods. If any replacements or substitutions are made, there’s no guarantee the new or reconditioned parts will match the weights of the original parts closely enough to retain the original balance. Most aftermarket replacement parts are "balanced" to the average weight of the OEM parts, which may or may not be close enough to maintain a reasonable degree of balance inside the engine. Aftermarket crank kits are even worse and can vary considerably because of variations within engine families.

If the cylinders are worn and a block needs to be bored to oversize, the larger replacement pistons may be heavier than the original ones. Some piston manufacturers take such differences into account when engineering replacement pistons and try to match "average" OE weights. But others do not. Most high performance pistons are designed to be lighter than the OE pistons to reduce reciprocating weight for faster acceleration and higher rpm. Consequently, when pistons and rods are replaced there’s no way of knowing if balance is still within acceptable limits unless you check it.

If you’re building a stock engine for a passenger car or light truck that will spend most of its life loafing along at low rpm, your customer might question the value of balancing such an engine. But if a customer values durability and smooth operation, selling them a balance job shouldn’t be too difficult – and it will add some extra profit, too.

On the other hand, if you’re building a performance motor, a stroker motor or an engine that’s expected to turn a lot of rpms or run a lot of miles, balancing is an absolute must. No engine is going to survive long at high rpms if it’s out of balance. And no engine is going to last in a high mileage application if the crank is bending and flexing because of static or dynamic imbalances.

Campro engine

2007-05-02T07:14:00.000-07:00

Campro engine is the first automotive engine ever developed by the Malaysian automotive corporation, Proton. The name Campro is short for Cam Profile. This engine powers the Proton Gen-2, the Proton Satria Neo, the Proton Waja Campro as well as Proton's future models. The Campro engine is aimed to show Proton's ability to make their own engines that produces good power output and meets newer emission standards.

Basic DOHC engine

The basic Campro engine coded as S4PH is a basic DOHC 16-valve 1.6 L engine that produces 110 bhp (82 kW) @ 6,500 rpm of horsepower and 148 N-m of torque. This is the engine that powers the Proton Gen-2. The S4PH engine can be fitted with Cam Profile Switching (CPS) and Variable Inlet Manifold (VIM) technology. Besides this 1.6 L engine, Proton has produced the 1.3 L version of the Campro engine.

Even though the S4PH engine seems to be quite powerful at higher revs, its performance is reportedly sluggish at lower revs and this is proven by driving the Gen-2 uphills where drivers who drive the manual transmission version have to shift a lot between 2nd gear and 3rd gear. This is due to its torque dip between 3,000 ~ 3,500 rpm where the torque decreases slightly before picking up back to the maximum torque at 4,000 rpm.

Before the engine is ready to be installed in the Gen-2 cars, Proton installed the engine in the Waja specialized for on-road tests.

Currently the Campro engines installed in the Gen-2 has none of the promised cam profile switching (CPS) and variable inlet manifold technologies. No date nor any information has been known as to when Proton will equip its models with the promised full-spec engine.

Another engine option for the basic DOHC engine is a 1.3L engine coded as S4PE. While the power output of S4PH engine can't be considered as impressive, the S4PE engine produces 94 bhp (70 kW) @ 6,000 rpm and the torque of 120 N-m @ 4,000 rpm, much more powerful than most 1.3L rivals, even with variable valve timing technology.

The bore x stroke dimensions for both engines are as follows:-

* S4PH (1.6L): 76 x 88 mm, resulting the displacement of 1597 cc.
* S4PE (1.3L): 76 x 73.4 mm, resulting the displacement of 1332 cc.

Campro CPS and VIM engine

In addition to the basic DOHC engine, Proton developed its own variable valve timing technology that works similar with other variable valve technologies such as Honda VTEC and Toyota VVTi, named as CPS (Cam Profile Switching) technology. The usage of CPS tehnology will raise the maximum power up to about 127 bhp and will improve the low-end torque to its maximum value which will maintain until about 5,000 rpm. The technology is said to be applied to newer Gen-2s and future models starting from the end of 2005, but currently the CPS technology is still under testing.

The Campro's Variable Intake Manifold technology is currently being developed by Robert Bosch GmbH, and is expected to make it's debut in the second half of 2007.

Campro GDI engine

Recently, Proton is developing their own gasoline direct injection version of Campro engines which will be used in the future. Currently, the Campro GDI engine is still under research and development, therefore very little information available for the Campro GDI engine.

Supercharged Campro engine

Recently, Proton has announced to collaborate with Kleemann, the company that supplies superchargers for Mercedes-Benz compressor models for the coming Proton Satria replacement model. Little is known about the engine, but the engine is rumored as a 1.8L engine equipped with a supercharger supplied by Kleemann. Mercedes-Benz usually sources its superchargers from Eaton Corporation.

Hybrid Campro engine

Recently, Proton and Lotus have announced their concept model of a Proton Gen-2 powered by a hybrid powerplant that uses the Campro engine. The concept model will be revealed during the 2007 Geneva Motor Show from 8 ~ 18 March 2007.

The hybrid powerplant system, which is known as EVE system (Efficient, Viable, Environmental) will be using the same S4PH engine as the one that powers the present gasoline version of the Gen-2, combined together with a 30 kW, 144V electric motor. The main purpose of the hybrid powerplant system is to provide a hybrid system that can be retrofitted to existing models, retaining the same powerplant and also eliminates the need to develop a completely different platform, like the Honda Civic Hybrid.

The EVE Hybrid System will have 3 key technologies:-

1. "Micro-hybrid" start-stop system - An integrated starter-alternator system is installed to switch off the engine automatically when the engine stops, for example at the traffic light. The engine will automatically restart when the gas pedal is depressed.

2. Full parallel hybrid technology - Combines the existing S4PH engine with a 30 kW, 144V electric motor, resulting in higher power (141 bhp combined), higher torque (233 N-m combined), lower emission (up to 22% carbon dioxide reduction) and better fuel economy (up to 28%). The system also includes regenerative braking system.

3. Continuously Variable Transmission (CVT) - The CVT system provides an infinite number of gear ratios for better efficiency.

The combined power and torque for the powerplant system are as follows:-

* Max power (gasoline engine only): 110 bhp (82 kW) @ 6,000 rpm
* Max torque (gasoline engine only): 148 N-m @ 4,000 rpm
* Max power (combined): 141 bhp (105 kW) @ 5,500 rpm
* Max torque (combined): 233 N-m @ 1,500 rpm (limited to 180 N-m continuous)

Hyundai Grandeur

2007-05-02T05:53:00.000-07:00

The Grandeur TG is a full-size sedan introduced for the 2006 model year. A redesigned XG350, it shares a platform with the Sonata. It is sold as the Hyundai Azera in North America, China, Taiwan, Philippines, Iran , Malaysia, Saudi Arabia, Kuwait, the United Arab Emirates, South Africa, and Chile.

Being a step up from the Sonata, the Azera is priced at US$24,995 for a base model, US$27,495 for the Limited version, and $29,995 for the Ultimate Package. The flagship Azera will be the most luxurious sedan Hyundai is selling outside of Korea, China, and the Middle East, until 2008, when an all-new rear-wheel drive luxury sedan called the Genesis is released under the Hyundai name in North America to test the waters for a future luxury brand.

The Azera has a four-wheel independent suspension (multi-link in the rear) and uses the company's new 3.8 L Lambda V6, which produces 263 hp (196 kW). The power is sent to the front wheels through a five-speed automatic transmission with "Shiftronic" manual gear selection. Hyundai claims 6.0 s to accelerate to 60 mph (97 km/h) and a top speed of 157 mph (252 km/h). Fuel economy of 19 mpg (12.4 L/100 km) in the city and 28 mpg (8.4 L/100 km) on the highway is expected.

The 2.2 VGT CRDI diesel engine from the Santa Fe is also available in Europe.

The Limited trim level adds 17 in alloy wheels, heated front seats, leather seat-upholstery, and a power sun shade in the rear window. The Ultimate Package includes an enhanced audio system with 10 speakers and a 6 CD changer, a power sunroof, telescopic steering wheel, and rain-sensing windshield wipers.

The Azera was named "Best New Family Car (over CAN$35,000)" in the 2006 Canadian Car of the Year awards. It also was awarded by Car and Driver as having slightly more rear legroom than a BMW 5 Series. It is also said to have more overall interior room than the BMW 5 Series.

Winter Car Maintenance

2007-04-30T17:47:00.000-07:00

Few items to check to be sure you're not stuck out in winter:

1) Check your belts and hoses for wear, and replace any that are showing signs of aging.

2) Flush your cooling system, and replace with a 50/50 mixture of anti-freeze and water.

3) Clean your battery posts and terminals, and check the battery water level. If your car has battery clips (pretty standard on newer cars) instead of good terminals, consider switching those out. Also, if your battery is over 4 - 4 1/2 years old, consider replacing that now as well.

4) Check your heater and defroster to be sure they are functioning properly. If you notice your engine's temperature guage dips too much when turning on your heater, have your thermostat checked.

5) Make sure your tires are properly inflated. The cold weather will lower your tire pressure. Also, check the tire pressure in your spare tire, and make sure you have the equipment needed to change a tire if needed.

6) Keep your gas tank as full as possible. This will prevent freezing in your gas lines.

7) Check your windshield washer fluid. Avoid using water only, as it will freeze.

8) A decent tune up wouldn't hurt anything either.

Prepare an emergency kit for your trunk which includes a working flashlight (extra batteries are a good idea too!,) blanket, tool kit, jumper cables, ice scraper, gloves, reflective triangles or flares, a bag of hard candy, and a first aid kit. A bag of kitty litter comes in handy for icy situations, and a small snow shovel will help in heavy snow conditions.

If you become stranded for a long period of time...

a) Do NOT leave your car unless you know exactly where you are, and exactly where you can go in order to improve your situation.

b) Use flares or reflective triangles to draw attention, or a bright cloth hanging from your antenna will work.

c) To keep warm, use blankets, and depending on the amount of gas in your car, run the heater for 10 minutes or so every hour. Make sure your exhaust pipe is not blocked!

d) In heavy snow and ice conditions, leave a window slightly cracked to avoid getting sealed in.

e) Use that bag of hard candy in your emergency kit to keep your mouth moist.

Kia Rondo

2007-04-29T09:11:00.000-07:00

Available as a 5- or optional 7-passenger vehicle with either a standard 162 hp 2.4l 4-cylinder engine or an optional 182 hp 2.7l V6 engine in two trim levels.

Standard features include: 16" alloy wheels, AM/FM/CD player, Air Conditioning, Power Windows and Door Locks, Front/Side/Full length Side Curtain airbags, 4-wheel Disc Brakes, ABS, Electronic Stability Control, Tire Pressure Monitoring System, LATCH, Child safety door locks, Tilt steering column, Front and Rear 12v outlets, Front and Rear Cupholders.

Options include:
Moonroof, Leather interior, Heated front seats, Cruise Control, Keyless entry, Infinity 10-speaker stereo.

Although Kia calls the Rondo a crossover, it is still a compact minivan that competes mainly up against the successful Mazda5. But unlike the Mazda5, the Rondo doesn't need to have sliding doors because of the larger Sedona having them. The Rondo is the cheapest minivan in North America, with a price of US$16,995.

General Motors XV8 engine

2007-04-29T09:07:00.000-07:00

The all-new engine provides the power of a full-size, high-end V8, but has greater fuel efficiency, the width of a V-6, and the length of a four-cylinder.

With an aluminum block and head, the 4.3 liter XV8 has three valves per cylinder with an air-assisted direct fuel injection system and two camshafts in the block. Power ratings are 300 horsepower (224 kW) and 295 lb-ft (400 Nm) of torque.

Other features include variable inlet systems (currently the main feature of Chrysler's Magnum engines), cam phasing, and displacement on demand (first seen on the ill-fated Cadillac 4-6-8 engines), variable inlet valve timing (common to Toyota and Honda engines), a narrow 75-degree bank angle, twin oil pumps, and an integrated air compressor. A GM spokesman said this combination was possible, in its best form, because of the engine's clean-sheet design: there was no need to compromise new features to co-exist with existing designs. That was especially important for direct injection.

The XV8's compression ratio of 10.75:1 is achieved with regular gasoline.
Key features

The all-aluminum 4.3-liter XV8 utilizes a unique three-valves-per-cylinder combustion chamber configuration, supporting the optimization of an air-assisted direct fuel injection system. The configuration features an industry first: two camshafts in the block. The XV8 produces 224 kW (300 horsepower) and 400 Nm (295 lb-ft) of torque.

The air-assisted direct injection gasoline system was developed by Orbital Engine Corp. of Australia, and is integrated into three-valve cylinder heads and dual cams in the block. The three valve system (two inlet valves, one exhaust) provides more room in the combustion chamber for optimal positioning of the injector and the spark plug, vertical and nearly central in the chamber - positioned as they would be in a Hemi engine.

Having two cams in the block rather than dual overhead cams provides considerable packaging benefits and combined with the direct injection fuel system, contributes to the XV8's outstanding performance numbers. The clean burning also means that after-combustion pollution control can be milder.

GM's Displacement on Demand technology allows the V8 to shut down half of its cylinders seamlessly at predetermined times to significantly reduce fuel consumption without hampering performance.

The unique twin oil pump design allows the engine to run Displacement on Demand at idle, since the system and cam phasing system have their own dedicated oil pump, which provides enough pressure to deactivate the cylinders at idle and reactivate them immediately upon throttle engagement.

The use of a camshaft "phaser" separates the timing functions of the intake and exhaust valves. This is accomplished in the XV8 engine by having two in-block camshafts, one for inlet operation and one for exhaust. The camshafts are located in a vertical plane above the crankshaft and parallel to its center of rotation. The intake camshaft is the lower camshaft and is approximately in the center of the block. The exhaust cam is positioned above the intake. Because the intake camshaft rather than the exhaust is "phased," the XV8's camshaft drive provides the ability to better modify and enhance full-load engine torque characteristics. In the stratified combustion mode of operation, it can be used to increase the charge dilution by advancing the intake cam timing. The set-up reduces friction and fuel consumption, particularly at idle and part-load, and also contributes to the engine's outstanding low-end torque. Having two camshafts in the engine block with the ability to "phase" one of the cams is unique to GM.

"With the cams in the block," GM's Fritz Indra said, "the valve timing precision is better than with a DOHC configuration. The different heat levels with long belts and chains in a DOHC set-up always changes the valve timing."

The air-assist direct injection system requires port geometries that generate a minimum of "in-cylinder" motion when the system is operating in stratified mode. During homogeneous operating conditions, in-cylinder motion is required in similar fashion to port fuel injected engines. The inlet manifold design supports these design objectives to achieve maximum fuel economy. The resulting design also allows the engine to deliver a broad torque band suited to spirited driving styles, supports the peak power objectives, and fully accommodates the Displacement on Demand system.

The XV8 is unique not only in that it has two oil pumps, but also in that the engine's balance shaft doubles as the oil pump drive shaft. The former allows for such functions as cam phasing and Displacement on Demand at idle and the latter contributes to the engine's compact packaging.

Because the XV8 requires extensive hydraulic function, two oil pumps were used in a serial fashion. If the lubrication system was designed with the typical single oil pump, its displacement would have to be substantially increased to provide minimum pressure to the entire engine. The primary pump supplies low pressure filtered oil to the bearings, valve lifters and secondary pump inlet. The secondary pump acts to intensify the pressure for supply to the cam phaser and Displacement on Demand systems. In doing this, parasitic power consumption to the oil pump is minimized.

Because of packaging constraints, the oil pump drive was combined with the balance shaft assembly. To get the necessary 1:1 counter-rotation of the balance shaft, it is driven by a helical gear pressed on the rear of the crankshaft.

"The drive for the pumps is the balance shaft, which has to go opposite engine rotation at engine speed because of our narrow bank angle," GM's Alan Hayman said. "So we get the balance shaft basically for free and this is all packaged in the sump that bolts to the bottom of the block. That is unique. Also, placing the oil pumps at each end of the balance shaft helps to damp vibrations."

The XV8's air compressor is integrated into the engine assembly. "That's another unique aspect of the engine," Hayman said. "The air compressor is part of the engine assembly itself, not just a component bolted onto the accessory drive somewhere as a stand alone pump. It's integrated to the back of the cylinder head and all of the fluids are transferred through this interface. This avoids the requirement for the myriad of hoses that would have traditionally been required including the avoidance of having to run a separate air-assist rail."

Nimble Acura MDX is a station wagon, it's no SUV

2007-04-29T08:57:00.000-07:00

The Acura MDX SH-AWD is a station wagon, albeit a pricey one with leather seats and every conceivable electronic device, including a "super-handling all-wheel-drive" (SH-AWD) system that improves turning precision by automatically varying power to the rear drive wheels in curves.

Ride, handling, acceleration:
The MDX gets excellent marks in all three categories. It drives, feels, handles and accelerates in the manner of a much smaller, tighter vehicle--on paved roads.

Head-turning quotient:
Flowing, elegant lines. I love its interior--rich, ergonomically sensible, comfortable--the perfect passenger cabin for a long road trip.

Body style/layout:
The 2007 Acura MDX is a front-engine, all-wheel-drive, mid-size luxury wagon with a rear lift-gate. It is a work of unitized body construction on a mid-size car platform.
Engine/transmission: The Acura MDX SH-AWD comes with a 3.7-liter, 24-valve, V-6 engine that develops 300 horsepower at 6,000 revolutions per minute and 275 foot-pounds of torque at 5,000 rpm. The engine is mated to a five-speed automatic transmission that also can be shifted manually.

Capacities:
There is seating for seven with the rearmost foldable seats suitable only for small people. Cargo capacity is 15 cubic feet with three rows of seats up and 84 cubic feet with second and third rows folded. The MDX can be equipped to tow a trailer weighing 5,000 pounds. Fuel capacity is 21 gallons of required premium unleaded gasoline.
Mileage: I averaged 20 miles per gallon in highway driving. My assistant averaged 15 mpg in city-suburban commuting.

Safety:
Impressive. Improved rear-end crash protection, side and head air bags, antilock brakes, and electronic stability and traction control make the MDX one of the safest wagons available in North America.

Price:
Base price for the 2007 Acura MDX SH-AWD with the sport and entertainment package is $47,795. Dealer invoice price on the base model is $43,326. There are no options for this one at this writing. Add a $670 transportation charge. Price as tested is $48,465. Dealer's price as tested is $43,996.

Purse-strings note:
It's an excellent, albeit expensive, wagon. Compare with BMW X-5, Buick Enclave, GMC Acadia, Honda Pilot, Hyundai Veracruz, Lexus RX 350 and Mercedes-Benz M-Class.

Complaints:
End the misleading silliness. Stop calling the Acura MDX and similar vehicles SUVs. They're not. They're wagons. The buying public has no problem accepting them as wagons. Automotive marketers need to grow up.

Buick Small-Block

2007-04-27T19:58:00.000-07:00

In 1961 Buick unveiled an entirely new small V8 engine with aluminum cylinder heads and cylinder block. Lightweight and powerful, the aluminum V8 also spawned a turbocharged version, (only in the 1962-63 Oldsmobile Cutlass version), the first ever offered in a passenger car. It became the basis of a highly successful cast iron V6 engine, the Fireball. The all-aluminum engine was dropped after the 1963 model year, but was replaced with a very similar cast-iron engine.

215

GM experimented with aluminum engines starting in the early 1950s, and work on a production unit commenced in 1956. Originally intended for 180 in³ (2.9 L) displacement, Buick was designated by GM as the engine design leader, and decided to begin with a larger, 215 in³ (3.5 L) size, which was deemed ideal for the new "senior compact cars" introduced for the 1961 model year. This group of cars was commonly called the BOP group or A-bodies.

The 215 had a 4.24 in (107.7 mm) bore spacing, a bore of 3.5 in (88.9 mm), and a stroke of 2.8 in (71.1 mm), for an actual displacement of 3533 cc. The engine was the lightest mass-production V8 in the world, with a dry weight of only 318 lb (144 kg). It was standard equipment in the 1961 Buick Special.

Oldsmobile and Pontiac also used the all-aluminum 215 on its mid-sized cars, the Oldsmobile F-85 and Pontiac Tempest. However the Oldsmobile version of this engine, although sharing the same basic architecture, had cylinder heads designed by Oldsmobile engineers, and was produced on a separate assembly line. Among the differences between the Oldsmobile and Buick versions, it was somewhat heavier, at 350 lb (159 kg). The design differences were in the cylinder heads: Buick used a 5-bolt pattern around each cylinder where Oldsmobile went to a 6-bolt pattern. The 6th bolt was added to the intake manifold side of the head, one extra bolt for each cylinder. This was supposed to alleviate the head-warping problems that came about on the higher compression ratio versions. Later Rover versions of the aluminum block and subsequent Buick iron small blocks (300, 340 and 350) went to a 4 bolt per cylinder pattern.

At introduction, Buick's 215 was rated 150 hp (112 kW) at 4400 rpm. This was raised soon after introduction to 155 hp (116 kW) at 4600 rpm. 220 ft·lbf (298 N·m) of torque was produced at 2400 rpm with a Rochester 2GC two-barrel carburetor and 8.8:1 compression ratio. A mid-year introduction was the Buick Special Skylark version, which had 10.25:1 compression and a four-barrel carburetor, raising output to 185 hp (138 kW) at 4800 rpm and 230 ft·lbf (312 N·m) at 2800 rpm.

For 1962, the four-barrel engine increased compression ratio to 11.0:1, raising it to 190 hp (142 kW) at 4800 rpm and 235 ft·lbf (319 N·m) at 3000 rpm. The two-barrel engine was unchanged. For 1963 the four-barrel was bumped to an even 200 hp (149 kW) at 5000 rpm and 240 ft·lbf (325 N·m) at 3200 rpm, a respectable 0.93 hp/in³ (56.6 hp/liter).

Unfortunately, the great expense of the aluminum engine led to its cancellation after the 1963 model year. The engine had an abnormally high scrap ratio due to hidden block-casting porosity problems, which caused serious oil leaks. Another problem was clogged radiators from antifreeze mixtures incompatible with aluminum. It was said that one of the major problems was because they had to make extensive use of air gaging to check for casting leaks during the manufacturing process, and not being able to detect leaks on blocks that were as much as 95% complete. This raised the cost of complete engines to more than that of a comparable all cast-iron engine. Casting sealing technology was not advanced enough at that time to prevent the high scrap rates.

The Buick 215's very high power to weight ratio made it immediately interesting for automotive and marine racing. Mickey Thompson entered a stock-block Buick 215-powered car in the 1962 Indianapolis_500. From 1946 to 1962 there hadn't been a single stock-block car in this famous race. In 1962 the Buick 215 was the only non-Offenhauser powered entry in the field of 33 cars. Rookie driver Dan_Gurney qualified eighth and raced well for 92 laps before retiring with transmission problems.

Surplus engine blocks of the Oldsmobile (6 bolt per cylinder) version of this engine formed the basis of the Formula One Repco V8 used by Brabham to win the 1966 and 1967 Formula One championship. No other American stock-block engine has won a Formula One championship.

Buick 215s have been engine swapped into countless sports cars including especially Chevrolet Vegas and MG sports cars. The engine remains well supported by enthusiast clubs, specialist parts suppliers, and by shops that specialize in these conversions.

The Buick 215 was used in a small sports car known as the Apollo from 1962 to 1963, and also in the Asardo 3500 GM-S show car.

Although dropped by GM in 1963, in January 1965 the tooling for the aluminum engine was sold to Britain's Rover Group to become the Rover V8 engine, which would remain in use for more than 35 years. GM tried to buy it back later on, but Rover declined, instead offering to sell engines back to GM. GM refused this offer.

300

In 1964 Buick replaced the 215 with an iron-block engine of very similar architecture. The new engine had a bore of 3.75 in (95.5 mm) and a stroke of 3.40 in (86.4 mm) for a displacement of 300.4 cu. in. (4.9 L). It retained the aluminum cylinder heads, intake manifold, and accessories of the 215 for a dry weight of 405 lb (184 kg). The 300 was offered in two-barrel form, with 9.0:1 compression, making 210 hp @ 4600 rpm and 310 ft·lbf @ 2400 rpm, and four-barrel form, with 11.0:1 compression, making 250 hp @ 4800 rpm and 335 ft·lbf @ 3000 rpm.

For 1965 the 300 switched to a cast-iron heads, raising dry weight to 467 lb (212 kg), still quite light for a V8 engine of its era. The four-barrel option was cancelled for 1966, and the 300 was replaced entirely by the 350 in 1968.

The Apollo sports car, also known as the Vetta Ventura, used this engine.

340

The 340 in³ (5.6 L) 340 was a stroked (to 3.85 in/97.8 mm) version of the 300. It had a two-barrel or four-barrel carburetor, the two barrel with 220 hp, and the four barrel with 11.0:1 compression, rated at 260 hp @ 4200 rpm and 365 ft·lbf @ 2800 rpm. It replaced the four-barrel 300 for 1966. It was produced only in 1966 and 1967, with the new Buick 350 taking its place after that.

350

Buick adopted the popular 350 in³ (5.7 L) size with their final family of V8s. Although sharing the displacement of the Chevrolet Small-Block engine family, the Buicks were substantially different.

The Buick 350 V8 had a 3.80 in bore (like the 231) and retained the 3.85 in stroke of the 340. It was introduced in 1968 and produced through 1980.

The major differences of the Buick 350 when compared to other GM V8's are, deep skirt block construction, higher nickel-content cast iron, external oil pump, under square bore sizing, 3.0" crank main journals, and 6.5" connecting rods. It is an extremely rugged and durable engine, and some of the design characteristics of the Buick 350 are found in modern GM engines such as the 231 V6, and Series I, II, and III 3800 V6's.

Of all the GM 350-inch engines, the Buick 350 has the longest stroke, which lends to making significantly more torque than any of the others. It also made the Buick 350 significantly wider - essentially the same width as the Buick big-blocks, which have the shortest stroke of the GM big-blocks. In fact, at a glance the buick 350 is commonly mistaken for the 455 engine due to the oversized intake manifold atop the engine. The Buick 350 also shares an integrated Aluminum timing cover as do most of the Buick small & big blocks that incorporates the oil pump mechanisms as well. Leaving the oil filter exposed to oncoming air for added cooling.

The Buick 350 was used in the Jeep Gladiator and Wagoneer from 1968 to 1971.

Acura TL Type-S

2007-04-27T19:40:00.000-07:00

286-hp. V-6 engine derived from that in Acura's flagship RL sedan. The performance-tuned suspension of the Type-S is potent, too, especially on one's bottom. The handling is as tight as the proverbial drum, but the ride is very hard.

Except for the front-drive layout, which means some torque steer on hard acceleration, the ride is the only serious downside of this car, and I'd suggest you not minimize it if you routinely drive long distances and/or on bad roads. If so, the more basic TL might be a better choice.

The Type-S gets a sport-tuned suspension setup, of course, as well as steering calibrated for higher effort and better ``on-center' feel.

In the Type-S, the automatic can be shifted with paddles located behind the steering wheel; in both TLs drivers also can shift manually with the console-mounted gearshift lever.

With four-piston Brembo brake calipers at the ready, the Type-S stops as well as it goes.

Acura also says the Type-S has its own high-flow exhaust system, but you'll hear little evidence of it unless you accelerate hard; at cruising speeds the engine is quiet.

The TL's cabin is well-insulated against noise. Acura credits ``active noise cancellation' for some of that. The system senses cabin noise through a microphone in the headliner and then creates opposite sound waves to cancel the noise, using the radio speakers.

The Type-S is offered in four variants, starting at $38,125 with freight: with a six-speed stick shift or the five-speed automatic transmission I sampled, and with or without high-performance tires, Bridgestone Potenza summer models.

Since the automatic transmission is a no-cost option, the price differences among the four variants are no more than $200.

A Lexus ES 350 will hit $38,000 as soon as the navigation system/Mark Levinson stereo package is added.

At least in pure horsepower for dollars, Infiniti has the edge in this class.

Not far behind in bang for the buck is Lexus' IS 350 Sport, also rear-wheel drive, listing for $36,420, and packing 306 hp.

Note also if you're not in a hurry to buy your near-luxury sedan that redesigned versions of the both the C-Class and Cadillac CTS are about to arrive. And note also that a new Accord due in the fall suggests that an all-new TL can't be far behind.

Acura's bestselling model, the TL, is not to be confused with the smaller and less expensive TSX, a sedan that shares basics with a smaller version of the Accord sold in Europe and Japan.

The handsome interior has a look that's all business, with a richly textured dashboard and door paneling, accented by carbon fiber and a dash of chrome trim and stainless steel pedals.

Luxury car shoppers also considering models like the C-Class, CTS and Lincoln MKZ might deem the TL a bit too understated, but those whose tastes lean toward BMW and Audi interiors probably will find the S-Type's to their liking.

The TL has a very good, though not perfect, safety rating from the federal government: five out of a possible five stars for frontal impact protection and five out of five for a rear-seat passenger's side impact protection, but four out of five stars for the driver's side-impact protection.

The tougher Insurance Institute for Highway Safety rates the car ``good' in frontal and side protection, based on its crash tests, but last week rated the TL (and a bunch of others) ``marginal' in the protection offered by its seats and head restraints in rear collisions.

Like Hondas, Acuras tend to score highly in owner surveys by Consumer Reports and J.D. Power and Associates that measure vehicle quality, while Acura dealers tend to do well in surveys of overall customer satisfaction with the sales and servicing process.

And Acura backs its cars with a better-than-average warranty of four years/50,000 miles, with an extra two years or 20,000 miles on the powertrain.

2007 Honda Civic CR-V EX-L

2007-04-27T19:23:00.000-07:00

Head-turning quotient:
The Hyundai Santa Fe is borderline ugly. The Honda CR-V is strikingly handsome. If looks count for something, the CR-V is worth the extra money.

Body style/layout:
The Honda CR-V is a front-engine, compact wagon/crossover utility vehicle designed primarily for driving on paved and other improved roads. People who want a genuine SUV capable of driving in the rough should shop elsewhere. The CR-V has four doors and a rear lift-gate. It is available with front-wheel drive or all-wheel drive. There are three trim levels--base LX, mid EX, and upscale EX-L.

Engine/transmission:
All Honda CR-V models come with a standard 2.4-liter, 16-valve, in-line, four-cylinder engine that develops 166 horsepower at 5,800 revolutions per minute and 161 foot-pounds of torque at 4,200 rpm. The engine is linked to a five-speed automatic transmission.

Capacities:
There is seating for five in the CR-V. Cargo capacity with the rear seats up is 35.7 cubic feet; with rear seats folded, it's 73 cubic feet. Maximum payload, the weight of what can be safely carried onboard, is 1,127 pounds. The front-wheel-drive CR-V can be equipped to tow a trailer weighing 1,500 pounds. The fuel tank holds 15.3 gallons of recommended regular unleaded gasoline.

Safety:
Standard equipment includes side air bags for front-seat occupants, side curtain air bags with rollover sensor, antilock braking system, electronic stability control, traction control, and rigid body construction.

Price:
Base price of the 2007 Honda CR-V EX-L with front-wheel drive and onboard navigation with voice recognition and rearview camera is $26,800. Dealer's invoice price on that model is $24,914. Price as tested is $27,935, including a destination charge of $595. Dealer's price as tested is $25,509. Prices sourced from Honda and www.edmunds.com.

Purse-strings note:
The Honda CR-V is an excellent wagon/crossover utility vehicle surrounded by very tough competition, including the Ford Escape, Hyundai Santa Fe, Mazda CX-7, Pontiac Torrent, Toyota RAV-4 and Saturn Vue. You'd be wise to invest some time in comparison shopping.

Complaints:
The CR-V is an excellent wagon. But Honda needs to reconsider its pricing strategy for this model line. The reason is Hyundai. For example, the comparable front-wheel-drive Hyundai Santa Fe Limited has seating for seven and comes with a 242-horsepower V-6 engine, standard electronic stability control and a base price of $26,145. The front-wheel-drive CR-V EX-L has a smaller engine, seating for five people, and a base price of $26,800. The CR-V is smart. But considering its substantially lower price and substantially better warranty, the Hyundai Santa Fe seems smarter.
Ride, acceleration and handling: The CR-V is excellent in all three categories on the highway and in the city. It moves in and out of traffic easily, safely. It is wonderfully maneuverable on heavily traveled city streets. It inspires confident driving in any environment.

Lincoln MKZ 2007

2007-04-27T00:01:00.000-07:00

The Lincoln MKZ is a mid-size luxury car from the Lincoln automobile division of the Ford Motor Company. The MKZ is the replacement for the 2006 Lincoln Zephyr. Lincoln revived the Zephyr name in the fall of 2005 as a platform mate to the Ford Fusion and Mercury Milan, to replace the cancelled 3.0L V6 version of the Lincoln LS as the mid-size entry-level Lincoln. Lincoln increased the Zephyr's engine size and power output, and changed the car's name to MKZ in 2006 for the 2007 model year. Sales of the MKZ began in September, 2006. The MKZ is also the first Lincoln to use "MK" on its car name.

The Lincoln MKZ's available THX II audio system features 600 watts of power and 14 speakers, including two subwoofers. It's a $995 option.

2007 Lincoln MKZ

Type:
A front-wheel drive five passenger sedan. All-wheel drive is available.

Retail price*:
$29,950 - $37,790

Engine:
3.5-liter V-6
263-hp
249-lbs-ft torque

Transmission:
Six-speed automatic

EPA mileage
# Front-wheel drive: 19 mpg city / 27 mpg highway
# All-wheel drive: 18 mpg city / 26 mpg highway

Performance:
Good New engine boosts power, and engineers tuned it for a very smooth, quiet ride.

Exterior:
Good Subdued and well crafted.

Interior:
Excellent:
Lots of nice amenities. Comfortable seats and easy-to-use controls keep the driver's eyes on the road.

Safety:
Excellent Standard side curtain airbags for front and rear passengers, anti lock brakes and electronic stability control and additional front passenger thorax airbags.
Pros: A luxurious sedan with excellent amenities and a smooth, quiet ride. Priced well against competitors.

Cons:
Engine tuning and lack of clutch-less shifting limit driving options.

Notes:
Drop the all-wheel drive and take one for a spin.

2007 Ferrari 599 GTB Fiorano

2007-04-19T20:19:00.000-07:00

The new 599 GTB Fiorano is heir to Ferrari's glorious tradition of front-engine V12 dueposti, except that there was nearly a 20-year gap between the 365 GTB4, the Daytona and the recently departed 550/575M Maranello (1996-2005).

The 599 GTB Fiorano accelerates quicker (Road and Track reported a 0-60 mph of just 3.2 seconds and a quarter-mile estimated time of 11.2 seconds), corners harder and shreds the matrix of space-time faster than the F40. The 599's top speed is more than 205 mph, and it manages to stay ground-bound even without the F40's preposterous rear wing providing down force.

Powered by an Enzo-derived 6.0-liter 12-banger channeling a ferocious 612 hp through the new F1-Superfast gearbox (which cracks off gear changes in as little as 100 milliseconds), set up on a new semi-active suspension and with all manner of next-generation traction and stability systems managing the tiller of Newton's laws, the 599 feels like the ultimate man-macadam interface: a big, comfortable, gorgeous, richly appointed sports car with the soul of a racing machine.

The aluminum space frame has a chassis stiffness that's an almost inconceivable 50 percent higher than that of the foundry-cast 575M. All that substance comes at a cost, of course: This two-door weighs in at 3,722 pounds (roughly 600 pounds heavier than a Corvette Z06). And yet compared with the 599, ordinary cars of that weight division feel like sagging, over-full diapers.

Fully 85 percent of the car's weight is situated between the axles (as compared with 70 percent for the 575M). That gives this front-engine GT the low polar inertia of a mid-engine car, and yet there's still space for a surprisingly roomy trunk. The weight balance, meanwhile, is an optimal 47/53, front-to-rear.

Tarmac-warping Pirelli tires, which are, incidentally, staggered: 245/40/ZR19s in front and 305/35/ZR20s in the rear.

New electric dampers that monitor the road, speed and steering and adjust in a mere 40 milliseconds, using a system called SCM Magnetorheological Suspension. These babies employ a special fluid that changes viscosity depending on the electrical charge the computers impart to it. This semi-active system helps the tires maintain an instantaneous grip while cornering even over broken pavement, nulls out body lean and can go from velvety soft to harder than dragon scales with a flick of a knob.

An adjustable dynamics system that allows drivers to incrementally increase the ride stiffness, redline and gear-change speed, as well as raise the intervention thresholds of the traction and stability controls. The adventurous can turn them off altogether. New is the race-derived F1-Trac, which might be described as traction control with a Ph.D. in computer science. On the company's Fiorano test track -- where the name comes from -- a 599 with F1-Trac lapped an amazing 1.5 seconds faster than one with conventional traction control.

The new F1-Superfast gearbox, which adjusts shifting crispness -- the degree to which the car whacks you between the shoulder blades -- exactly to how hard you're driving.

A singular bit of aero styling is the 599's wraparound rear, close bracketed by flying buttresses (shades of Pegaso and Bertone's BAT cars). The 599 generates significant downforce (352 pounds at 186 mph). It is also practically immune to crosswinds.

Gonzo fast, awesomely cool, harder than Simon Cowell's heart yet with a deep sense of owner preservation, the 599 reminds me that I don't want much in a car, as long as I can have everything. And here it is, the world's best front-engine sports car.

Ferrari 599 GTB

Base price:
$260,000 (est.)

Powertrain:
6.0-liter DOHC V12
48 valve, with variable valve timing and variable intake geometry
six-speed automated gearbox
rear-wheel drive with limited-slip differential

Horsepower:
612 at 7,600 rpm

Torque:
448 pound-feet at 5,600 rpm

Max engine speed:
8,400 rpm

Curb weight:
3,722 pounds

0-60 mph:
3.2 seconds

Wheelbase:
108.3 inches

Overall length:
183.7 inches

EPA fuel economy:
12 miles per gallon city, 15 mpg highway
*Figure from Road and Track

2007 Hyundai Veracruz

2007-04-19T19:47:00.000-07:00

2007 Hyundai Veracruz
Type:
A front-wheel drive large crossover SUV.

Models:
GLS, SE, Limited

Retail price:
$26,995 - $38,000

Engine:
3.8-liter multi-point fuel injection,
6-cylinder,
260-horsepower,
257-pound-feet torque.

Transmission:
6-speed automatic,
includes clutchless shifting
EPA mileage: 17 mpg city / 24 mpg highway
Estimated 12-month insurance costs, according to AAA Michigan: $687
*Includes shipping

Performance :
Sluggish acceleration and soft handling sap the fun out of driving.

Exterior:
A clone of the Lexus RX 350 does not stand out in a diverse and growing selection of vehicles in the crossover market.

Interior:
Offers lots of amenities and creature comforts.

Safety:
Standard side curtain airbags for all three rows,
anti lock brakes,
electronic stability control and electronic roll over mitigation.

The Veracruz fails to close the luxury gap in the crossover market in the same way the 2006 Azera did in the sedan sector. That car feels luxurious at a modest price. The Veracruz is just a photocopy of a photocopy.

It's a heavily loaded knockoff that doesn't hold its own against similarly priced crossovers such as the Honda Pilot, the Toyota Highlander and the Saturn Outlook. Those are the real competitors, not the Lexus RX 350.

Toyota 4A-GZE engine

2007-04-18T00:30:00.000-07:00

The 4A-GZE (produced in various forms from 1986 through 1995) was the supercharged version. Based on the same block and head, the 4A-GZE was equipped with a roots-type supercharger and therefore the compression ratio, valve timing and ports were modified. It was used in the North American supercharged Toyota MR2, rated at 145 hp (108 kW) and 140 ft·lbf (190 N·m). Later versions of this engine are rated 170 hp (127 kW) and 155 ft·lbf (210 N·m) for the AE92 and AE101 Corolla.

4A-GE (20-valve)

A special 4A-GE was produced from 1991 through 1998 to replace the 16 valve 4A-GE. It was a naturally-aspirated engine with an additional intake valve for each cylinder, making it one of the first production 5-valve engines in history. These generation engines also featured quad throttle bodies. The engine can be recognized by its silver or black top. This was the last of the 4A family to be produced. Toyota VVT was used for 160–165 hp (123–127 kW) at 7800 rpm and 120 ft·lbf (162 N·m) at 5600 rpm, quite impressive for a naturally-aspirated 1.6 L engine. Note that although VVT was present in the silver top and the black top 4A-GE, VVT-i was not available.

Some Racing team participating in the Group A of the JGTC, using either the AE101, AE86 or AE82 corollas used modified silvertop versions of the engine, capable of approximately 240 Horsepowers at 11,000 RPM. The AE86 was particuraly popular, being able to beat cars with bigger engine such as the skyline.

Applications:

* 1992 Toyota Corolla Levin, Sprinter Trueno AE101 (silver-top) All GT models (GT Apex GT-V etc)

* 1995 Toyota Corolla Levin, Sprinter Trueno AE111 (black-top) All BZ models (BZG, BZR, BZV etc)

Toyota Variable Induction System,

2007-04-18T00:27:00.001-07:00

Toyota Variable Induction System, or T-VIS, is a variable intake system designed by Toyota.

It improves the low-end torque of high-performance, small displacement four-stroke engines by changing the geometry of the intake manifold according to the engine rotation speed. The system uses two separate intake runners per cylinder, one being equipped with a butterfly valve that can either open or close the runner. All valves are attached to a common shaft which is rotated by a vacuum actuator outside the manifold.

The engine control unit allows vacuum into the actuator by powering a solenoid valve when the engine rotation speed is below 4200 rpm.Above this engine speed vacuum is cut off and a spring inside the actuator causes the butterfly valve to fully open. The theory behind the system is that in the lower speed band the velocity of the intake air can be improved because the intake runner cross section per cylinder is smaller. However, when the engine gains speed, the required air flow volume is more significant so the second runner is opened to improve the flow.

Toyota used the T-VIS system from the mid-80s to early 90s on its high-performance twincam engines, such as the 4A-GE and 3S-GE.

Shelby CSX

2007-04-16T23:57:00.000-07:00

The Shelby CSX was a limited-production performance automobile based on the Dodge Shadow. Offered by Shelby from 1987 through 1989, the Shelby CSX was the most common Shelby vehicle of the 1980s.

CSX

The first Shelby CSX appeared in 1987. Power came from Shelby's Turbo II 2.2 L I4, with 175 hp (130 kW) and 175 ft.lbf (237 Nm). Performance was good with a 0 to 60 mph time of 7.0 s.

Shock absorbers and springs were replaced, and Daytona Shelby Z rear discs were added. Once again, Shelby used his own wheels. Outside badging was more restrained than other Shelby offerings.

750 1987 CSXes were sold, priced at $13,495. There was no optional equipment.

CSX-T

In 1966, Shelby created a special line of Shelby Mustangs for the Hertz car rental company. Shelby repeated this trick in 1988 with the creation of the CSX-T for the Thrifty rental company. The CSX-T was only sold to Thrifty, and 1,001 were produced.

The CSX-T was mechanically similar to the 1987 CSX with one major exception: The non-intercooled Turbo I engine was used. Two variations were made, an intercooled version given to the president of Thrifty and a version with a factory sunroof given to the president's daughter.

CSX-VNT

The final CSX was 1989's CSX-VNT. This would be the last Shelby Dodge, and marked two notable technological advances: the introduction of a variable-nozzle turbo and the application of composite wheels.

The engine was the new Turbo IV. The variable vanes were computer controlled and needed no wastegate. Instead, they adjusted the flow of exhaust gasses to spool up quickly and provide strong power. Power remained at 175 hp (130 kW), but torque was up to 205 ft.lbf (278 Nm). Car and Driver magazine was impressed with the engine's flexibility and top-gear acceleration.

The composite Fiberide wheels were also a first. Made of reinforced fiberglass, they were lighter than contemporary wheels.

Production was limited to 500 vehicles (including two prototypes) and Carroll Shelby's involvement with Dodge was over.

Volvo 780

2007-04-16T23:52:00.000-07:00

The Volvo 780 coupé made its debut at the International Auto Show in Geneva, Switzerland in 1985. It marked the return of a two-door 2+2 seater coupe to the Volvo stable after a four-year absence following the departure of the 262C in 1981. The 780 became available in Europe in 1986, and would come to the United States a year later.

Like its predecessor, the 780 was designed and built by Carrozzeria Bertone in Turin, Italy. However, unlike the Volvo 262C, the 780 was not merely a two-door 760 with a "chop top" roof. Bertone gave the 780 its own distinctive shape which set it apart from the other models, yet was still identifiable as a Volvo. The car had a sleek, low profile, inheriting some of the styling of the other 700 series cars, but without many of the severe angles and sharp corners. The hood, trunk, and roof lines were all slightly lower than the standard 700 series profile, and the C-pillar was wider and had a more gradual slope down to the trunk. Headroom was improved over the 262C, due to Bertone’s mere 1 cm lowering of the roofline. Window frames all had black matte trim, and were accented with chrome. Chrome also highlighted the door handles, bumpers, and side mouldings.

In the first two years the 780 was available worldwide ('86 and '87) the 780 was available with the B280F V6 engine and a solid (live) rear axle. In the following year, they came equipped with Volvo's independent rear suspension, which used self-leveling Nivomat shocks, to keep ride height correct.

Many people began to take note of the relatively weak powerplant that the 780 had. The B280F at this point had roughly 150HP, but the car itself was nearly 3400 pounds. People wanted something better performing. Enter the B230FT+; a B230FT with Volvo's boost controller, Turbo+, increasing the engine output to 175hp. The following model year saw it increase to 188hp. In the car's finale year, 1991, it was rebadged simply as "Coupé". At this point, the car came only in turbo guise.

Volvo's official production total for the 780 is 8,518 cars built between 1985 and 1990. However, this number has often been disputed as different sources have often estimated the actual total to be higher. As before, a coupé would remain absent from Volvo's model line for several years, until the front-wheel drive C70 was premiered in 1995 for the following model year.

PRV engine

2007-04-16T23:48:00.000-07:00

The PRV engine is an automobile petrol V6 engine that was developed jointly by Peugeot, Renault and Volvo Cars and sold from 1974 to 1998. It was gradually replaced after 1994 by another joint PSA-Renault design known as the ES engine at PSA and the L engine at Renault.

Engineering

Ignition timing

The original engineering work done on the V8 can still be seen in the resulting V6: its cylinder banks are arranged at 90° instead of the much more common 60°. V8 engines nearly universally feature 90° configurations because this allows for a natural firing order. V6 engines, on the other hand, are generally arranged at 60° (again because of timing) but can be built as 90° engines with either staggered timing or split crankshaft journals.

First-generation PRV engines (1974-1985) featured uneven ignition timing. Second generation PRV engines (introduced in 1984 in the Renault 25 Turbo) featured split crankshaft journals and even ignition timing all electronically controlled. [1] Other similar design examples are the odd-fire and even-fire Buick V6 and the Maserati V6 seen in the Citroën SM.

The ignition timing has nothing to do with the bank of the cylinders; V8s run smoothest with a 90º bank, while V6s run smoothest with a 60º bank. I do believe, however, that changing the cylinder firing order can result in a better idle quality and less vibrations. That is why the modern chevy small block v8 changed its firing order with the introduction of the LS series of engines in 1997.

Specifications

* Power (DIN): 100 kW at 92 r/s (136 hp at 5,500 rpm)
* Power (SAE): 97 kW at 92 r/s (130 hp at 5,500 rpm)
* Torque (DIN): 215 Nm at 48 r/s
* Torque (SAE): 208 Nm at 48 r/s (153 ft.lbf at 2,750 rpm)
* Compression ratio: 8.8:1
* Bore: 91 mm
* Stroke: 73 mm
* Displacement: 2,849 cm³
* Firing order: 1-6-3-5-2-4
* Weight: ~150 kg

PRV powered automobiles

The dates following each entry denote the introduction of a PRV V6-equipped model

* Alpine A310 (October 1976)
* Alpine A610 (1991)
* Alpine GT/GTA (1984)
* Citroën XM (1989)
* De Lorean DMC-12 (1981)
* Dodge Monaco (1990-1992)
* Eagle Premier (1988-1992)
* Helem V6
* Lancia Thema (1984)
* Peugeot 504 coupé/cabriolet (1974/1975)
* Peugeot 505 (July 1986)
* Peugeot 604 (March 1975)
* Peugeot 605 (1990)
* Renault 25 (1984)
* Renault 30 (March 1975)
* Renault Espace
* Renault Laguna
* Renault Safrane
* Talbot Tagora (1980)
* Venturi (all models)
* Volvo 262/264/265 (October 3, 1974)
* Volvo 760 GLE (February 1982)
* Volvo 780 (1985)

PRV engines in racing

* Alpine A310 V6
* Fouquet buggies
* Peugeot 504 V6 Coupé
* Schlesser Original
* Venturi 400GTR and 600LM
* WM Peugeot

Exhaust gas recirculation

2007-04-16T23:43:00.000-07:00

Exhaust gas recirculation (EGR) is a NOx (nitrogen oxide and nitrogen dioxide) reduction technique used in most gasoline and diesel engines.

EGR works by recirculating a portion of an engine's exhaust gas back to the engine cylinders. Intermixing the incoming air with recirculated exhaust gas dilutes the mix with inert gas, lowering the adiabatic flame temperature and (in diesel engines) reducing the amount of excess oxygen. The exhaust gas also increases the specific heat capacity of the mix lowering the peak combustion temperature. Because NOx formation progresses much faster at high temperatures, EGR serves to limit the generation of NOx. NOx is primarily formed when a mix of nitrogen and oxygen is subjected to high temperatures.

EGR in Spark-Ignited (SI) Engines

In a typical automotive SI engine, 5 to 15 percent of the exhaust gas is routed back to the intake as EGR (thus comprising 5 to 15 percent of the mixture entering the cylinders). The maximum quantity is limited by the requirement of the mixture to sustain a contiguous flame front during the combustion event; excessive EGR in an SI engine can cause misfires and partial burns. Although EGR does measurably slow combustion, this can largely be compensated for by advancing spark timing. Contrary to popular belief, a properly operating EGR actually increases the efficiency of gasoline engines via several mechanisms:

* Reduced throttling losses. The addition of inert exhaust gas into the intake system means that for a given power output, the throttle plate must be opened further, resulting in increased inlet manifold pressure and reduced throttling losses.

* Reduced heat rejection. Lowered peak combustion temperatures not only reduces NOx formation, it also reduces the loss of thermal energy to combustion chamber surfaces, leaving more available for conversion to mechanical work during the expansion stroke.

* Reduced chemical dissociation. The lower peak temperatures result in more of the released energy remaining as sensible energy near TDC, rather than being bound up (early in the expansion stroke) in the dissociation of combustion products. This effect is relatively minor compared to the first two.

It also decreases the efficiency of gasoline engines via a few more mechanisms

* Reduced intake charge density. EGR tends to heat the intake charge. This means a bigger piston or stroke must be used to induct the same amount of fuel and air mixture. This results in a bigger and heavier engine.

* Reduced specific heat ratio. A lean intake charge has a higher specific heat ratio than an EGR mixture. A reduction of specific heat ratio reduces the amount of energy that can be extracted by the piston.

EGR is typically not employed at high loads because it would reduce peak power output, and it is not employed at idle (low-speed, zero load) because it would cause unstable combustion, resulting in rough idle.

EGR in Diesel Engines

In modern diesel engines, the EGR gas is cooled through a heat exchanger to allow the introduction of a greater mass of recirculated gas. Unlike SI engines, diesels are not limited by the need for a contiguous flamefront; furthermore, since diesels always operate with excess air, they benefit from EGR rates as high as 50% (at idle, where there is otherwise a very large amount of excess air) in controlling NOx emissions.

Since diesel engines are unthrottled, EGR does not lower throttling losses in the way that it does for SI engines (see above). However, exhaust gas (largely carbon dioxide and water vapor) has a higher specific heat than air, and so it still serves to lower peak combustion temperatures; this aids the diesel engine's efficiency by reduced heat rejection and dissociation. There are trade offs however. Adding EGR to a diesel reduces the specific heat ratio of the combustion gases in the power stroke. This reduces the amount of power that can be extracted by the piston. EGR also tends to reduce the amount of fuel burned in the power stroke. This is evident by the increase in particulate emissions that corresponds to an increase in EGR. Particulate matter (mainly carbon) that is not burned in the power stroke is wasted energy. Stricter regulations on particulate matter(PM) call for further emission controls to be introduced to compensate for the PM emissions introduced by EGR. The most common is particulate filters in the exhaust system that result in reduce fuel efficiency. Since EGR increases the amount of PM that must be dealt with and reduces the exhaust gas temperatures and available oxygen these filters need to function properly to burn off soot, automakers have had to consider injecting fuel and air directly into the exhaust system to keep these filters from plugging up.

Implementation of EGR

Recirculation is usually achieved by piping a route from the exhaust manifold to the inlet manifold, which is called external EGR. A control valve (EGR Valve) within the circuit regulates and times the gas flow. Some engine designs perform EGR by trapping exhaust gas within the cylinder by not fully expelling it during the exhaust stroke, which is called internal EGR. A form of internal EGR is used in the rotary Atkinson cycle engine.

EGR can also be used by using a variable geometry turbocharger (VGT) which uses variable inlet guide vanes to build sufficient backpressure in the exhaust manifold. For EGR to flow, a pressure difference is required across the intake and exhaust manifold and this is created by the VGT.

Other methods that have been experimented with are using a throttle in a turbocharged diesel engine to decrease the intake pressure to initiate EGR flow.

Early EGR systems were relatively unsophisticated, utilizing manifold vacuum as the only input to an on/off EGR valve; reduced performance and/or drivability were common side-effects. However, modern systems utilizing electronic engine control computers, multiple control inputs, and servo-driven EGR valves typically improve performance/efficiency with no impact on drivability. In the past, a meaningful fraction of car owners disconnected their EGR systems. Some still do either because they believe EGR reduces power output, causes a build-up in the intake manifold in diesel engines, or because they feel the environmental intentions of EGR are misguided. Disconnecting an EGR system is usually as simple as unplugging an electrically operated valve or inserting a ball bearing into the vacuum line in a vacuum-operated EGR valve. In all cases, the EGR system will need to be operating normally in order to pass emissions tests.

Electronic throttle control

2007-04-16T23:39:00.000-07:00

Electronic throttle control (ETC) is an automobile technology which severs the mechanical link between the accelerator pedal and the throttle. Most automobiles already use a throttle position sensor (TPS) to provide input to traction control, antilock brakes, fuel injection, and other systems, but use a bowden cable to directly connect the pedal with the throttle. An ETC-equipped vehicle has no such cable. Instead, the electronic control unit (ECU) determines the required throttle position by calculations from data measured by other sensors such as an accelerator pedal position sensor, engine speed sensor, vehicle speed sensor etc. The electric motor within the ETC is then driven to the required position via a closed-loop control algorithm within the ECU.

The benefits of ETC are largely unnoticed by most drivers because the aim is to make the vehicle power-train characteristics seamlessly consistent irrespective of prevailing conditions, such as engine temperature, altitude, accessory loads etc. The ETC is also working 'behind the scenes' to dramatically improve the ease with which the driver can execute gear changes and deal with the dramatic torque changes associated with rapid accelerations and decelerations.

Contrary to popular belief, except in concert with other technologies such as gasoline direct injection, ETC provides only a very limited benefit in areas such as air-fuel ratio control, exhaust emissions and fuel consumption reduction. ETC however makes it much easier to integrate features to the vehicle such as cruise control, traction control, stability control and others that require torque management, since the throttle can be moved irrespective of the position of the driver's accelerator pedal. A criticism of the very early ETC implementations was that they were "overruling" driver decisions. Nowadays, the vast majority of drivers have no idea how much intervention is happening.

Much of the engineering involved with drive-by-wire technologies including ETC deals with failure and fault management. Most ETC systems have sensor and controller redundancy, even as complex as independent microprocessors with independently written software within a control module whose calculations are compared to check for possible errors and faults.

Anti-lock braking (ABS) is a similar safety critical technology, whilst not completely 'by-wire', it has the ability to electronically intervene contrary to the driver's demand. Such technology has recently been extended to other vehicle systems to include features like brake assist and electronic steering control, but these systems are much less common, also requiring careful design to ensure appropriate back-up and fail-safe modes.

As of 2005, the Toyota Prius is the most prominent example of drive-by-wire technology, featuring electronic throttle, brake and transmission control. This is largely by necessity of the Hybrid Synergy Drive system, which assigns complete engine control and regenerative/friction braking decisions to a hybrid control computer. Further extending the drive-by-wire concept, in Europe and Japan automatic parking assist is also available — the car can control the steering to guide itself backwards into a parking space.

Some fanciful theories and applications abound as to what the ultimate implications of drive-by-wire technology might be. It has been suggested that drive-by-wire might allow a car to become completely separate from its controls, meaning that a car of the future might theoretically be controlled by any number of different control systems: push buttons, joysticks, steering wheels, or even voice commands — whatever device that designers could come up with. (This would have many advantages, such as increased flexibility for handicapped or disabled drivers.) Coupled with fuel cell applications, futuristic designs for such a car have been proposed, including a car whose entire functional driving components are concentrated in its chassis — the actual 'shell' of the car being a module that can be swapped out and replaced with different models as the driver dictates. Competitors in the DARPA Grand Challenge, an automated driving competition, relied on 100% drive-by-wire systems, in some cases including a steer-by-wire system provided by the manufacturer.

Modern Tuning Makes Maximizing Performance Much Faster

2007-04-16T16:16:00.000-07:00

Putting some extra ponies into your daily motoring used to take entire days, cost hundreds of dollars in parts, and usually cause the loss of three or four knuckles. Not so in today’s computer-controlled vehicles, where tuning is about as easy as playing Tetris on a Game Boy. Let’s take a look at performance chips and programmers and how they’ve changed vehicle tuning.

Chances are you’ve seen the Saturday afternoon show geared toward squeezing every droplet of power out of a 50s or 60s classic. You know—the one hosted by two middle-aged guys, one with a toupee that may as well have “this is a toupee” painted on it. They spend the entire half-hour show with a bunch of time-lapsed shots taken of them tearing the engine apart to put in highly-specialized, insanely expensive parts. Once the project’s done, they fire-up the dyno and laud the 3hp gain they received for about 4 hours of total work. If you’re like me, that’s not exactly how you want to spend a weekend, all for 3hp that you may not even notice with your rear-o-meter.

Fortunately, you’re probably also driving a computer-controlled vehicle, like most of the ones sold for the last 25 years or so. That makes tuning much easier, because a set of programming determines the way your engine performs. Replace the programming with a set geared toward performance, and you have near-instant power gains. Don’t get me wrong—there’s a lot to be said for the virtues of a computer-free classic that you have full control over. But, when it comes to getting more power in just a few minutes time without ripping your hands to shreds or spending thousands on obscure parts, a computer-controlled vehicle has a distinct advantage.

How can you make these changes in minutes? With a power programmer or performance chip, like the ones made by Hypertech or Diablosport. These programmers are built to hold performance settings tested by experienced pros for your specific engine. All you have to do is plug it into the OBD-II port beneath your steering column. With simple yes or no commands, you can adjust how you want your engine to perform, upload the new programming, and you’re ready to rock with 25hp or more extra. The maximum time this will take to complete: just 10 minutes.

Many drivers who want the extra power are leery of this tuning method. “How can so much power be had so fast, when the TV pros spend hours to get few gains?” they ask. The answer is that automakers down-tune their cars for the masses. Engines are setup to work the same for you, the budding performance enthusiast, as they are for the elderly, who like to travel half the speed limit or through the occasional farmer’s market. You aren’t the average driver, and performance programmers aren’t average settings. It’s a perfect match for you; it’s not a perfect match for your mother.

Some drivers worry about warranty when they’re considering a performance programmer. Not only to the companies that make programmers take safety into account with their settings, they often give you ways to return to stock settings for service visits at the dealership. And, as with all performance mods, you’re protected by the Magnuson-Moss Warranty Act, a federal law that basically states that your vehicle’s warranty can’t be voided by mods unless the mods can be proven as the source of trouble. In other words, there’s no reason to wait—the true potential is waiting to be unlocked, and you can do it without breaking a sweat.

2007 Dodge Charge SRT8 review

2007-04-15T18:33:00.000-07:00

2007 Dodge Charge SRT8

With a 425-horsepower Hemi V8, the SRT8 can hit 60 mph in about 5 seconds, but the fun's just getting started at 60. Muscle cars are known for their excess reserves of power.

The swift sedan covers the quarter-mile in under 14 seconds and needs only 110 feet to come to a complete stop from 60 mph. Examine the huge disc brakes visible behind the 20-inch alloy spoked wheels and you'll understand.

And here's a nice little test to illustrate the SRT8's capabilities: Going from 0 to 100 mph and back to 0 takes less than 17 seconds.

The SRT8, the most powerful version of the Charger that was reborn in 2006, is not intended as a high-volume model. It's really a showpiece that makes a great exemplar of power on the NASCAR circuit.

Enthusiasts will be instinctively drawn to the SRT8, and 70 percent of buyers will be men in an age range of 40 to 59 years, according to Dodge demographic studies. Buyers will have household incomes of $80,000 to $100,000 and 45 percent will have college degrees while 65 percent will have a spouse. The owners will come from a variety of professions and trades.

"The Dodge Charger's overall design suggests speed and performance, attributes that are accentuated in the Dodge Charger SRT8," said Trevor Creed, senior vice president for design at the Chrysler Group. "SRT touches such as the front air dam, hood scoop and rear spoiler are not only visual hallmarks of a true muscle car, they're also functional performance enhancements."

The front fascia has ducts that help direct fresh air to cool the brakes, and an air dam to reduce lift. A hood scoop funnels cool air into the engine compartment. The rear fascia directs air flow and frames dual 3.5-inch exhaust tips.

Sculpted seats with suede inserts are designed to hold the driver and passengers in place in dramatic maneuvers. The shoulder bolsters felt somewhat intrusive at times, however. All seats have contrasting red stitching.

The instrument panel features a 180-mph speedometer, a tachometer and a temperature gauge. A light-emitting-diode display in the gauge cluster can be set for oil temperature, oil pressure and tire pressure readouts.

The pedals can be extended to accommodate drivers of varying heights and the steering column is manually adjustable. The SRT8 comes with eight-way power driver's seat and collapsible heated side mirrors.

With the longest wheelbase in its class -- 120 inches -- the Charger's chassis creates a fairly roomy cabin.

The front-engine/rear-drive configuration allows a 50-50 weight distribution ratio, but rear-drive carries some handling handicaps in ice-bound climes.

While big 17-inch tires are standard on the SE and SXT trim levels, the R/T version sits on even larger 18-inchers mounted on polished aluminum wheels. The SRT8 trumps all the lesser models with 20-inch wheels.

TYPE:
Rear-drive, four-door, five-passenger full-size sedan.

PRICE:
$35,920 base

POWER:
6.1-liter
425-horsepower
SRT Hemi V8
Autostick automatic transmission.

FUEL ECONOMY:
14 city
20 highway mpg
gas-guzzler tax $2,100
estimated annual fuel cost $2,672.

CHASSIS:
Unitized steel body
independent suspension with short/long-arm front and coil springs
five-link rear
gas-charged shocks
front/rear stabilizer bars
power rack-and-pinion steering
power disc brakes with ABS
20-inch polished aluminum wheels.

LENGTH X WIDTH X HEIGHT:
200.1 x 74.5 x 58.2 inches.

WHEELBASE X TRACK:
120 x 63 inches.

CURB WEIGHT:
4,031 pounds.

STANDARD:
Power-adjustable pedals
power heated foldaway side mirrors
60/40 split folding rear seats
eight-way power adjustable driver's seat
fog lamps; six-speaker
276-watt Boston Acoustics sound system with AM/FM/CD stereo
air conditioning
power accessories
tilt-telescoping steering wheel
remote keyless entry
cruise control.

OPTIONS:
SRT Option Group I includes air filtering
automatic headlamps
air conditioning with dual-zone control
heated front seats
power windows ($675)
TorRed paint ($225)
SRT Option Group II includes 11 Kicker SRT high-performance speakers
security alarm ($845)
SRT Option Group III includes navigation system
six-disc CD changer
auto-dimming rearview mirror
hands-free communication ($2,355)
supplemental side air bags ($390)
power sunroof ($950)
rear-seat video system ($1,150).

Zenith Carburetters

2007-04-15T17:54:00.000-07:00

Zenith Carburetters was a British company making carburetters. In 1955 they joined with their major pre-war rival Solex Carburetters and over time the Zenith brand name fell into disuse. The rights to the Zenith designs was owned by Solex UK.

The big products of Zenith were the Zenith-Stromberg carburettors used in MGs, 1967-1975 Jaguar E-types, Saab 90s and early 99s and 900s, 1969-1972 Volvo 140s and 164s, and some 1960s and 1970s Triumphs, for instance the Triumph Spitfire used Zenith IV carburettors in the North American market. In Australia the CD-150 and CDS-175 models were fitted to the hi performance triple carburettored Holden Torana GTR-XU1.

The Stromberg carburettor features a variable venturi controlled by a piston. This piston has a long, tapered, conical metering rod that fits inside an orifice which admits fuel into the airstream passing through the carburettor. Since the needle is tapered, as it rises and falls it opens and closes the opening in the jet, regulating the passage of fuel, so the movement of the piston controls the amount of fuel delivered, depending on engine demand.

The flow of air through the venturi creates a reduced static pressure in the venturi. This pressure drop is communicated to the upper side of the piston via an air passage. The underside of the piston is in communication with atmospheric pressure. The difference in pressure between the two sides of the piston creates a force tending to lift the piston. Counteracting this force is the force of the weight of the piston and the force of a compression spring which is compressed by the piston rising; because the spring is operating over a very small part of its possible range of extension, the spring force approximates to a constant force. Under steady state conditions the upwards and downwards forces on the piston are equal and opposite, and the piston does not move.

If the airflow into the engine is increased - by opening the throttle plate, or by allowing the engine revolutions to rise with the throttle plate at a constant setting - the pressure drop in the venturi increases, the pressure above the piston falls, and the piston is sucked upwards, increasing the size of the venturi, until the pressure drop in the venturi returns to its nominal level. Similarly if the airflow into the engine is reduced, the piston will fall. The result is that the pressure drop in the venturi remains the same regardless of the speed of the airflow - hence the name "constant depression" for carburettors operating on this principle - but the piston rises and falls according to the speed of the airflow.

Since the position of the piston controls the position of the needle in the jet, and thus the open area of the jet, while the depression in the venturi sucking fuel out of the jet remains constant, the rate of fuel delivery is always a definite function of the rate of air delivery. The precise nature of the function is determined by the tapered profile of the needle. With appropriate selection of the needle, the fuel delivery can be matched much more closely to the demands of the engine than is possible with the more common fixed-venturi carburettor, an inherently inaccurate device whose design must incorporate many complex fudges to obtain usable accuracy of fuelling. The well-controlled conditions under which the jet is operating also make it possible to obtain good and consistent atomisation of the fuel under all operating conditions.

This self-adjusting nature makes the selection of the maximum venturi diameter (colloquially, but inaccurately, referred to as "choke size") much less critical than with a fixed-venturi carburettor.

To prevent erratic and sudden movements of the piston it is damped by light oil in a dashpot (under the white plastic cover in the picture) which requires periodic topping up.

SU carburetor

2007-04-15T17:27:00.001-07:00

SU carburettors (named for Skinners Union, the company that produced them) were a brand of sidedraft carburettor widely used in British (Austin, Morris, Triumph, MG) and Swedish (Volvo, Saab 99) automobiles for much of the twentieth century. Originally designed and patented by George Herbert Skinner in 1905, they remained in production through to the 1980s by which time they had become part of the BMC/British Leyland Group. Hitachi also built carburettors based on the SU design which were used on the Datsun 240Z and other Datsun Cars. While these look the same, they are different enough that needles (see below) are the only part that fits both.

SU carburettors featured a variable venturi controlled by a piston. This piston has a tapered, conical metering rod (usually referred to as a "needle") that fits inside an orifice ("jet") which admits fuel into the airstream passing through the carburettor. Since the needle is tapered, as it rises and falls it opens and closes the opening in the jet, regulating the passage of fuel, so the movement of the piston controls the amount of fuel delivered, depending on engine demand.

The flow of air through the venturi creates a reduced static pressure in the venturi. This pressure drop is communicated to the upper side of the piston via an air passage. The underside of the piston is open to atmospheric pressure. The difference in pressure between the two sides of the piston tends to lift the piston. Opposing this are the weight of the piston and the force of a spring that is compressed by the piston rising. Because the spring is operating over a very small part of its possible range of extension, its force is approximately constant. Under steady state conditions the upwards and downwards forces on the piston are equal and opposite, and the piston does not move.

If the airflow into the engine is increased - by opening the throttle plate (usually referred to as the "butterfly"), or by allowing the engine revs to rise with the throttle plate at a constant setting - the pressure drop in the venturi increases, the pressure above the piston falls, and the piston is sucked upwards, increasing the size of the venturi, until the pressure drop in the venturi returns to its nominal level. Similarly if the airflow into the engine is reduced, the piston will fall. The result is that the pressure drop in the venturi remains the same regardless of the speed of the airflow - hence the name "constant depression" for carburettors operating on this principle - but the piston rises and falls according to the speed of the airflow.

Since the position of the piston controls the position of the needle in the jet and thus the open area of the jet, while the depression in the venturi sucking fuel out of the jet remains constant, the rate of fuel delivery is always a definite function of the rate of air delivery. The precise nature of the function is determined by the profile of the needle. With appropriate selection of the needle, the fuel delivery can be matched much more closely to the demands of the engine than is possible with the more common fixed-venturi carburettor, an inherently inaccurate device whose design must incorporate many complex fudges to obtain usable accuracy of fuelling. The well-controlled conditions under which the jet is operating also make it possible to obtain good and consistent atomisation of the fuel under all operating conditions.

This self-adjusting nature makes the selection of the maximum venturi diameter (colloquially, but inaccurately, referred to as "choke size") much less critical than with a fixed-venturi carburettor. A two-inch SU carburettor is a useful device to have in the workshop when experimenting with engines, as it is possible to bolt it onto more or less any engine and the engine, if in good order, will burst into life without the need for complex carburettor adjustments to get it to start.

To prevent erratic and sudden movements of the piston it is damped by light oil in a dashpot, which requires periodic topping up. The dampening is asymmetrical; it heavily resists upwards movement of the piston. This serves as the equivalent of an "accelerator pump" on traditional carburettors by temporarily increasing the speed of air through the venturi, thus increasing the richness of the mixture.

The beauty of the SU lies in its simplicity and lack of multiple jets and ease of adjustment. Adjustment is accomplished by altering the starting position of the jet relative to the needle on a fine screw. At first sight, the principle appears to bear a similarity to that used on many motorcycles where the main needle position is raised and lowered by a direct connection to the throttle cable rather than indirectly by the depression in the venturi. However, this apparent similarity is misleading. The piston in a motorcycle-type carburettor is controlled by the demands of the rider rather than the demands of the engine, so the metering of the fuel is inaccurate unless the motorcycle is travelling at a constant speed at a constant throttle setting - conditions which are rarely encountered except on motorways. This inaccuracy results in the wasting of fuel, particularly as the carburettor must be set slightly rich to avoid damaging leanness under transient conditions. For this reason Japanese motorcycle manufacturers ceased to fit slide carbs and substituted constant-depression carbs which are essentially miniature Japanese SUs. It is also possible - indeed, easy - to retro-fit an SU carburettor to a bike that was originally manufactured with a slide carburettor, and thereby obtain improved fuel economy and more tractable low-speed behaviour.

Weber carburetor

2007-04-15T17:23:00.001-07:00

Weber carburetors were originally produced in Italy by Edoardo Weber as part of a conversion kit for 1920s Fiats. Weber pioneered the use of two stage twin barrel carburetors, with two venturis of different sizes, the smaller one for low speed running and the larger one optimised for high speed use.

In the 1930s Weber began producing twin barrel carburetors for motor racing where two barrels of the same size were used. These were arranged so that each cylinder of the engine has its own carburetor barrel. These carburetors found use in Maserati and Alfa Romeo racing cars. Twin updraught Webers fed superchargers on the 1938 Alfa Romeo 8C competition vehicles.

In time, Weber carburetors were fitted to standard production cars and factory racing applications on automotive marques such as Abarth, Alfa Romeo, Aston Martin, BMW, Ferrari, Fiat, Ford, Lamborghini, Lancia, Lotus, Maserati, Porsche, Triumph and Volkswagen.

In the United States Weber Carburetors are sold for both street and off road use. They are sold in what is referred to as a Weber Conversion kit. A Weber conversion kit is a complete package of Weber Carburetor, intake manifold or manifold adapter, throttle linkage, air filter and all of the necessary hardware needed to install the Weber on a vehicle.

In modern times, fuel injection has replaced carburetors in both production cars and most modern motor racing, although Weber carburetors are still used extensively in classic and historic racing. They are also supplied as high quality replacements for problematic OEM carburetors. Weber fuel system components are distributed by Magneti-Marelli and Webcon UK Ltd.

SUV Wheel And Tire Maintenance

2007-04-15T17:21:00.000-07:00

Your SUV's wheels and tires are one the most essential parts of your vehicle. Because SUVs, such as the Land Rover Range Rover, are 4WD, it can go through any terrain that the planet could offer. And when it does, the tires and wheels of your SUV do not just obviously help you to reach your destination because it is the major equipment that makes your vehicle move. However, the functions of the wheels and tires do not just end there. These parts also emphasize the overall appearance of your vehicle. Moreover, the wheels can actually improve your cars performance just by effective cleaning. Like any other car parts like Land Rover Range Rover parts, SUV wheels can eventually be corrosive and tires could wear out because of certain factors.

Getting your SUV perfectly cleaned on a local car wash is a great idea. However, the only drawback of it is the cost that you would be spending in a car wash. Why go to a car wash if you could clean your wheels by yourself, right? So here are some few guides in effective cleaning and maintenance of your vehicle's wheels and tires.

Before we proceed to the cleaning session, first you should know the factors that made your wheels and tires unpleasant. Whenever you use your SUV for a long travel or even in a short trip, dust particles attack the surface of your wheels. Other unwanted dirt on your wheels and tires include road tars, mud, and different soil crumbs. Acid rain and winter salt are effective destroyers that can make your wheels brittle.

Cleaning your wheels and tires is actually the first step in car washing. You should first select a certain cleaner for your wheels and tires. There are a lot of cleaning agents out in the market today but you should choose the safest and most effective cleaning agent for your wheels and tires. Some cleaning agent contains a high level of acidity and can easily damage your wheels. Acid-free cleaners are effective cleaning agents that are commonly used by car wash shops. The most common cleaner is the household detergent because you can find it anywhere in your kitchen, or toilette, of course. Not only that, detergent is also effective and is the safest cleaner because it does not contain any harmful ingredients that can affect your car. Wheels and tires of SUVs are much larger and broader than other vehicles so the cleaning process most likely will take longer compared to sedans.

Now let us start with the cleaning process. First, you should check your tires for road dirt and mud. If you found one, then scrape it with any hard object you can find in your place, but be careful not to scratch your tires so hard. Dilute your chosen cleaner in a bucket of water and then start brushing your tires. The grooves of your tires are the most susceptible to mud and road tars. Brush it effectively. After cleaning your tires, proceed to the wheels. Rinse the brush that you had used in your tires and start brushing your wheels in up and down motion. Pretty easy, right? You should actually clean your wheels and tires once a month for maintenance.

Hybrid Cars

2007-04-14T01:48:00.000-07:00

The hybrid version of automobiles offers the customer an interesting assortment of engine features that are supplemented with power options through the use of electrical motor and battery participation. These engine features are not available in every hybrid automobile currently being sold at automobile dealerships or through private sales in society today. The hybrid engines are equipped with gas powered, or dual powered engines, as well as an electrical motor that renders power support when needed. There is a heavy duty battery that serves as a source of power as well.

Within the hybrid breed of automobile engine varieties, there is a mild hybrid category and a full hybrid category. While each of these categories contain the same equipment, the performance of that installed equipment can cause your automobile to operate on entirely different principles. The mild hybrid category consists of a gas powered automobile engine that serves as the propulsion mechanism to move your automobile down the street.

Paired with this gas powered automobile engine is an electrical motor, as well as a heavy duty battery that are snuggly connected throughout the engine maze of pipes and mechanisms that when energized can provide propulsion to move your automobile forward. The hybrid car engine is the only source of propulsion power in the mild hybrid engine model, and the electrical motor remains in standby mode to provide spurts of energy and power to aid the gas powered engine in passing vehicles on a highway or wherever else a sudden surge of power will be of benefit.

The full hybrid category consists of a gas powered automobile engine that is considered the propulsion mechanism as well as an energy saving device. An electrical motor and a heavy duty battery are also part of this full hybrid engine power force. The gas powered engine works hand in hand with the electrical motor to provide the necessary boosts of energy to cause the car to propel through traffic. When the car is stopped at a traffic light, the gas powered engine will cease to operate, and the electrical motor will take over in providing propulsion power for the car to move from the site. Once the car achieves a good level of speed, the gas powered engine in the hybrid car will automatically engage and cause the car to continue down the street under gas engine power. The heavy duty battery is continually charged by the electrical motor at the same time.

The energy savings are accumulated during the different stops and starts that the vehicle might experience as the automobile moves toward its destination. Whenever the gas powered engine is not engaged there is a cost savings realized in its lax state of operation. The hybrid motor is quite capable of consuming energy and generating the right amount of power at the same time. These moments of non-engagement will save the consumer money in gas cost every time the automobile is driven down the road.

In conclusion, there exist more logical advantages of owning a hybrid car which is an unstoppable growing trend and unconfrontational facts.

Modern Car Brakes

2007-04-13T20:04:00.000-07:00

Modern Car brakes were invented in the late 19th century, around the same time as the tyre. Up until then, vehicles had wooden wheels that were stopped by large wooden blocks, lowered into position by the driver using a simple lever system. When tyres were invented, the wooden block system wasn't good enough to stop them at the higher speeds they could achieve, which meant that a new braking system had to be invented.

The braking system is the most important system in the car. If the brakes fail, the result can be disastrous. The brakes are in essence energy conversion devices, which convert the kinetic energy (momentum) of your vehicle into thermal energy (heat).

In recent years, brakes have changed greatly in design. Disc brakes, due to their lighter weight and better performance, are replacing drum types on the rear wheels. Instead of linings which press outwards against the inside of a drum, a disc attached to the axle is gripped from either side by friction pads attached to the calipers. The greatest advantage of disc brakes is that they are essentially "fade" free. That is, repeated application does not result in excessively high temperatures developing in the linings and drums, lowering the stopping power of the brake. Commonplace on newer cars are "anti-lock" brake systems, (ABS) which prevent the wheels from completely stopping when the brakes are applied in a panic stop.

To see the basic principles of modern braking, it is easiest to look at a bicycle. Basically, when you put pressure on the brakes, the pressure is transferred through cables to pull small pads onto the side of the tyres, and the force of the friction against the tyres causes them to stop.

In fact, cars originally used this very same cable system, but it was found not to work so well at high speeds. Instead, the cables were replaced with hydraulic fluid, which works to transfer the pressure the driver puts on the pedal to the brakes. This works because the fluid cannot get much smaller when pressure is put on it, meaning that pressure at one end is transferred to the other much like water flowing through a pipe. However, if this brake fluid leaks even a little, then the brakes may not work properly any more, which is why it's very important to check your brake fluid regularly.

Of course, in modern cars, there are other mechanisms apart from pure pressure to help you brake. Most cars now have a vacuum system to create more friction in the brakes, and a servo system that uses the car's own speed to help your pressure have more of an impact.

Some modern cars now have fully computerised brakes, where pushing on the pedal sends an electrical signal to turn on electrically-powered brakes. While this makes it much easier to brake, it is also more prone to failure, meaning that if your car's computer breaks you might find it impossible to stop.

Toyota Avalon Review

2007-04-13T19:59:00.000-07:00

The Toyota Avalon?s design was originally based upon the technology of the Toyota Camry. This four door, front wheel drive care became popular on the market, especially in 2006. The cabin of the Avalon is quite spacious and comfortable. They have added lavish high quality features including the leather trimmed seats with ergomanically designed controls. The perfectly tuned suspension and quiet engine complements the tranquil interior. It is currently vying in the market of all other full sized sedans and holding their own. In the past year, the Toyotal Avalon features all the latest technology in fuel efficiency, safety, and performance. The new models have the latest, but it is not extravagant in its styling. It is sleek and contemporary and gives the driver a more sophisticated look that one can not ignore.

It has been long said that a Toyota can be driven for over 100,000 miles and still keep on going and going. The Toyota Avalon is not exception to this rule. There has not been one Toyota Avalon out in the market that has been a flop. This is due to Toyota Corporation employing excellent marketing strategies and due to their high level of expertise when it comes to deciding what is right for the company. Toyota went from being Japan?s largest auto maker to America?s third largest and one of the best known manufactures in the world.

Part of Toyota?s quality is that if you are looking for replacement parts, you can go online now and search to find what you are looking for. Each certified Toyota Avalon part is designed to meet the exact requirements of the detailed Toyota user. Toyota parts are sure to give your vehicle a better quality ride, increased comfort and safety.

Toyota Prius Review

2007-04-13T19:46:00.000-07:00

Concept vehicles are big in the world of cars. The Toyota Prius has the distinction of being the worlds cleanest and planet friendly vehicle. It has been given the honor of being the 2006 European Car of the year because of the standards that it set for manufactures when building their hybrid cars. Consumer Reports even reported that the Toyota Prius came in with a 94 percent owner satisfaction rating. Most of the current owners of a Prius would definitely purchase another one again, thus making Consumer Reports rate it as the most satisfying vehicles on the road.

So Just what make the Prius a step above the rest? The Toyota Prius is an astonishing Hybrid. The way Toyota uses technology is quite amazing. Instead of just turning a key to start the ignition, the Toyota Prius is started by pressing a round ?Power? button on the dash board. Toyota has incorporated an interactive touch sensitive multi-informational display screen that is mounted on the center console. This display screen has many functions from showing you fuel consumption, radio settings, climate control, and many other functions that are occurring within the vehicle.

The Toyota Prius carries a rating of Advanced Technology Partial Zero Emission Vehicle, making it the cleanest emission production car on the road today. The Prius boasts an average of 90 percent more cleaner air than the average car on the road today. It employs the Hybrid Synergy Drive technology making it the leading vehicle in the industry of Hybrid technology. It offers a seamless integration of gas engine and emissions free electric motor allowing it to achieve amazing fuel economy. This makes it the best choice for the environment and the consumer.

Hybrids have become more and more popular in the world because of its dramatically increased fuel efficiency; especially with the rising cost of gas prices all over the world. People tend to flock to cars that will give them the most bang for their buck and are environmentally friendly. This make the Toyota Prius the most environmentally friendly care on the road today and thus, will be a good choice for you, your family, and the environment.

GM X platform

2007-04-13T18:42:00.000-07:00

There have been two X-body automobile platforms from General Motors. All X-bodies were small entry-level models.

Rear wheel drive

The rear-wheel drive X-body underpinned the Chevrolet Nova and similar cars of the late 1960s and 1970s. It was also the basis for the Cadillac Seville's K platform. The wheelbase was 111 in and many components were shared with the contemporary F platform.

Applications:

* Buick Apollo (1973–1974; 1975 sedan only)
* Buick Skylark (1975 coupe only; 1976–1979)
* Chevrolet Nova (1968–1979)
* Oldsmobile Omega (1973–1979)
* Pontiac Ventura (1971–1977)
* Pontiac Phoenix (1977–1979)

1968–1974 GM X-bodies were rear steer (with the steering linkage behind the engine crossmember) whereas 1975–1979 models were front steer (with the steering linkage forward of the engine crossmember.) Note: "Rear steer" does not mean that the rear wheels steered the vehicle. It strictly relates to the position of steering components in relation to the engine crossmember. No station wagons were produced on the X-body platform. (Rival Chrysler produced a station wagon based on their Dodge Aspen/Plymouth Volare compacts.)

Front wheel drive

The front-wheel drive X-body was used for compact cars from 1980 to 1985. The X-body program was widely considered a failure at the time, but the derivative GM A platform, which was introduced in 1982, continued for over a decade. Interestingly, only the Skylark name was carried over to the next generation of GM compact cars, the N-body. The Citation was succeeded by the Chevrolet Corsica on the compact L-body for 1987.

Vehicles using the X-body include:

* 1980-1984 Oldsmobile Omega
* 1980-1984 Pontiac Phoenix
* 1980-1985 Buick Skylark
* 1980-1985 Chevrolet Citation

Braking problems

NHTSA sued General Motors Corporation over the safety of their X platform family (United States v. General Motors, 841 F.2d 400 (D.C. Cir. 1988)).

The cars were initially designed to be five-passenger models, with bucket seats and lever actuated parking brakes. However, a decision was made late in the design cycle to broaden the cars' purchasing appeal by offering six-passenger models with bench seats. This necessitated a change from a parking brake lever (mounted between the seats) to a parking brake pedal. The pedal, however, did not have enough leverage to apply sufficient pressure to the rear brakes to hold the car on an incline.

Without enough time to redesign the braking system, the decision was made simply to use brake linings with a higher coefficient of friction instead, to hold the car with the pressure that could be applied through the parking brake pedal. However, this in turn had an undesirable effect; the increase in friction of the rear brakes, along with the excess forward weight distribution of a front wheel drive car, led to a tendency for the rear wheels to lock up under braking, which led to the rear of the car slewing sideways and loss of directional control and/or spinning (see oversteer).

The Court of Appeals eventually ruled against NHTSA and for GM, however, on the grounds that NHTSA's case for performance failure was based only on circumstantial evidence.

Buick Skylark 1953

2007-04-13T09:26:00.000-07:00

The Buick Skylark (first use of the name for a production vehicle) on one of three specialty convertibles produced in 1953 by General Motors; the other two were the Oldsmobile Fiesta and the Cadillac Eldorado. All three were limited production vehicles promoting General Motors' design leadership. Of the three, the Skylark had the most successful production run with 1,690 produced. This was considered quite an amazing sales feat, for the car had a list price in 1953 of slightly in excess of US$5,000. However, many languished in dealer showrooms and were sold at discount.

All 1,690 regular-production Skylarks built in 1953 (and all in 1954) were convertibles. The 1953s were based on the 2-door Roadmaster convertible, having identical dimensions (except height), almost identical convenience and appearance equipment, and a Roadmaster drive train. In 1953, the model designation for the Skylark was 76X, while the model designation for the Roadmaster convertible was 76R. The few options available to the Roadmaster convertible buyer were standard equipment to the Skylark buyer, albeit the base price for the well-equipped Roadmaster convertible was only about US$3,200.

The 1953 Skylark featured V8 power and a 12 volt electrical system, both a first for Buick, as well as full-cutout wheel openings, a styling cue that would make its way to the main 1954 Buick line. Also making its way into the 1954 Buick line was the cut-down door at the base of the side window line that bounced back up to trace around the rear window (or convertible top). This styling clue stayed with Buick for many years and can be found on any number of automobile brands to this day.

The 1953 Buick Skylark was a handmade car in many respects. The stampings for the hood, trunk lid and a portion of the convertible tub were the same as the 1953 Roadmaster convertible (and Super convertible, model 56R). The stampings for the front fenders, rear fenders, the outer doors, and a portion of the convertible tub were unique to the Skylark. All Skylark convertible tubs were finished with various amounts of lead filler. It is not unusual to find a substantial amount of lead filler just behind the doors near the bottom of the window line. The inner doors of the Skylark were made from the inner doors of the 2-door Roadmaster and Super by cutting the stamping in half approximately parallel with the ground and then welding the two pieces back together in a jig at an angle that produced the necessary door dip (see photos of finished car).

Although there were many unique design features of the 1953 Skylark, one that goes almost unnoticed today is that the top and seating of the car were lowered a few inches below the Roadmaster and Super convertibles. This was achieved not by changing the frame, body or suspension, but by cutting the windshield almost three inches shorter and lowering the side windows and convertible top frame. To accommodate people without bumping their heads with the top up, the seat frames and steering column were lowered.

The wheels of the 1953 Skylark were true wire wheels, produced by Kelsey-Hayes, with everything chromed save for the plated and painted "Skylark" center emblem. Although this was high style in 1953, the wheels were heavier than the regular steel wheels, would require periodic truing to keep them straight and balanced, and required tubes within the tires just when tubeless tires were becoming the norm, as they were throughout the rest of the Buick line.

For 1954, the Skylark returned, although radically restyled [1]. This Skylark featured elongated wheel cutouts, the interior of which were available painted a contrasting color to the body color. For example, black cars could receive white or red wheel wells. The trunk of the restyled Skylark was sloped into a semi-barrel shape. Tail lights were housed in large chromed fins that projected from the tops of the rear fenders.

The car was now based on the all-new shorter Century/Special chassis and not the top-of-the-line Roadmaster/Super chassis, also all-new for 1954. However, it did share the Roadmaster and Century powertrain, the highest output in the 1954 Buick model lineup. This powertrain was an evolutionary improvement, but very similar to the 1953 powertrain.

The model designation for the 1954 Buick Skylark was "100", a completely unique designation. The short wheelbase cars were the Buick Special: series 40, the Buick Century: series 60, and the Buick Skylark: series 100, albeit a series of just one model. All production Buick Skylarks were built as 2-door convertibles. They had the same luxury equipment as the 1953 Buick Skylarks.

Like their 1953 counterparts, the 1954 Skylark had a number of unique sheetmetal stampings, but without the hand labor that went into the 1953 Skylark production. In addition to unique front and rear fenders with the elongated wheel cutouts, the 1954 Skylark had a unique trunk with its semi-barrel shape and huge, rounded chrome fins. Interestingly, the hood was also unique to the 1954 Skylark in a small way. The hood ornament was quite different from all other Buick models for the 1954 model year. However, this same hood ornament, although unique in size to just this one model in 1954, was to portend the design of the 1955 Buick hood ornament used on all models of that year.

The cost of the Skylark, mixed with the public's dislike for the restyle and its perceived step down in rank to the Special/Century series versus the 1953 rank with the Super/Roadmaster series resulted in poor sales and the car's demise at the end of the 1954 model year.

Engines

* 322 in³ (5.3 L) Nailhead V8

GM Iron Duke engine

2007-04-13T08:24:00.000-07:00

The Iron Duke (also called the 2500, 151, Pontiac 2.5, Cross Flow, and Tech IV, though the decal on the air filter assemblies actually reads "4 Tech") was a 2.5 L (151 in³) I4 piston engine. All Iron Dukes were built by Pontiac beginning in 1977 and ending in 1993.

This 151 was also used by American Motors (AMC) starting in 1980, as the base engine option in the RWD Spirit and Concord, and continuing in both cars through 1982. The AWD (4x4) Eagle carried the 151 as standard equipment for 1981, and carried it midway through the 1983 model year. It was also available (as the Hurricane) in economy model Jeep CJs. AMC replaced the Iron Duke 2.5L I4 with a 150cid Inline-4 of their own, derived from their evergreen sixes.

The Iron Duke is often confused with Chevrolet's Stovebolt-derived 153 from the 1960s Chevy II, but the engines are entirely different - the Iron Duke's intake manifold is on the passenger side, as opposed to the driver side. One thing that both share is the Chevrolet Small-Block bell housing bolt pattern.

Applications:

* 1977 Pontiac Astre
* 1978-1980 Pontiac Sunbird
* 1984-1988 Pontiac Fiero
* 1982-1985 Chevrolet Camaro
* 1985-1990 Chevrolet Astro
* 1985-1990 GMC Safari
* Chevrolet Celebrity
* Chevrolet S-10
* Chevrolet S-10 Blazer
* GMC Sonoma
* GMC S-15 Jimmy
* Chevrolet Monza
* Buick Skylark
* Buick Skyhawk
* Buick Century
* Pontiac 6000
* 1985-1991 Pontiac Grand Am
* Oldsmobile Ciera
* Oldsmobile Omega
* AMC Concord/Spirit (1980-82)
* Eagle (1981-83)
* Jeep CJ (1980-83)
* Grumman LLV United States Postal Service delivery vehicle

Ethanol in the Race of the Bio-Fuels

2007-04-11T17:45:00.000-07:00

Much talk has been going on about the use of the so-called alternative fuel sources in order to answer the demand of preserving the environment. One of the highest possible sources of this alternative fuel is ethanol, or that fuel which is derived from corn.
Ethanol, also known as ethyl alcohol or grain alcohol or more commonly referred to simply as alcohol, is a flammable, colorless, and slightly toxic chemical compound which emits a sweet odor similar to that from most perfumes. This is that type of alcohol that is found in alcoholic beverages. Moreover, this ethanol can also be used as fuel additives, which is what is being introduced in the markets nowadays.

Brazil has the largest national ethanol fuel industries. Gasoline sold in Brazil has at least 20% of ethanol and hydrous ethanol used as fuel. This turnabout in the success of the ethanol fuel in Brazil was due to their almost 30 years of continuous research and study on the effects and other possibilities of the said fuel and still continuing research on the fuel’s compatibility with the many different engine types. Due to this, almost 50% of the cars in Brazil are able to use almost 100% ethanol as fuel. Flex fuel engines can work either with all ethanol or all gasoline or a mixture of both to give the users the optimum performance of their vehicle.

This trend has started to find its way into the international market. In the US, many studies are being conducted to try the said fuel. According to the Renewable Fuels Association (RFA) about 107 biorefineries in the US have the capacity to produce up to 5.1 billion gallons of ethanol per year.

Ethanol production would mean additional job opportunities in the field of agriculture and in the manufacturing industry. Also, since ethanol creates very little pollution when burned, this would be equal to lesser pollution and thus, cleaner air. Lesser pollution would also lessen the effects of global warming.

Because of the noise that ethanol fuel is making, the ethanol producers are slowly getting the support that they need in the campaign of promoting their product. The National Corn Growers Association (NCGA) lowered their heads to the lawmakers and put an end on costly budget proposals that could have triggered direct crop subsidy payments, instead they opted for another mode of action to tie some subsidies to revenue rather than production levels.
Many of the known automobile manufacturers have also joined in the talks regarding the issue. Still wary on the effects of this fuel upon the make up of their products and the condition of the probable alterations on some of the important vehicular parts like the Mercedes radiator they testified before the House Energy and Commerce subcommittee on energy and air quality

2008 Jeep Liberty

2007-04-11T17:34:00.000-07:00

Despite the crisis that Chrysler maker of quality Jeep multi rib belt is facing it has been able to come up with best-selling models such as the Jeep Liberty. The Jeep Liberty is one of those Chrysler’s creations that have remained a leader in the mid-size sport utility SUV market since its initial introduction in the year 2002. The Jeep Liberty as its name suggest provides off-road enthusiasts and car owners with the liberty or freedom as well as capability that only Jeep can provide.

The Jeep Liberty from the ground up exudes its true legendary 4x4 heritage by providing two Jeep Trail Rate four-wheel-drive systems-Command-Trac and the all-new Selec-Trac II. The Liberty’s on-road ride and handling have also been improved and refined with the new independent front suspension, new five-link rear suspension and rack-and-pinion steering.

The exterior of the Liberty has been redesigned to give it a more rugged, classic Jeep look that will surely captivate the attention of current Jeep Liberty owners as well as those other Jeep fanatics. Inside the Liberty is a cargo and storage space that has been made even more spacious. The seats were also made even more comfortable. The new Sky Slider full-open canvas roof which is an industry-exclusive will make its debut as part of the Jeep Liberty.

The Liberty also features remote start, rain-sensing wipers, memory seats and mirrors, and express up/down windows are added to the vehicle’s ever growing list of options. There are two models of the Liberty being offered—the Jeep Liberty Sport and the Jeep Liberty Limited.

The new Jeep Liberty is designed for those who do not only want the Jeep 4x4 capability but are also looking for comfort and convenience. The Liberty is also ideal for young couples, families, professionals, single men and women who are between 30 and 40 years old. The new Liberty can help balance day-to-day activities and at the same time functions well when extreme outdoor performance is called for. Jeep Liberty is scheduled to hit dealerships beginning the third quarter of this year.

Jeep Liberty Features

The all-new 2008 Jeep Liberty provides a balance of on-road refinement and off-road capability.
It has an independent front suspension,

a power rack-and-pinion steering system,

all new five link rear suspension,

two four-wheel-drive systems (all-new Selec-Trac II,

full time four wheel drive system and Command-Trac,

a part-time four wheel drive system—both are Jeep Trail Rated).

The liberty is powered by a 3.7 liter SOHC V6 engine that revs up 210 hp (157 kW) at 5,200 rpm and 235 lb-ft (319 Nm) of torque at 4,000 rpm.

Fuel economy has also been improved now reaching only 16 mpg for city driving and 22 mpg on highway.

There are also two transmissions offered for the Jeep Liberty in the United States and that is a six-speed manual transmission and a four speed automatic transmission. The 2008 Jeep Liberty was designed and engineered under the CDS or the Chrysler Development System which is a comprehensive, coordinated and disciplined product creation process that boost quality and production while reducing costs and encouraging practical innovation in new products.

In terms of safety and security features the 2008 Jeep Liberty is equipped with a full range of active and passive safety systems such as the Electronic Stability Program, Brake Assist, Electronic Roll Mitigation, advanced anti-lock brakes, All-speed Traction Control, tire pressure monitoring, rain sensing wipers, and side curtain air bags.

The 2008 Jeep Liberty will also feature the MyGIG Multimedia Infotainment System and SIRIUS Satellite Radio which provides customers throughout the US with 130 channels, including 100 percent commercial-free music, news, sports, entertainment, talk, traffic, and weather. The 2008 Jeep Liberty will also have the UConnect hands-free communication system that uses Bluetooth Technology which enables wireless communication between the car owner’s mobile phone and the vehicle’s on-board receiver.