วันพฤหัสบดีที่ 27 กันยายน พ.ศ. 2550

Nissan 350Z vs. Honda S2000 - BM

Nissan officially announces details on new GT-R

September 2007

In the follow-up to our previous news Nissan GT-R Testing, Nissan today started the pre-launch activities in support of the all-new GT-R, the high performance sports car to be revealed at the Tokyo Motor Show on October 24th.
With sales due to start in Japan in December, Nissan is today also confirming the final name of the car. Previous generations of this car were known as the Skyline GT-R; the new name for this car is simply "Nissan GT-R" in all global markets. Supporting substantial early customer interest in the Nissan GT-R, the company is today making available for customers in Japan some initial details including basic specifications, colors and practical information on placing pre-orders. Prices in Japan for the Nissan GT-R will start from around 7.8 million yen.
In support of the sale of the Nissan GT-R, the company also announced today the establishment of 160 Nissan High Performance Centers in Japan. These centers have been established to provide specialist sales and servicing support for customers of the Nissan GT-R.

วันพุธที่ 12 กันยายน พ.ศ. 2550

Gear Audi S4 vs. Mitsubishi Evo vs. Subaru Impreza

Gear Audi S4 vs. Mitsubishi Evo vs. Subaru Impreza

for me Mitsubishi Evo is my best car.
for specfication
Audi S4

Supreme Power in the New Audi S4
With a new design and a more extensive equipment specification, the top sports model in the A4 range, the S4 with supremely powerful 344 bhp V8 engine, is about to be launched. Its permanent quattro four-wheel drive and consistently sport-tuned aluminum suspension ensure that this power can be converted into maximum forward propulsion and driving pleasure. The new S4, like its predecessor, is available in both saloon and Avant versions.The S models of the new A4 generation are likewise instantly recognizable: the front end is dominated by the new face of the brand, the single-frame grille – in this case with S-specific grid pattern – and newly styled headlights. The shoulder line sculpts the sides of the car body in a most eye-catching way. And, finally, the most prominent feature on the new tail end, apart from the newly styled light units, are four oval tailpipes on both saloon and Avant models – a clear indication of just what the Audi S4 is capable of.The V8 engine, with chain drive at the rear and a displacement of 4.2 liters, delivers 344 bhp and 303 lb-ft of torque. It consequently sets clear benchmarks in its segment: a benchmark for a supreme and even development of power resulting from the large swept volume, and a benchmark for unmistakable dynamic handling.The power-to-weight ratio of this model is just 4.8 kilograms/horsepower. The eight-cylinder engine’s thrust thus enables the new Audi S4 with its new 6 speed manual gearbox to complete the sprint from 0 to 62 mph in just 5.6 seconds. It takes just 20.6 seconds to reach 125 mph, whilst its top speed is a governed 155 mph.The new S4 is the only car in its class to have quattro permanent four-wheel drive. It can therefore convert its engine output into propulsive power most efficiently at all times and enter a new dimension of superiority thanks to the handling potential of its aluminum chassis.Steering with an extremely direct ratio means that the S4 can be guided absolutely precisely around all kinds of corners.

EVO is a...

The Lancer Evolution models are the spiritual nemeses of the Subaru Impreza WRX STi, but at it's core, the performance characteristics of the Evo's have always been slightly better than their Japanese brethren.
This is due not to so much to raw power - both are fairly similar in this respect - but instead torque, and also the delivery of said Newton metres.
The Evo VIII packs a 2.0-litre (1997cc) inline four-cylinder mill, with four-valves per cylinder, designated the 4G63. It makes use of forced induction provided by a turbocharger linked to frontally-mounted intercooler. The US-spec Evolution VIII cranks out an assertive 370Nm of toque @ 3500rpm, while peak power of 202kW hits @ 6500rpm.
Such a long power band is one way in which the more recent Evo models reach 100km/h from rest faster than Subaru's hero car, and 27Nm more torque than the STi helps too. As you can see from the table below, the US-spec power band of the new Evo is some 33% longer compare to the Australian-spec 2003 WRX STi.

Peak Torque
Peak Power
Power Band
Evolution VIII
370Nm @ 3500rpm
202kW @ 6500rpm
3000rpm (3500rpm to 6500rpm)
WRX STi '03
343Nm @ 4000rpm
195kW @ 6000rpm
2000rpm (4000rpm to 6000rpm)
While Mitsubishi hasn't yet released performance figures, the Japanese-spec Evo VI managed the sprint in 4.4 seconds, so about 4.6-seconds would make sense for the slightly plumper Evo VIII.
Coming to Australia in late 2003
0-100km/h in under 5.0-seconds? You betcha
The Mitsu's turbo engine drives all four wheels via a five-speed manual transmission, as does the STi. The Evo also gets a few gearbox improvements over the VII, making for slicker and smoother shifting.
It gets a viscous limited slip differential in its center differential from the Evo VII models, with a mechanical LSD on the rear axle providing excellent traction and control for outstanding driving pleasure over all surfaces.
Because a lot of the parts from the US Evo VIII are sourced from the entry-level Evo VII GSR model, the 'Active Yaw Control' (AYC) won't make the cut. This funnky piece of techno-engineering essentially monitors the 'actual' course of travel relative to the 'intended' course of travel.
Then, taking advantage of two wet-plate, multi-disc clutches in the rear differential, AYC adjusts torque automatically, transmitting more to the side of the car with greater traction during cornering. If only all cars had AYC...
Ludicrous speeds are all well and good, but without the proper footwear and brakes, such power would go to waste. As such, the new model is fitted with Brembo brakes, which have been used in the series since Evolution V.
Four-piston calipers float over 17-inch ventilated discs at the front and 16-inch ventilated discs with twin-pot calipers at the rear deliver positive and reassuring stopping power.
Advanced ABS software regulates braking force at each wheel independently for consistent and predictable braking and control, reassuring when pushing the car to its limit, while EBD optimises braking force distribution between front and rear wheels to deliver progressive and predictable stopping performance.
To improve handling characteristics and ride quality, Mitsubishi decided that the American version needed improved body and suspension stiffness. Both aspects have been uprated through the strategic placement of reinforcements (though at the cost of increased bulk) and reinforcements have also been added to conform with U.S. crash regulations.
Suspension is by McPherson, strut at the front and a multi-link arrangement at the rear. Optimised damping characteristics combine synergistically, as Mitsubishi types say, with the stiffer body to improve handling stability at the limit, while enhancing the driving experience and the ride quality at all speeds.
The Evo VIII rides on aluminum (sic) alloy road wheels, shod with 235/45ZR Advan A046 high grip tyres, de-veloped specially for the U.S. market.
So there you have it - the Evo VIII in all its glory is finally breaking out of its domestic market. With the next-generation R35 Skyline also earmarked for European and American consumption, perhaps Japanese automotive culture is moving aside for, well, big bucks.
Mitsubishi America wants to sell 6500 of them in the first year after launch, which happens to be early 2003. Sorry, no specific dates... Yet. While no launch date has been officially announced by Mitsubishi in Australia, word is that a late 2003 shipping date is on the cards. How much? Expect the same $79,000 price point as the Evo VI.
As it stands, the new-look Evo VIII will still be one of the most-wanted four-cylinder sportscars in the world and, now with a much broader customer base, the future of the Evo looks even healthier than ever. Evolution IX here we come!


The dry burr champion commemoration car which is complete equipment to hard spec C appears
As for Huzisige industry, 2005 PCWRC (production car worldwide rally championship), the special specification car in presser sedan which commemorates the dry burr champion acquisition of the Arai Satoshi Hiro player who participates with the Subaru in presserIt sets “WRX STI spec C V-Limited 2005,” it sells via the nationwide Subaru chain store from this day.
This time sells “WRX STI spec C V-Limited 2005” with the lightweight body and the like, motor sportAnd so on in for the competition which pursues the maneuverability which becomes most important 17 inch tire specification car of model “WRX STI spec C” the aluminum wheel which administers white paint to the base, being lightweight, equipping the shift knob which uses the [jiyurakon] material which is superior in abrasion resistance. In addition, besides the fact that color scheme of the blue which symbolizes the SUBARU rally car in portion of the interior was administered, while strengthening, the image of PCWRC rally car such as STI make front underskirt and aluminum make shift boots ring, [supotei] it was complete also equipment.
As for PCWRC, with the world championship which designates the mass production vehicle of marketing as the based car, the remodelling range is harshly restricted, comprehensive vehicle efficiency such as maneuverability and reliability is required from the mass production vehicle which becomes the based car.

วันเสาร์ที่ 1 กันยายน พ.ศ. 2550

carpc computer in thecar ?

car pc

A Carputer, or 'CarPC', is a general purpose computing platform installed in a vehicle. As of the early 21st century, no OEM or major aftermarket supplier offers or supports carputer-class installations, limiting the installed base to the hobbyist, enthusiast and entrepreneur communities. In use as early as 2004 [1], the term generally refers to contemporaneous personal computers retrofitted in a production model car.
Since typical carputer installations enhance or replace the car's "radio", it can serve as a ready and recognizable comparison:
Each vehicle contains an OEM system, or the capacity to install one.
Default systems are upgradeable either with OEM or aftermarket parts.
Upgrades can be integrated such that they appear consistent with the OEM look and feel.
The type and capacity of upgrades is extremely broad.
OEM development generally follows aftermarket development with a lag.
Carputer systems are usually built from traditional desktop components, particularly the increasingly compact small form factor systems. Laptops serve a particularly useful role as carputer system components, but because they cannot be cleanly integrated into the car they are not considered carputers in and of themselves.
Though not carputers per se, laptops are an excellent proxy when comparing carputers to an OEM or aftermarket integrated solution. For instance, as of 2007 GPS navigation is a common OEM equippable option and roughly equates to a laptop running GPS software. Actually doing the comparison across a few dimensions is illustrative:

2007 Toyota Tundra Reviews

The 2007 Toyota Tundra lineup comes in five different setups. The Regular Cab offers only storage space behind the front seat, and either the 6.5-foot standard bed or the 8-foot long bed. The Double Cab features rear side doors, forward-hinged like on an SUV, and seats for as many as six; the Double Cab comes with the standard bed or the long bed. Then there's the CrewMax, with full-size rear side doors, and the short bed.
The base engine is a 236-hp 4.0-liter V6. Next up is a 271-hp 4.7-liter V8. At the top is a 381-hp 5.7-liter V8. The 4.0-liter and 4.7-liter engines come with a five-speed automatic, the larger V8 comes with a six-speed automatic. All have a manual gear-selection feature. Electronic, part-time, four-wheel drive is offered on V8-powered Tundras.
The base Tundra DX is a the workhorse edition and only comes as a Regular Cab. A fabric-upholstered, 40/20/40-split, bench seat, vinyl floor covering, column shift and manual-crank windows are standard. So is a four-speaker, AM/FM/CD stereo with auxiliary audio input. The manual air conditioning is dual-zone, though, and the steering wheel tilts. Toyota's unique, gas strut-boosted, tailgate assist is standard, too. Steel wheels wear P255/70R18 tires.
Options include a Cold Weather Package, with heavy duty battery and starter and heated, power outside mirrors; a Tow Package with integrated hitch, four-pin and seven-pin connectors, trailer brake controller connectors, supplemental transmission cooler and, on the 5.7-liter V8 models, manually extendable towing mirrors incorporating turn signals and running lights. The SR5 package includes chrome bumpers and grille surround; power windows, door locks and outside mirrors; cruise control; variable intermittent wipers, and upgraded upholstery fabric and carpet.
SR5 trim is available in all three cab configurations. The SR5 fabric front bench gets better quality upholstery and eight-way driver and four-way passenger adjustments, both manual. Other driver-assist and creature-comfort upgrades include power windows, central locking and outside mirrors; cruise control; keyless remote; two more speakers, for a total of six; a third power point; carpeted floor mats; and rear seat heater duct. Exterior trim is upgraded with chrome bumpers and a chrome grille. The V8 towing package is standard on the Long Bed. The multi-function mirrors come standard with the 5.7-liter V8.
Additional options include a JBL AM/FM/CD stereo with six-disc, in-dash changer, 10 speakers, Bluetooth and leather-trimmed steering wheel with redundant audio controls; DVD-based navigation system with backup camera; and running boards. The TRD Off-Road Package for an SR5 short bed V8 engines includes a specially tuned suspension with Bilstein shocks, P275/65R18 tires on unique, aluminum alloy wheels and fog lamps.
The Limited trim features leather-trimmed front bucket seats with seat heaters, 10-way power adjustable for the driver's side, four-way power adjustable for the passenger's side; floor-mounted shifter and center console; automatic dual-zone climate control; the JBL AM/FM/CD audio setup but with 12 speakers; tilt/telescope steering wheel; sliding rear glass; and auto-dim inside rearview mirror with compass and programmable garage/gate remote. Outside, the front bumper is color keyed, while the rear bumper remains chromed, as does the grille surround, although now the grille bars get chrome, too. The outside mirrors upgrade to chrome, heat, auto-dimming and integrated turn signals. Fog lamps, engine skid plate and bed-mounted, deck rail system with adjustable tie-down cleats are standard, too. P275/65R18 tires on aluminum alloy wheels are standard, P2275/55R20 on alloy wheels optional.
The CrewMax comes in SR5 or Limited trim. Features and options pretty much track those of the Double Cab, but with a few additions: a vertically sliding, power rear window; a slide-and-recline, three-passenger, rear bench seat; and an overhead console with map lights and swing-down cases for glasses and sundry items. CrewMax buyers get to choose one of two, mutually exclusive options, a power, tilt/slide moonroof, which deletes the overhead console, or a rear seat entertainment system with nine-inch, roof-mounted LCD (with side-mounted reading lights), rear seat audio controls and reading lights.
Safety features on all 2007 Tundras include frontal airbags for driver and front seat passenger (the latter with an off switch in regular cab models); roll-sensing, side curtain airbags, which can be de-sensitized to avoid inadvertent deployment while off-roading; and front seat-mounted side airbags. Four-wheel disc brakes with ABS, brake assist and electronic brake-force distribution are standard, as are electronic stability control with traction control and a limited slip differential.