Aktív témák
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egy kis kipuff hang összehasonlítás RS-X témában
gyári kipuffal:
Bővebben: link
itt jobban hallani, milyen fantasztikus hangja is van a motornak, ááááááááá
és itt van DC Sports rendszerrel:
Bővebben: link
csodás -
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gyönyörű 4gen civic Bővebben: link
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válasz
illusiON
#634
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ez egy összefoglaló, gondolom az érdekesebb és ritkább dolgokról.
biztos van még 100 másik rohadt érdekes autó is, de sajnos neten nem találni igazán nagy adatbázist ezekről, leírást sem. ez így szokott lenni
a kis alfásított jazz szerintem is monnyon le, mugen lm viszont gyaláz mindent, nagyon elfogadnám így ahogy van -
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itt az idei tokyo-i szalonról egy összefoglaló
Bővebben: link -
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![[kép]](http://www.caranddriver.com/assets/image/16200513407.jpg "[kép]")
The Mother of all GT-Rs
If you thought the mighty Nissan R-34 GT-R was dead and buried, think again. Nissan’s racing arm Nismo has resurrected the phased-out Skyline for one last blast. Only this time, they’re not stopping at half measures.
If you thought the mighty Nissan R-34 GT-R was dead and buried, think again. Nissan’s racing arm Nismo has resurrected the phased-out Skyline for one last blast. Only this time, they’re not stopping at half measures.![[kép]](http://www.caranddriver.com/assets/image/16200513438.jpg "[kép]")
Unveiled at the Tokyo Auto Salon this week, the 500hp GT-R Z-tune is not only the most powerful GT-R ever, but at $170,000, it’s also the most expensive. Why did they make it? Simple. To show what's possible. And when we hinted at any relation to the next generation GT-R due in 2007, Nismo staffers started sucking through their teeth and looking skywards. One thing is for sure. The 2007 GT-R's sticker price will be around half that of the Z-tune but pump out nearly as much power. Leaning heavily on 15 years of racing experience with the R-32, R-33 and R-34 GT-R’s, Nismo engineers have created the mother of all GT-R’s.![[kép]](http://www.caranddriver.com/assets/image/162005134059.jpg "[kép]")
Looking like a GT-R on steroids, the Z-tune has been fitted with CFRP lightweight aeroparts including the front bumper, hood, front fenders Nismo increased the stock twin turbo 2.6 liter bore to 2.8 liters by employing the block from a 2001 GT500-spec GT-R race car, and then further refined and reinforced just about every component inside. It gets race-spec forged pistons, conrods and camshaft, a large titanium exhaust and two oil coolers as well as the heavy duty IHI turbos fitted to the class-winning GT-R in last year’s Nurburging 24-hour race. And with an upgraded ECU, that gives the Z-tune a respectable 500hp and 540Nm of torque with a strong focus on low end response. To handle those extra herbs, Nismo employed a special heat-resistant Super Coppermix Twin clutch that was developed to cope with power up to 600hp. Incorporating a fully reinforced chassis, this GT-R also gets SACHS 3-way adjustable dampers, once again from the GT500 car, and huge mono-block 6-piston Brembo calipers with 365mm race rotors. Now depending on where you wish to drive your Z-tune, you can either have it delivered wearing stock Potenza high performance road tires or semi slicks, which are both shod on 18-inch LM GT4 GT500 rims made by Rays. Inside a specially fitted 320km/h speedo and titanium gear knob hint at what the Z-tune is capable of on the track.![[kép]](http://www.caranddriver.com/assets/image/162005134422.jpg "[kép]")
When you consider that Nismo are only making twenty Z-tunes, yep 20 only, you’d better get that cheque book out quick smart. Because they’re already taking orders. A Nismo staffer told us that one Brit and one American had already signed on the dotted line. Add freight from Japan and insurance, and you won't get much change from $200,000.
vááááááááááááááááááááááááááááááááááááááááááááá
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válasz
Viktor77
#630
üzenetére
erre azért nem mernék megesküdni, szerintem 97-ben még javában a régi, két ajtós impreza kasztnikkal futottak a wrc-k.
a gyártás utolsó évében jött ki a az impreza sti 22b, ami tulajdonképpen az impreza király volt, mert iszonyatosan telepakolták wrc cuccokkal. 400 db volt belőle, egy éjszaka alatt elfogyott az interneten
van is róla képem, megpróbálom kikeresni hátha megvan még.
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ridgeline videok a projekt fejlesztési vezetőjével
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a szöveg a lényeg
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egy aranyos kis crx
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Mugen Honda LM
ez a gép reggelire megeszi az új M5-öt, délre maranello-t, estére, gt3-at....
Gobsmacked! Mugen Brandishes the 500+hp, 4.0L LM (Legend Max )
The Tokyo Auto Salon is one of those shows that I always hope to attend, but when the time comes, we never have the time (or more importantly, funds) to actually cover it. Fortunately, a TOV reader (Glenn Shiu) did attend the show, and was kind enough to share the following photos and information with us.
Mugen Legend Max
The Study Concept Model ''LM (LEGEND MAX)''
This is a ''combination of racing technology and tuning philosophy.'' A Mugen Le Mans V8 engine fitted to a further evolved Mugen Legend M1 equipment package.
Specifications and Equipment
Engine
* Engine name: Mugen MF408S
* Engine type: V8 Naturally Aspirated
* Displacement: 4.0Liters
* Horsepower: over 500ps
* Valvetrain: 32 valves, DOHC
Dimensions
* Overall Length: 4980mm
* Overall Width: 1905mm
* Wheelbase: 2800mm
Wheels and Tires
* Wheel: 18'' Alloy (18x9.5JJ)- they look like Mugen NR wheels with a center cap and in a new color
* Tire: 275/35R18
Brakes
* Rotor: 5 slit
* Pad: Type Competition
* Hose: Micro Mesh Brake Lines
Aerodynamics
* Exterior: ''Increased Advance Body''
Interior
* Seat: bucket type (front)- not the currently available Mugen bucket seats, these have position adjustments
Color
* Exterior: Firecracker Red
* Interior: Black and Blue
Mugen MF408S engine
Debuting in the 2002 ALMS (American Le Mans Series), this 4 liter V8 engine has seen action every year since then. In 2004, it was used in the JGTC Series by the VEMAC RD408R GT500 class racing machine.
Specs for the MF408S in the VEMAC RD408R
* Layout: 90 degree V8 Naturally Aspirated
* Displacement: 4000cc
* Horsepower: 590hp / 9500rpm
* torque: 383lb/ft / 7500rpm
* Restrictor: 33.4mm x2 or 46.8mm x1
* Clutch: Carbon 4 plate
* length: 559mm
* width: 720mm
* height: 577mm
* weight: 131kg
The photos below show the Legend Max and one photo of some sort of award (sorry, didn't bother to see what award it was) winning Xanthic Prelude, which has their new Tilt Forward hood and an ALL SILVER CARBON (SSG) BODY. The silver Legend is the Legend Modulo Concept, which is basically the RL A-Spec concept with Honda emblems instead of Acura emblems, and it has clear taillight lenses which the A-Spec does not have.
Another car worth looking at, although I didn't get a photo of, is the Doov Legend designed with the BAR Honda 006 F1 car theme, featuring dry carbon aerodynamic parts and grille, on a pearl white body and 18'' BBS 360 Challenge-style wheels, which are apparently available through Honda dealers in Japan now as a dealer option for the minivans, complete with the correct 55mm offset. Not mentioned anywhere in the Mugen booth are that the Mugen Legend Max is FR, and the transmission is manual. But you can see the shift lever in the (very poorly shot) photo of the interior. Headlamps and taillamps are from the US spec Acura RL, if you look carefully, you will see the orange lenses in the front and the reflective side markers lit up in the sides of the taillamps.
képek itt: Bővebben: link -
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és az úr megszólal
Remarks by Takeo Fukui - 2005 NAIAS Auto Show
Detroit 01/11/2005 -- Good morning everyone. Thank you for joining Honda again today.
Honda is at its best, when we are creating new value for our customers. We achieve this when Honda associates take initiative ...by setting impossible targets ... and then create new technologies to achieve them. The value of this initiative can be seen in our newest efforts to advance safety and the environment ... even as we maintain our passion for fun-to-drive products.
When I joined Honda 35 years ago ... we were heading in a challenging new direction ... to create clean engine technology. I clearly remember that our entire team took initiative ... focused on the goal of leaving ''blue skies for our children.'' The result was the cleanest internal combustion engine in the history of the industry. Today, these words remain powerful and clear within Honda. Importantly ... this is not a single mission. It includes a commitment both to reduce emissions ... and improve fuel economy. And to introduce the most advanced technology across our entire lineup ... not just one or two models.
This fall, we will begin launching an all-new Civic. This will be the 8th generation Civic ... with total global production now approximately 16 million units. And it remains a benchmark among compact cars. In order to exceed these global customer expectations, the next generation global Civic lineup will include 2-, 3-, 4- and 5-door models. It will be produced in all six of Honda's regional operations.
The concept for the new Civic will focus on emotion and a fun-to-drive spirit. I am excited about the ability of the new Civic lineup to meet the needs of people who love to drive. To achieve this direction ... we have designed a completely new engine and body.
In fact ... Civic will offer four advanced powerplants in its first year on the market. This is an industry first. The new Civic will have Honda's latest i-VTEC engine ... with new technology that achieves even higher fuel economy and low emissions. This means every Honda and Acura sold in the U.S. will have a next generation engine. We also will introduce the Civic Diesel in Europe with Honda's award-winning diesel engine. The natural gas Civic is the cleanest internal combustion engine in the world and will continue to be made in Ohio. And a new Civic Hybrid will have a hybrid system with significantly higher fuel economy and performance.
Honda is the first automaker to offer three different hybrid models ... including two of the industry's top selling models. And we are advancing this technology for future expansion. But we believe the effort to improve fuel economy should not be limited only to hybrids. We also have introduced Variable Cylinder Management technology to the Honda Odyssey and Accord Hybrid. This technology has achieved the optimal balance between high performance and superior fuel economy during highway driving. This fall, we will add this cylinder cut technology to the Honda Pilot. This means we are adding this technology to our top selling V-6 light truck models. And we have made a major commitment for the future ... with an all-new research facility in Japan. This facility is focused on achieving the ultimate in fuel efficiency through internal combustion engine technology.
We also continue to advance fuel cell vehicle technology. We have 11 fuel cell vehicles in the U.S. ... in the hands of customers now ... including the state of New York. This year ... we will achieve another world's first. We plan to put the FCX in the hands of an individual customer for the first time in history. This is just a first step ... but it demonstrates that Honda's fuel cell technology is ready for real world use.
But we haven't stopped with development of a vehicle. Honda associates are taking initiative to develop a fueling infrastructure. This includes a home refueling unit that produces hydrogen from natural gas. By testing this device in New York ... together with the Honda FCX ... Honda is taking a comprehensive approach to advance both the vehicle and a hydrogen-based transportation system. We believe this technology will be a primary fuel source in the future.
The strategy of applying advanced technology across our entire lineup ... that has been so important to Honda's environmental leadership ... we are applying to the area of safety as well. We call our commitment ''Safety for Everyone'' ... because we believe everyone has the right to safety no matter how much they pay for their vehicle ... or the size of that vehicle. To achieve this ... we have created new safety technologies ... that will be standard equipment on virtually every Honda and Acura vehicle in North America.
Honda engineers developed collision compatibility technology that makes our customers safer ... and makes our cars and trucks less aggressive to people riding in other vehicles. It also includes pedestrian safety technology ... now on more than two million of our vehicles on American roads.
Now ... we are introducing another new safety technology in America. Our Acura brand is a technology leader in so many areas. This fall, the Acura RL will introduce the world's most advanced Collision Mitigation Brake System. This system uses millimeter wave radar ... to detect a collision before it happens ... it alerts the driver ... and applies braking force if a collision cannot be avoided. It is natural for Acura to lead the industry in this advanced technology.
However ... safety is not only for performance luxury sedans. The Honda Accord is the only midsize car to offer all of these standard features you see here ... including side curtain air bags. The next generation Civic in the U.S. will introduce this same standard safety equipment to the compact segment.
Finally ... an important area where the initiative of Honda people creates new value is in the challenge of racing. Racing is not a mandate of our company. It is the spirit of Honda people. Through their efforts, last year, Honda won 14 races to earn the IndyCar Triple Crown. This year ... we plan to take the checkered flag in Formula-1 racing as well. In Formula-1, we have been challenging not only to develop the engine ... but also the chassis. This is a big challenge ... but it is helping Honda advance our technology ... and also our people.
By having this kind of fun as a company ... by continuing our commitment to ''blue skies for our children'' ... by offering Safety for Everyone ... and by advancing products that are fun-to-drive... Honda will not only meet the needs of our customers ... we will achieve our goal of being a company that society wants to exist. Thank you for your attention. And have a good year. -
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egy kis video, az igazi import tuning streetlife-ról
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itt az RL A-Spec:
Bővebben: link
Bővebben: link
a bmw nagy szarban lesz -
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type-r:
itt az RD-X concept
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Three Acura models, the TL performance luxury sedan, the TSX sports sedan and the MDX luxury SUV were named ''Best Buys'' the highest rating possible, as part of Consumer Guide(R) Automotive's annual listing of Best Buy and Recommended vehicles. The RSX sports coupe and the RL luxury performance sedan were named ''Recommended'' (vehicles that also represent outstanding values, but fall just short of ''Best Buy'' status) in their respective categories.
''It's a tremendous honor for five out of six Acura models to be recognized as either a ''Best Buy'' or ''Recommended'' vehicle by Consumer Guide.'' said Dick Colliver, executive vice president, sales. ''Consumer Guide is a trusted consumer resource for auto buyers and being honored is reassuring to Acura buyers.''
Consumer Guide Automotive's editors tested over 200 vehicles throughout the course of the year in a variety of settings including, stop-and-go driving, long trips and commuting and evaluated them on their ability to meet everyday driving needs. Vehicles were judged on attributes including performance, economy, reliability, ease of use, comfort and price. On the basis of this testing, ''Best Buys'' and ''Recommended'' choices were designated in 17 vehicle
classes. Vehicles judged to offer the most overall value when compared to their direct competition were designated ''Best Buys.''
The TL has been honored in the Premium Midsize Car category for each of the past six years. The MDX was named a ''Best Buy'' in the Premium Midsize Sport-Utility Vehicle segment for the fifth straight year. In its first eligible year, the TSX was named ''Best Buy'' in the Premium Compact Car segment. -
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a mugen-nek van családi vonatkozása és szerződése a hondával csak tudtommal, de a spoon is honda specialista.
5 és 6gen civic coupe is volt, de csak az 1.6-os dohc vtec 126 lovas motorral (SR jelzéssel), a 160 lovas b16a blokkal soha nem árulták európában, az Si csak usa-ban volt
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vegyes
Bővebben: link
Although the road traveled wasn’t easy, Jon’s Duppongs 2000 Championship White Honda Civic is now gracing the pages of JTuned. Jon purchased this vehicle from a friend with severe sub frame damage and undertook the ardous task of repairing and modifying it with his unique blend of engine performance with hints of Japanese styling cues. During the entire building process, John was persistent in keeping the project under wraps not letting friends or family know what he had in store. His absolute goal was to build the ultimate streetcar. Today the EK has raised the bar amongst enthusiasts and is a true dream for the clean street crowd JTUNED is known for.
This vehicle was straightened and fixed with new body parts which were all professionally welded and installed with the help of Jon’s employer - Bellevue Auto Rebuild. They then began applying the stunning championship white paint we see today. Jon decided on the color because of the way he feels it compliments the EK chassis as well as the Japanese roots of CW on the CTR. The prep work was flawless and secured a perfect final coat.
Aside from the super clean lines of this car and the amazing rebuild, it’s hard to choose just one thing you like about it. Jon didn’t cut any corners or leave any area untreated yet the car remains simple and clean. Jon’s hatch is a Mecca of rare parts, all of which he selected for a reason to create the EK he always dreamed of. Starting with the exterior, some of the highlights include the 16x7 ENKEI Jspeed3’s which compliment the white paint and are one of only a few sets currently in the US. Some subtle modifications include the adaptation of the Euro Foglight as well as the JDM parking antenna. The body is further enhanced by Civic Type R headlights, rear lip, side markers, Spoon style mirrors, as well as a VIS carbon fiber hood, just to name a few.
The motor setup was another tough decision for Jon. He decided to stick to the high revving N/A route he has always loved and ended up with a B18C-R as his starting point. The motor was fully built including a balanced bottom end, port and polish, Spoon cams, ITB’s, and much much more. The engine bay is also home to plenty of rare accessories and other mods including a Spoon earthing system, SRR engine mounts, Silvers torque reducer, Evotion oil cooler, fuel pressure regulator, clear spark plug covers, and Spoon Sports plug wires.
Naturally Jon decided to continue his project by changing out his braking and suspension setup. The brakes are another one of this cars subtle yet incredible modification. Jon added a 5 lug CTR suspension as well as ABS, Spoon calipers, Spoon master cylinder brace, which clamp down on Rotora slotted front and rear rotors. The suspension goodies are endless on this thing. Obviously the slammed exterior is what catches the eye first. This ride is complete thanks to ZEAL coilovers. You can find the first generation Mugen 8 point tower brace under the hood as well as other suspension goodies all over the car including the Next Racings Miracle X rear cross bar, side pillar stress bars, Do luck floor bar, and a custom Speedware motor sports harness bar complete with a camera mount.
Jon’s EK translates a simplistic style all his own. It was not built purely for drag, road racing, or for shows. This car is well-rounded and the styling does not stop on the outside. Inside the hatchback, Jon drives comfortably with a pair of Mugen S1 Buckets complete with Takata 5 point harnesses. The Mugen theme continues throughout with a FG360 steering wheel complete with a slick Signal Auto quick release. The dash was changed out first for a Spoon cluster but then updated with a STACK race unit. Just incase he finds himself lost in Japan, John went ahead and hooked up the Honda Navigation complete with Japanese road maps. This piece is not only rare, but looks killer at night. Adding to the rare interior goodies is the infamous column light and roof console. Both pieces are subtle Japanese rarities that set John’s EK apart from most US Civics.
Through and through this car is deserving of praise and a definite accomplishment for someone who has made imports his passion for years. Jon may have raised the bar for EK owners in the United States but I don’t believe he is ever going to stop raising the bar for himself. While we don’t know what Jon is planning next, im sure it will involve something clean, simple, and simply stunning.
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jaaaaaaj, micsoda 6gen Si Coupe......
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6gen aszfaltszaggató civic
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hm, ez a hátsó tetszik
Bővebben: link
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de, tuti onnan jönne.
unokatesóm most hozott az MR2-jébe egy 2.0 turbo motort komplett mindennel hozzá ami kell meg ami menthető volt a totálra zúzott kinti mr2-ből, londonból, vicc összegért....
28ezer mérföld, gyakorlatilag zsírúj volt a motor...
szóval csak keresni kell, mert van tuti mindig mindehez -
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mert nekem csak a komplett motor, váltó, futomű lsd-vel és fékekkel együtt kell, na meg persze az elektronika.
ha jövőre meglesz a 6gen 3D VTi, akkor idővel abba akarom belerakni majd. mert a vti, amit vennék, tudom hogy törésmentes és egy folt sincsen az egész autón.
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A&L Racing Honda S2000
Although packing “only” four cylinders, Honda’s S2000 has established itself as a powerful player in a market in which it appears seriously outgunned. But since when is anything good enough? What if its already-go-kart-tight handling were even tighter? What if the S2000’s 8000-rpm 2.2-liter’s 110-hp-per-liter specific output were even higher? A&L Racing presented this S2000 as an answer, employing a Comptech supercharger to cram air through a liquid-to-air intercooler, and exhaling through a custom Modula exhaust. Koni, Eibach, Comptech, and Brembo contributed various pieces to the suspension, and Sparco donated seats and a steering wheel for the interior. A nose job by Mugen, carbon fiber hood from Intense Motorsports, and a rear wing from Honda Factory Performance ensure that the A&L S2000 stands out from the crowd
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Acura RL, TSX Named to 2005 Car And Driver '10Best Cars' List
12/10/2004 -- The new Acura RL luxury performance sedan and the TSX sports sedan have been named to Car and Driver magazine's prestigious annual list of ''10Best Cars.'' The RL was named ''Best Luxury Sedan'' while the TSX, a winner for the second year in a row, captured the ''Best Sports Sedan'' designation.
The ''10Best Cars'' list was compiled by a panel of 15 journalists who spent a week evaluating each entry on the basis of value, features and performance. Overall, 44 vehicles in 10 categories were nominated.
''It is always an honor to be named to the 10Best list,'' said Tom Elliott, executive vice president of American Honda Motor Co., Inc. ''For the RL to be recognized in the highly competitive luxury sedan category means Acura has hit its mark in terms of performance, world-class safety and leading-edge technology.''
This is the first year that the RL has been named to the ''10Best Cars'' list. It was completely redesigned and reengineered for 2005 with a 300 horsepower engine, Super
Handling All-Wheel Drive, and the first North American application of a real time traffic system.
''...there's no doubt,'' said Car and Driver of the RL, ''the new flagship is ready for the major leagues.''
The TSX has earned ''10Best'' honors in each of the two years it has been on sale.
''Back for its second 10Best term,'' said the magazine, ''the TSX is a symphony of painstakingly perfected details that add up to feline agility enhanced by a bevy of luxury features that come standard.'' -
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2004 Terminator 350Z by Craig Lieberman
Bővebben: link
ez viszont jól szétgányolt -
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Gold Top Secret 350Z:
Bővebben: link
ráadásul ez még baromi jól is néz ki!
főleg ha nem lenne agyonmatricázva -
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na ha ez igaz lesz.............
Car-Mode Magazine: Next NSX-R to feature 500ps turbo V8
The latest issue of Car-Mode (Japanese Magazine) claims to have a scoop on the next NSX-R, predicting that it will feature a turbocharged V8 good for 500ps, which matches the predicted output of the upcoming Skyline GT-R and surpasses Toyota's upcoming GT supercar by 50ps.
While turbochargers haven't been used by Honda very frequently in the past, for the past 18 months or so there have been lots of whispers surrounding the secret development of turbo Hondas. -
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és az örök kedvencem
Honda NSX Type R
The first time we come to the mountain road, the sun most definitely does not have his hat on. Reaching out through the open car window to pay the tollbooth operator, the November air has a real bite to it. There's a dirty great black raven sitting on the Armco. It's got a beak about three inches long. If that flew into the cabin...
So get the window up quick and set the wide tyres rolling across the cold, greasy tarmac. Better have the lights on too. This cloud cover is low, corners white out mid apex without warning. We are operating well outside the comfort zone today. Yet we are in the most user-friendly supercar ever. Japan's first and really only supercar, the mid-engined aluminium-bodied NSX, arrived in 1990. Signed-off by Ayrton Senna, it was capable of wiping the floor with Ferrari's finest. Even in the hands of mortals.
No car lasts forever and 13 years is an awful long time for any modern one to be around. So surely the end of the NSX must be nigh? Indeed, last month we brought you a story on Honda's HSC Tokyo showcar, which strongly hints at how the all-new NSX might look But for now this £70,000 NSX-R is the most hard-core Honda road car yet. Power, from the 3.2-litre V6, is up from 280bhp to just under 300bhp. Weight is down from 1,445kg to 1,270kg. Both the bonnet and rear spoiler are carbon-fibre. The wheels weigh less, the battery is smaller and the rear glass is thinner. Even the carpets are lighter. Other stuff has just been chucked. Interior boot switch, electric mirrors, bulkhead insulation, traction control - who needs 'em?
So, what we're left with, on this most drizzly of days, on what seems to pass for Japan's equivalent of the N?rburgring, is the lightest, most powerful NSX ever built, minus traction control. Oh, and it's riding on harder, more edgy suspension than before. Did I mention that? But I don't care. Let them come. Let them bring their 360s and their 911 Turbos and their mad 900bhp Skylines. Nothing, but nothing, is going up and down this mountain today as fast as this NSX-R. And that, is a promise.
Ah, the old ones are the best ones, are they not? Yes, you've sussed it. I'm safely tucked up in the passenger Recaro carbon-fibre bucket seat. The man behind the Momo steering wheel reaching for the titanium gear lever and preparing to attack the mountain is Takuma Sato...
Takuma Sato. Born in Tokyo on January 28, 1977. Japanese Karting Champion 1997; Macau F3 Grand Prix winner 1999; British F3 Champion 2001; F1 Jordan Grand Prix driver 2002; BAR Honda test driver 2003 - stepping in at the end of the season to fill Jacques Villneuve's vacated racing boots and fill them well, finishing sixth at Suzuka. For 2004 he's signed up for the full season with BAR alongside Jenson Button.
Takuma Sato. He's a bit of a driver then. Even so, as we move off I'm worried. Not worried that he's going to stuff if. I doubt he'd do that in a million years. Anyway, since Antonio Pizzonia nearly wiped out two guys from Autocar in a Jaguar S-Type, every young F1 driver must have had it drummed into them: 'Don't... Kill... The... Media'. No, I'm just worried he's going to get bored.
If he is, he's doing a good job of hiding it. Actually he says he doesn't get bored on pr things as long as there's something to drive. His eyes even light up with enthusiasm when I ask him about Ayrton Senna. It's a little bit of a cheap question, because I know Senna is his big hero. But it is valid, Senna really was involved with this car; just turn to page 290.
Taku recalls the first time he ever saw a motor race. ''1987 Japanese Grand Prix at Suzuka. Ayrton Senna. I watched him start from seventh and come up to second. Even to a 10-year-old boy it looked so good, something special''. But he's careful, under no illusions, drawing no comparisons. ''Ayrton is Ayrton. One of the biggest drivers. I am not Ayrton''.
True. But he does like to attack, does he not? Another smile, and a laugh this time. ''Always. Always flat out. But you have to improve you know. It's not allowed, too much flat out. The beginning of last year I was flat out all the time; too much commitment. But then I learnt a little bit to back off, not necessarily to be slower, but just to relax and it's going better now, more flowing''.
Right now we are getting a demonstration of all three: relaxed, flowing and flat out. That V6 gets worked far into the red zone. The front inside Bridgestone gets punted deep into the corner. Strictly speaking, Taku, I think it should be the other side of that white line, but never mind there must be, oh, at least a couple of inches of cloud between the headlamp bubble and the Armco.
It's perfect. Of course it is. Although the Momo steering wheel is getting a bit of a work out and there seems to be a fair bit of kickback to contend with. Taku says he's operating at about 60 to 70 per cent of his abilities. It looks more like only 40 per cent to me.
What's it like though, driving a Formula One car, where anything less than 100 per cent simply will not do? Even then there can be no guarantees. Something can always go wrong. Like when Nick Heidfield's Sauber slammed backwards - as in gearbox then engine first - into the side of Sato's Jordan during the 2002 Austrian Grand Prix. At 170mph. Surely such a massive impact must rattle you to the core?
''No'', comes the reply ''Nothing at all. I was in one piece. I was very pleased. OK, I was a little bit worried because the week after I had to do the Monaco Grand Prix. But that kind of worry is just a waste of time. One lap in, no problem''.
So he never gets scared then? Ever? Only, he says, when he can't predict the immediate future. ''For example, if you were driving a little 600cc car, but racing in the dark and you don't know which way to go, I would be scared. But if you are totally in control in the F1 car, if you go over 300k with 5.1g, it's no problem.''
Ho, hum. Back then to the mundane world of mere mid-engined supercars. Has Taku any thoughts on how the NSX should be next time around, baring in mind he may well be involved with it? ''Obviously more power would be nice. But it is not so important all the time. The feeling, the balance and the handling are more important. If you put in a bigger engine you may go quicker, but it may not be more fun to drive''.
The way the NSX feels to drive, the way it truly involves the driver, that, explains Taku, is the real magic. Next time around he'd suggest a few fundamental changes, to move the game along, such as lowering the engine for a lower centre of gravity and maybe an F1-style gearbox. All that's for the future, though. We've still got a bit of time left with this NSX-R, now that we've got it out of Taku's hands. It still feels a bit special even just to be close to it, even after all this time. It still turns plenty of heads too. Even in downtown Tokyo. It practically looks retro now with that cab-forward, long-tail Le Mans look. It feels like we could be photographing it for a classic car mag. That slightly cream Championship White paint only adds to the feeling of something from an earlier era.
It's the same when you step inside, a brief blip, a tiny little trip back in time. Nothing dramatic you understand and certainly nothing unpleasant. Far from it, the carbon-fibre seats are fantastic and if the Momo steering wheel and black instruments with yellow needles don't get you in the mood to drive, nothing will.
Well, actually, the V6 engine will. Everybody and their dog might make engines with variable valve timing these days. But nobody gets them to sound like this. Ignore the final change-up warning light - just for a split second, just for a few hundred rpm more - and take the needle up to the 8,000rpm red line and the cry from behind your ears strengthens the sinews and sharpens the synapses.
It's 13 years old and still it can do this. It's like The Pistols' Anarchy In The UK or I Fought The Law by The Clash. Still the anger and energy boil through. But fantastic though those records still sound, they are just a little slow if compared with the latest thrash metal. Despite its lightness, extra power and sharper throttle response, the NSX-R feels 'only' seriously fast - not truly ballistic. Admittedly the 0-60mph time is down from 5.7secs to 5.0secs, but these days you need to shave another second off that to join the real speed metal club.
Yet when you feel the limited-slip diff squirm on a wet road, it feels plenty fast. And the acceleration is virtually uninterrupted, so fast, so slick is the change from the manual six-speed 'box. They've tweaked the brakes too, with stronger pads, retuned ABS and superb pedal feel.
The other day I heard a former RAF pilot explaining that even when you fly a jet fighter in a straight line with nothing to worry about - a serene experience way up in the wild blue yonder, you might think - it still feels like bouncing around on the floor of a fishing trawler in a force 10. The NSX-R isn't quite that bad. But every grain of tarmac registers.
When we come back to the mountain road after having spent all night driving, there are no worries, this is one car more than capable of waking you up. In truth, the whole chassis set-up feels slightly more oriented towards smooth racetrack work than this sort of carry on. Yet the NSX-R tames the road, hammers it into submission. And it really does hammer it, for the rock-hard suspension allows for no serene, soak-it-all-up, experience. Every metre of progress feels hard fought, every mid-corner bump kicked back through the steering wheel.
So if the sun is about to set on this generation of NSX. If it turns out that the R really is the final incarnation, then, to plagiarise Dylan Thomas, it does not go gently into that dark night.
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Integra
titán
Mitsubishi Evolution VIII FQ-400
A little over a year ago, I found myself bumbling through Cheddar Gorge at the wheel of a 715bhp Mitsubishi Evo VII. It had been built in an old Nissen hut by a chap called Norris and it was the most ludicrous motor ever to pass through my sweaty paws. At 60mph, on a dry road and in third gear, it span all four wheels. It was fantastic. The boot was full of fuel tank, the rear seat had given place to a racing harness and it was louder than a Darkness CD played full blast in a broom cupboard. For the components alone, Norris had to shell out about 80 grand.
Mitsubishi UK's marketing gurus admit that they flirted with building such a car to celebrate the 30th birthday of the company, but they opined, sensibly, that the exercise would have been futile. Even if they'd built a two-litre Evo with 1,000bhp, an oik from Essex would have built one with 1001bhp and proclaimed himself to be the father of the 'ultimate'. So instead, they set themselves the task of building a 400bhp version of Evo VIII FQ-320 that could be sold with a proper warranty to ordinary folk.
Tuning the car to reliably deliver 400bhp is not the work of a mere moment. Mitsubishi UK's motorsport division, Ralliart, embarked on an overhaul of the engine's electronic and mechanical systems in partnership with tuning specialists Owen Developments, Rampage and Flow Race Engines. In came a new, bespoke Garrett turbocharger, stronger forged pistons and con rods, a steel head-gasket, a high-strength cylinder head and a high pressure fuel pump.
Controlling such explosive potential meant the careful mapping of a new Motec ECU. Boost level, ignition and fuelling are now carefully controlled by a computerised matron, which also carefully logs everything from the engine speed to the oil pressure in its electronic brain. In other words, Mitsubishi technicians will be able to tell that you lunched the engine at the Nürburgring, and not while you were pootling down the high street.
The result of this thoroughness is a car that Mitsubishi claims is 'the fastest accelerating four-door saloon car ever produced by a major manu-facturer.' On a rolling road, the Evo registers 405bhp at 6,400rpm and a no less impressive 355lb ft of torque at 5,500pm, but the real pub-bore figures are to do with the acceleration. With the aid of four-wheel drive, this Evo pummels its way from 0-60mph in just 3.5 seconds and hits 100mph in 9.1. Consider, for a moment that BMW's M3 takes 4.9 seconds to reach 60mph or that the Porsche Carrera GT requires 3.9 seconds. This is one mighty chariot.
If anything, it feels even faster on the road. There's a pregnant pause at 3,000rpm as the huge turbo takes a breath before it exhales its venom all to way to the 7,400rpm rev limiter. As a driver, you are not so much propelled as flung down the black top in a manner that's faintly primeval. Only a Caterham can match its guttural appeal.
The engine also proves to be an ideal foil for the six-speed gearbox. The mechanicals themselves are unchanged, but Mitsubishi's engineers have introduced a heavy duty, race-derived clutch. This requires some delicacy about town, but the gearshift itself remains as crisp and positive as ever. You can actually feel the cogs engaging, which is exactly as things should be.
Sensibly, the engineer's have also left steering and suspension systems well alone. The Evo remains, by conventional standards, an extremely focused machine, but it's not so stiff that it threatens to lob you off the road at the first sign of a pot hole. A firm, jiggly ride about town is replaced by superb body control on the open road. The VIII has a degree of subtle sophistication that was missing from the early Evos, and it's all the better for it. It makes the experience both more accessible and more enjoyable.
The extra thrust also makes it easier to exploit the car's performance. It's a testament to the Evo's trick differentials, to its Yokohama boots, and to the basic brilliance of the suspension set-up that this car feels far from overpowered. Unleash the engine's potential in a tight, second-gear corner and the car does no more than lean slightly. To get it out of shape on the road you either need to drive it badly or employ gonads the size of Jupiter. It really is that capable.
The steering is also nothing less than stupendous. Crisp, accurate and communicative, it imbues the car with a sense of agility that is unrivalled. Without such a positive helm, this supercar would be 10 times more challenging to drive than it actually feels. And similar sentiments can be applied to the brakes. The FQ-400 boasts larger, track-derived discs that stop proceedings with the alacrity of a jab from Lennox Lewis.
It would be fun to explain that the aerodynamic modifications such as the deeper chin spoiler, the carbon-fibre wing mirrors and windscreen wipers, not to mention the bizarre roof-mounted 'vortex generator', also add to the driving experience, but I'd be lying. Even Mitsubishi's boffins admit that the changes are simply to differentiate this über-Evo from its lesser brethren. And inside, the workmanlike interior is enlivened by no more than a discreet, numbered plaque.
There can be no doubting that this new Evo is a magnificent tool and, in dynamic terms, the greatest of the breed. But such ability does carry a hefty price. The FQ-400 costs £46,999, or £14,000 more than the FQ-340, which boasts just 65bhp less. It also only boasts a three year/36,000 mile warranty, when normal Evos have no mileage restriction. Nor will it be cheap to run: our first tank of fuel lasted just 114 miles and like every Evo, it needs servicing every 4,500 miles.
From a rational perspective, it's therefore difficult to make a case for the FQ-400, but then no Evo could ever be described as truly sensible. For the few who simply must have the 'ultimate', the FQ-400 offers a dose of motoring nirvana. Happy Birthday, Mitsubishi.
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Integra
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jdm fit video
Bővebben: link -
Integra
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Honda has best retained value
Bővebben: link -
Integra
titán
12/07/2004 -- American Honda Motor Co., today was recognized by the Union of Concerned Scientists (UCS) as the 2004 Greenest Automaker in the organization's biennial ranking of car manufacturers' environmental performance. It's the third consecutive number one ranking of Honda in the UCS study. Compared with the UCS's 2002 findings, Honda actually increased its lead over other automakers in reducing both greenhouse gas and tailpipe emissions across the full range of its product lineup.
According to the UCS, Honda increased its lead by building vehicles that produce less than half the smog-forming pollutants of the industry average and 18 percent less heat-trapping emissions
''Honda is in a class of its own when it comes to producing clean cars and trucks,'' said David Friedman, Research Director of UCS's Clean Vehicles Program and lead author of the report.
''This award reflects our commitment to apply the latest technologies for reduced emissions and improved fuel efficiency across our complete product line,'' said Ed Cohen, vice president of government affairs, accepting the award. ''It's a commitment that goes to our core objective of being a company that society wants to exist.''
The UCS study, titled Automaker Rankings 2004: The Environmental Performance of Car Companies, is the third installment of the only comprehensive ranking of automakers' environmental performance. The report analyzes the six largest automakers in the U.S. market, which together account for nine out of every 10 vehicles sold in this country. The study evaluates data on smog-forming pollution and heat-trapping emissions from each vehicle manufacturer's fleet using model year 2003 sales information and certification standards. The report rates the pollution performance of the average vehicle produced by each company; total sales volume does not influence the results.
Honda has a long history of environmental leadership including the introduction of America's first hybrid, the Honda Insight, and the first vehicles to meet stricter emissions standards, including the first Low Emissions Vehicle (LEV), the 1996 Honda Civic, Ultra-Low Emissions vehicle (ULEV), the 1998 Honda Accord and Super Ultra-Low Emissions Vehicle (SULEV), the 2000 Honda Accord. Fully 60 percent of the company's 2004 model cars and light trucks, more than any other automaker, meet the U.S. EPA's Tier 2 Bin 5 emissions standard, well in advance of regulatory requirements.
On fuel efficiency, Honda vehicles -including two Honda hybrid models (Insight and Civic Hybrid) - captured four of the top five spots in the EPA's 2004 fuel economy rankings. With the introduction of the Accord Hybrid at Honda dealerships nationwide this Friday, Dec. 10, Honda becomes the only automaker to offer U.S. customers three distinct hybrid models and the first company to offer a V6-powered hybrid.
Honda also leads in the development of alternative fuel technologies including hydrogen fuel cells. The company's FCX fuel cell vehicle is the only Fuel Cell Vehicle (FCV) to earn certification from the EPA and CARB for regular commercial use. Today, there are twelve of these zero emissions vehicles in operation with five different customers in California and New York. Yesterday, the State of New York took delivery of the first of two 2005 FCX fuel cell cars that it will lease from Honda and put into daily fleet use in Albany. The 2005 FCX is unique in that it is powered by Honda's own fuel cell stack (Honda FC Stack) and is the first FCV with the ability to start and operate in below freezing temperatures, along with significant improvements in range, fuel efficiency and performance over earlier models.
In addition, Honda has taken a leadership role in developing the hydrogen refueling infrastructure required to support fuel cell vehicles. Honda is operating a unique experimental solar powered hydrogen fuel station at Honda R&D American in Torrance, CA. This winter in the Northeastern U.S., Honda will begin testing the second generation of its experimental Home Energy Station (HES II) developed in conjunction with partner, Plug Power, Inc. HES II is a home refueling unit that provides hydrogen from natural gas for vehicle refueling, as well as heat for domestic hot water use and electricity for the home.
Based in Torrance, California, American Honda Motor Co., Inc. was founded in 1959 as the U.S. sales & marketing subsidiary of Honda Motor Co., Ltd. Honda currently produces automobiles, motorcycles, all-terrain vehicles, personal watercraft, lawn mowers and engines at its nine major U.S. manufacturing operations, using domestic and globally sourced parts. Honda also maintains three major R&D centers in Los Angeles, Ohio and North Carolina that design and develop many of the products sold in America. Currently, Honda employs more than 25,000 associates in the U.S. -
Integra
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Several weeks ago we provided a summary of some of the things we had heard to that point with respect to the '06 Civic. Recently we've heard a few more things regarding the Si model in particular and we thought we'd once again summarize what we've heard:
1. The Si will definitely be a coupe
2. The body is said to be low and wide and quite sporty in appearance, borrowing some styling cues from several current Honda and Acura models, particularly the flared wheel wells with circular arches. The A-pillar has a dramatic sweep, very similar to the rake shown in the spyshots of the European Civic that were published earlier.
3. The projector headlight housings are said to be shaped like the TSX's
4. Track-tuned suspension sits as much as 1'' lower than stock, wheel well gaps are said to be minimal.
5. The Si will use 17'' wheels with 205 or 215mm width tires.
6. The transmission will be a standard 6MT
7. The engine is said to be i-VTEC, with at least 200hp. Supposedly the possibility exists that it will get 210 hp or more
8. The seats will be quite sporty with fairly aggressive bolstering
9. A Navi system is rumored to be an option
10. Si will launch slightly later than regular coupe and sedan models, late in Q4.
With these developments, there are whispers floating about that the RSX's days could be numbered.
tartok tőle hogy nem lesz egy idő után DC5... -
Integra
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sétálok ma a nyugatitól az arany jános utca felé, és meglátok a másik oldalon egy gyönyörű 2004-es metálezüst S2000-ret hardtoppal.
át is nyargaltam a túloldalra megcsodálni, mert 2004-es modellt még nem láttam élőben.
18-as OZ felnik voltak rajta, maga a kecses brutális, ahogy ott állt az autó egymagában.
aztán megjött a tulaja, aki nem volt más, mint bárándy péter volt igazságügy miniszterünk!!!
azt hittem a hajam lerakom magam mellé....
eddig is nagy tisztelője voltam, de most...
bárándy Honda S2000-rel nyomja! mekkora arc -
Integra
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tyűűűűűű, ezt ne tőlem kérdezd
Bővebben: link
Bővebben: link
[Szerkesztve] -
Integra
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The following e-mail appeared in my inbox yesterday. I'm not quite sure what to make of it and it had a false return e-mail address, so for now I'll be optimistic and give it a credibility rating of ''5''
From: confidential
To: jeff
Date: Tue, 16 Nov 2004
Subject: '06 Acura EL/Civic
Hi Guys
I saw the '06 Acura EL / Civic. Here are the facts for the '06 Acura EL. 2.0 DOHC i VTEC engine 200 HP, ''possible'' DSG trany, paddle shift levers behind steering wheel, drive by wire, engine is reversed (intake at front) NAVI AM FM CD DVD XM Sat ready, 5.1 suround sound system...with 8'' sub in center of rear deck, electric steering, pump lever seat adjustment for height, split instrument display. Display closest to steering wheel displays tach, fuel ect. display closest to front window displays speed digitally. P205/55/16 tires. full auto climate control (digital display). The car sits a little closer to the ground and the suspension is a little different but basically the same multi link rear setup. I'm not sure how many of these features would be passed down to the Civic line. -
Integra
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a legutolsó limited edition RX-7
Bővebben: link
ez még igazi mazda volt -
Integra
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2006-os 8gen civic kémfotók itt!
Bővebben: link
Spy Shot: Honda Civic 2006
Here are the first shots of the 2006 Honda Civic: lower-slung, sportier and altogether less MPV-like than the current car. Expect three- , four- and five-door versions in Europe, and we may also get a Coupe - said to have an S2000-like long nose - this next time around. The European and American versions will share far more components in the new range, in a bid to cut production costs. Hot Type-R and fuel-saving hybrid versions are certain. -
Integra
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az új Legend az év autója japánban 2004/2005
és megkapta a legfejlettebb technika díjat is
press release:
Bővebben: link
3 video
az autóról:
Bővebben: link
az SH-AWD rendszerről:
Bővebben: link
az éjjellátó rendszerről:
Bővebben: link
[Szerkesztve] -
Integra
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válasz
_Volkovy_
#429
üzenetére
a határ árban a csillagos ég...
lehet venni kurva jó KONI gátlókat is a cerkába darabját 40 rugóért, de lehet bele hozni japánból mugen-t 80rugóért is, szóval...
tudtommmal minden értékesített alkatrész már rendelkezik a megfelelő engedélyekkel, de erre oda kell figyelni -
Integra
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válasz
_Volkovy_
#425
üzenetére
ez esetben a legfontosabb a kasztni állapota.
ne legyen szerkezetileg sérülve, csavarodva, rapityára törve.
ez egy jó alap.
de azért azt gondold meg, hogy ha egy ilyen teljes újraépítésbe vágod a fejszét, akkor bizony sok pénzbe fog kerülni.
kezdjük csak a kasztnival.
szétkapod, homokfúvás az egész kasztnin, újrakezelés újrafényezés, mindent kompletten.
őrült pénzekbe kerül
de ha ezt a cerkát akarod més sok-sok éven keresztül használni, akkor viszont ha így állsz hozzá, idővel egy kuriózum verdád lesz, az biztos.
de tisztában kell lenned hogy rengeteg pénz, idő és ráfordítás. csomó alkatrészt hozatni kell főleg ha tuning cuccokra gondolsz, mint futómű, komplett fékrendszer csere és így tovább -
Integra
titán
válasz
_Volkovy_
#421
üzenetére
szvsz csak második generációs CRX-et érdemes venni ha a cerkát veszel, vagyis a legutolsó szériásat. a harmadik generációs crx jövőre jön ki a nyoldadig generációs civic-kel egyidőben.
az a baj a cerkákkal, hogy elég nagy a valószínűsége hogy roncsokat fogsz megnézni, mert amik szépek és gyönyörű állapotban vannak, azokat tuti nem fogod tudni megvenni, mert nem eladók, azokat a tulajok már felújították és szinte semmi sem gyári rajtuk.
van egy-két döbbenetesen szép crx az országban
![[kép]](http://www.gumicsizma.hu/picture/n_1105298171.jpg "[kép]")
![[kép]](http://img.tar.hu/wanted/size2/10198275.jpg "[kép]")
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