Mitsubishi Lancer - Do not under estimate old technology
Mitsubishi Lancer definately a valuable car to consider. In my opinion, Lancer is one of the 1.6 Litre car which achieving the highest ratio of price over performance. Do not under estimate the line 4 old engine. The common topic for many salesman from other brands will say Lancer is using the old Line 4 engine, no VVT and etc, but issnt it the older the more reliable?
1) Old Design, almost obselete, new 2008 Lancer has been announced.
2) Small leg room for back passenger
1) Sporty looks
2) Many gadget to play with
3) Big room under bonnet
4) Big boot
5) Moderate petrol consumption
When you should consider Lancer?
1) You look for a Economic car (car price)
2) You like sporty looks
3) You like to play with the gadget and modifying
4) You prefer durable, reliable, powerful engine
5) You want a Made in Japan car
Toyota Vios - Extreme Pick up
Toyota Vios, one of the most common car on the road. Good petrol consumption is common for Toyota car, its light body weight made it a powerful car at the traffic light. A good pick up with its DOHC and VVT. Reasonable price while made in Thailand. The new looks of Vios has created Vios as the smaller version of the Camry.
1) Made in Thailand, heard of some quality issues
2) Very Very small cabin for passengers and driver
3) Light body, unsmooth travelling at high speed and malaysia highway.
4) Small room of engine space
5) Limited gadget for engine
6) Decent design and too common on the road, not much room for modifying. - no matter how you modify the body, Vios still a Vios.
1) Light body, good pick up
2) Good petrol consumption
3) Reliable engine
When you should consider Lancer?
1) You look for a Economic car (petrol)
2) You like decent looks car
3) You dont have big family, no need to send your mother in law to go shopping
4) You prefer reliable engine
5) You drive pretty slow (below 100km/h)
Saturday, May 26, 2007
Mitsubishi Lancer - Do not under estimate old technology
Friday, May 25, 2007
Careless driver forgotten to pull the car hand-brake when he parked the car at the parking lot. After few minutes, the car slowly reversed back, due to uneven road condition at car park. The car kept reversing until it bang on the other car park at the opposite parking lot.
The most exciting part is there are a crowd standing around the car at the moment. The crowd saw the reversing car and keep shouting loudly, but no one has gone to stop the car. The speed of this moving car is slow, and it will easily managed to stop if some one has voluntary to help. The problem is no one has taken the initiative and what they know to do is shouting… sigh
1) Remember to pull handbrake
2) Make sure you know how to park your car before you drive
3) People nowsaday are selfish. Quite sad to see that, everyone will just 自扫门前雪 ... I witness this from my room.. they basically stand there and see the car move back very slowly and bang the van…. they just stand there and see and wait for policeman to come..这是什么社会???
Thursday, May 24, 2007
The power train is similarly basic in the 2007 Toyota Yaris, with the engine being its technology high point. The 1.5-liter four-cylinder power plant uses Toyota's VVT-I intelligent variable-valve timing and electronic throttle control. The five-speed manual is nothing to write home about; an equally unexciting four-speed automatic is available as well. Active safety equipment, such as traction control and even antilock brakes, is also sacrificed to keep the price in the bargain basement.
Comfort of 2007 Toyota Yaris
The instrument cluster--what there is of it--is centrally mounted on the dash. This arrangement makes it harder to monitor the speedometer, but this car doesn't go all that fast. The speedometer has a nice electroluminescent look, and a small LCD with a paper-white background sits to the right of it, displaying fuel level and trip information. These are nice touches on a down-market car.
The audio quality in the 2007 Toyota Yaris is not bad, due to the fact that the seating position is high and the four speakers are set near floor level. This arrangement keeps any one seat from being blasted by one speaker, with the sound welling up from below. It's not really immersive, but there's some clarity at average volumes. Higher volumes ruin the quality quickly.
As expected, navigation, Bluetooth, and voice command are not offered on the Yaris. But Toyota has used the space left over by the lack of electronics creatively, putting odd little compartments everywhere. It has a glove box, as well as a compartment above the glove box. There is also a similar-size compartment above and behind the steering wheel, along with one in the lower dash by the driver's left knee. Other little cubbyholes can be found on either side of the stack.
This penchant for storage is also shown in the cargo area of the hatchback Yaris. With the rear seats up, there is space for a few grocery bags. But when these seats are folded flat, the cargo area becomes fairly large--which is good because the seats don't offer much people room. Legroom is cramped in the rear, even with the front seats fairly far forward.
Once moving, this engine propels the 2007 Toyota Yaris along adequately. We found it easy to hit 80mph while merging on to a freeway, and active use of the transmission prevented too much speed loss when attacking freeway hills. The gear ratios in the transmission require some getting used to: First gear should be held longer than in most cars, up to about 15mph, with second gear taking over to about 35mph. Third gear can hold out and even cruise at 55mph. There isn't a lot of overlap in these ratios because of the engine's low torque. Of course, that also means torque steer is nonexistent.
The Yaris's suspension works adequately to damp out and ride over potholes, and it feels steady enough around corners for a car of this class. It uses MacPherson struts in front and a simple torsion beam in back. There is no traction control or other roadholding electronics included or available for the Yaris, so it can't be pushed too hard around corners.
The upside of the small engine in the Yaris is its fuel economy, rated by the EPA at 34mpg in the city and 40mpg on the highway. In our more lead-footed testing, we observed 31mpg in a mix of city and freeway driving. Low emissions give the Yaris a ULEV-2/Bin 5 rating.
Design of 2007 Toyota Yaris
Beyond front air bags and side-impact door beams, the 2007 Toyota Yaris doesn't have a lot going for it on the safety-technology front. But these combine with the body construction to give it a reasonable four stars for front collision and rollovers from the NHTSA. For side impacts, it gets only three stars, most likely due to the lack of side air bags.
The 2007 Yaris gets Toyota's comprehensive warranty of three years/36,000 miles and a power train warranty of five years/60,000 miles. Corrosion protection is for five years with unlimited mileage.
· The good:
Tuesday, May 22, 2007
Although there is no official announcement when the Mitsubishi Lancer 2008 will be launched in Singapore, where C&C will not ever announce unless towards the ery last minutes, we can predict the Mitsubishi Lancer launching date by looking at the following sign and symtoms:-
(1) Reducing Price in Lancer 2007
The exisitng FL CS3 price will be quite stable for a while and then it will be reduce dramactically or C&C may throw in lots of freebies into the car. Of course, C&C has to clear its existing stocks before the new 2008 can be officially launched.
(2) Lancer Evo 9 MR
Evo 9 MR was launched not long ago, in fact, I have not seen one on the road. I strongly believe that the lancer 2008 will be launched together with the new Evo X. Otherwise the impact of launching the new lancer 2008 will definately make the buyer wait for the launching for Evo X. Like what is going to happen to Lancer CS3, Evo 9MR will also have slight reducing of the price prior to the launched.
(3) Festive Season
New cars normally will be laucnhed during the festive season, such as Chinese New Year or Hari Raya Puasa. However, in my opinion, C&C most likely will make used of the Festive season sales to boost the promotion of the existing lancer CS3 stocks. Unless there are only limited stock left over.
(4) Launching Date of Other cars
Grandis, Evo 9, Lancer CS3 launched in the month of February, where Colt laucnhed in April. As mentioned in the point (3), C&C may make this upcoming Chinese New Year a very interesing one, either clearing their existing stocks, or to launch their new cars.
Based on my projection, I believe C&C may launch their Mitsubishi Lancer 2008 together with their Evo X in the month of February or April 2008. This will depend whether the following marketing strategy:-
(1) to boost the sales in February with new cars or
(2) to clear the existing stock and to boost the sales in the quiet month April 2008
Saturday, May 19, 2007
There has been proof of registered trademarks for the next GT-R in Japan, Australia, Europe, and Canada as well as the U.S. (the car will be sold in both right- and left-hand drive versions). It will have to overcome many new, stringent emissions laws in Japan.
Early speculation of Nissan using the Infiniti name in North America for the GT-R turned out not to be true. At the official unveiling, Nissan stated that it will be a "world car", sold in all nations in similar incarnations. During the 2006 New York Auto Show, Nissan Motor's President Carlos Ghosn announced that the GT-R will be sold in North America as a Nissan model, and not under the Infiniti brand as previously rumored.
GT-R concept, rear
At the 2005 Tokyo Motor Show, Nissan unveiled a GT-R Proto concept car (pictured right), and they have stated that the production GT-R will be 80-90% based on the concept. At the same time they also revealed the near-final design on GTRProto.com, but the material was subsequently removed and as of now the page only harbors the "GT-R logo" image. The GT-R Proto was actually the second concept version of the next generation GT-R, as an earlier GT-R Concept was shown at the Tokyo Motor Show in 2001.
Test mules wearing bodywork that is highly similar to the GT-R Proto have been subsequently spotted on the Nürburgring, more often than not followed by a 2006 Porsche 911 Turbo that has been speculated as being used by Nissan as a benchmark car. Both the test mules and the 911 Turbo have also been spotted parked in Nissan's test facility. Sources have expressed that the car is capable of lapping the Nürburgring in the 7 minute range
Recently, the GT-R has been seen undergoing road testing around the southwest United States. With sightings in New Mexico and California. As was the case in the Nurburgring, the car was followed by a 911 Turbo. Recently, the car has been sighted doing laps at Sears Point Raceway and Laguna Seca. At Laguna Seca, unofficial timing by put the GT-R's lap down to 1 minute 39.62 seconds a few tenths of a second down from the 911 Turbo following it which was timed by 1 minute 39.89 seconds
The production version of the GT-R is set to debut at the Tokyo Motor Show in 2007, with its launch in the Japanese market scheduled for Fall 2007. The U.S. launch will follow in Spring 2008.
Friday, May 18, 2007
DROPZONE announces the brand new Shock Absorber with a lifetime warranty. As well as being rigid, the shocks boast a brand new dual density mechanism which guarantees you the smoothest ride. These shocks have set a new standard that will enhance the ride of any car that has been upgraded to racing suspension.
- GAS FILLED - INTERNAL CYLINDER 30mm, (MORE ROOM, LESS HEAT) - SPECIALIZED FOR CUSTOMIZED LOWERED CARS - HIGH TECHNOLOGY COMPOUNDS - EXTERNAL RIGID SURFACE - HIGH QUALITY TESTED - FINE TUNED
Estimated price at S$442
Thursday, May 17, 2007
Nitrous Express has the answers for your Electronic Fuel Injected car or truck. Whether it's for street use or for drag racing, the Nitrous Express "Next Generation" nitrous oxide systems are just the ticket. The Nitrous Express Stage One EFI systems are adjustable from 35-150hp. On the Dyno the Stage One systems will make within 2% of the advertised horsepower at the wheels. Stage One EFI Systems come complete ready-to-run and include:
10lb. Bottle W/High Flow Valve, Heavy Duty Bottle Mounting Brackets, Lifetime Guaranteed Large Solenoids, Heavy Duty 40 Amp Anti-Flyback Relay, 16 Foot Braided Feed Line, Nitrous Filter, Activation Switch & WOT Switch, Shark Nozzle, All neccessary jets for 35-150 HP settings & Complete detailed installation instructions.
Wednesday, May 16, 2007
Tuesday, May 15, 2007
In 1997, the WRC created a new "World Rally Car" class, and while these cars still had to abide by Group A standards, they did not have to meet homologation rules. Mitsubishi redesigned the Evolution IV with this in mind and introduced the Evolution V in January of 1998.
Many aspects of the car were changed such as: The interior was upgraded in the GSR version with a better class of Recaro seat. The body kit had flared arches at the front and rear and a new aluminium rear spoiler replaced the IV FRP version and gave an adjustable angle of attack to alter rear down force. The track was widened by 10 mm, the wheel offset changed from ET45 to ET38 along with the wheel diameter which rose from 16" to 17" to accommodate Brembo brakes which were added to enhance braking. In addition the brake master cylinder bore increased by 0.3 mm. The engine was strengthened in a few areas and the cam duration was increased. The pistons were lighter with a smaller skirt area. 510 cc injectors were replaced with 560 cc injectors for better engine reliability due to more electrical "headroom" and the ecu was changed to include a flash ROM.
Further more, the turbocharger was again improved. Torque was increased to 275 ft·lbf (373 N·m) at 3000 rpm. Power officially stayed the same, at 280 PS (276 hp/206 kW) as agreed by Japan's automotive gentlemen's agreement that all cars would have 276 or less hp, but some claim horsepower was actually somewhat higher.
Yet another special edition Evolution VI was also released in 1999: the Tommi Makinen edition, named after Finnish rally driver Tommi Makinen that had won Mitsubishi four WRC drivers championships. It featured a different front bumper, Red/Black Recaro seats (with embossed T. Makinen logo), 17" ENKEI white wheels, a leather MOMO steering wheel and shift knob, a titanium turbine that spooled up quicker, front upper strut brace, lowered with tarmac stages in mind, a quicker lock to lock and amongst other colours, came in an exclusive shade of red with special decals, replicating Tommi Makinen's rally car's colour scheme. This car is also sometimes referred to as an Evolution 6½ or Evolution 6.5.
This was the last Lancer Evolution Homologation Special.
The introduction of the Evolution VII also marked the first time an automatic drivetrain was included within the model line up - the GT-a. Having many design features later used in the Evolution VIII, the GT-a can be considered to be an Evolution 7.5. Seen as the 'gentleman's express' version of the visually similar VII GSR, the GT-a model had the following distinguishing interior and exterior specification ; GT-a only diamond cut finish 17 inch alloy wheels, clear rear light lenses and all in one style front headlights (later used on the Evolution VIII). The GT-a had the option of either no spoiler, the short spoiler (as later used on the Evolution VIII 260) or the thunderspoiler as used on the standard Evolution VII models. The most distinquishing feature was a smooth bonnet with no air-grills on it at all. Although offering inferior cooling capabilities, the bonnet was designed to give a cleaner line through the air with less air resistance at motorway speeds.
Interior could be specified with factory options of a deluxe velour interior, full leather or the Recaro sports seats. The GT-a interior was different in that it had chrome door handles, a different instrument panel (to show the gear selection) and chrome edges bezels around the speedo and rec counter. The GT-a also had additional sound deadening installed from the factory and the engine manifold and downpipe had been engineered to be quieter.
The 5-speed automatic gearbox had what Mitsubishi called 'fuzzy logic', which meant that the car would learn the driver's driving characteristics were like and would adapt the gear change timings and kick down reactions accordingly. The gears could be manually selected as with most tiptronics via steering wheel + and - buttons (a pair both sides) or via selecting the tiptronic gate with the gear lever. Power was down a little from the standard manual cars with a very usable 272 bhp. The GT-a gearbox did not appear again in the Evolution VIII but has been installed in the estate version of the Evolution IX Wagon.
The Lancer Evolution VIII MR uses slick-response Bilstein shocks for improved handling. The aluminium roof panel and other reductions in body weight have lowered the centre of gravity to realize more natural roll characteristics. Detail improvements have also been made to Mitsubishi’s own electronic all-wheel drive, to the ACD 5 + Super AYC 6 traction control and to the Sports ABS systems. The Lancer Evolution VIII displayed at the 2003 Tokyo Motor Show took the MR designation traditionally reserved for Mitsubishi Motors high-performance models and used first on the Galant GTO. Other parts on the MR include BBS alloy wheels, Bilstein shocks, and an aluminium roof. In the United Kingdom, many special Evolutions were introduced, which included FQ300, FQ320, FQ340, and FQ400 variants. They each came with 305, 320, 340, and 400 hp (227, 239, 254 and 298 kW), respectively. It is rumored that the 'FQ' stands for 'Fucking Quick'.
The FQ400, sold through Ralliart UK, produces 302.13 kW (405.2 hp), from its 2.0 L 4G63 engine as the result of being specially modified by United Kingdom tuning firms Rampage, Owen Developments and Flow Race Engines. At 202.9 hp (151.3 kW) per litre, it has one of the highest specific output per litre of any roadcar engine. With a curb weight of around 3200 lb (1451 kg), it achieves a 0-60 in 3.5 seconds and a 0-100 in around 9 seconds, while costing about £47,000. BBC's television series Top Gear demonstrated that the FQ-400 could surprisingly keep up with and eventually overtake a Lamborghini Murcielago around a test track. The Stig recorded a Top Gear Power Lap Times of 1 minute 24.8 seconds. In a similar test conducted by UK supercar magazine evo, the Evolution was able to lap the Bedford Autodrome faster than an Audi RS4 and a Porsche Carrera 4S.
The Lancer Evolution VIII was also the first Evolution to be sold in the United States, spurred by the success of the Subaru Impreza WRX which had been released there just three years prior. The Evolution VIII found its true competition in the Subaru Impreza WRX STI model the same year as the Evolution VIII's US introduction. However, the internal components for the American versions were largely stripped-down versions of the specifications for the Japanese Lancer Evolution VIII. No US-spec Evolution model has active yaw control, including the 2006 Evolution IX. The American 2003 and 2004 GSRs are without the helical limited-slip front differential and 6-speed manual transmission. The 2004 US spec RS models, however, do have a front helical limited-slip differential. All 2003, 2004 and 2005 RS and GSR models have the Japanese Evolution VII's 5-speed transmission. The MR edition was introduced to the US in 2005, with ACD and the only model with a 6-speed transmission. The 2005 US spec RS and GSR have the ACD standard, and the front helical limited-slip differential is now standard on all models. The timing and tuning are also slightly lower than its Japanese counterpart, allowing it to adhere to the strict emissions regulations of the United States.
Most Evolution VIIIs have a carbon fiber rear spoiler with matching body-color endplates. All Evos have lightweight aluminum front fenders and hood. MR and RS editions have an aluminum roof. Additionally, MR Editions come equipped with 6-speed transmission, and BBS wheels. The basic RS Edition does not come with power windows or locks, or a radio. It DOES however, despite preproduction info, come standard with A/C in all USDM models.
The USDM Lancer Evolution IX models (RS, SE, MR) vary in their performance capabilities. Subtleties unique to each model account for variations in acceleration, handling and top speed. The RS excludes options standard on the IX & MR (power windows and locks, rear wiper, rear spoilers, trunk interior and trunk insulation). These weight savings of over 60 lb give the RS a subtly sharper handling responsiveness that helps it shave fractions of a second off the lap times of the IX on an identical course. However, the top-end MR does not lose significant performance, as the MR's 6th forward gear allows it to reach 165 mph at 7,000 rpm compared to 157 mph at 7,000 rpm in 5th for the RS and middle-positioned IX models. (Note: Data relevant to U.S. model specifications)
The IX MR retains the features of the Evolution VIII MR like Bilstein shocks, a 6-speed manual transmission, a rooftop vortex generator, BBS forged wheels, HID xenon headlights, foglights, accessory gauge package, "zero lift" kit, special badging and an aluminum roof. All models still sport Recaro bucket seats, Brembo brakes and MOMO steering wheels. Additional revisions from 2005 include a closer gear ratio for the 5-speed transmission, new lighter Enkei wheels on non-MR models, a redesigned front end with a more efficient air dam (the most noticeable feature are the two small oval ducts to cool the intercooler pipes), and a new rear bumper with a diffuser undersurface to smooth out the airflow coming out of the car for non-US models. In an effort to reduce the price increase on the Evolution IX model, HID headlights are no longer standard on the base IX (nor on the 2005 VIII neither), and are available only in the SSL package (Sun, Sound, and Leather), SE (Special Edition) and MR trims.
Three trims are available for Japan, Asia and Europe. Although all models use the same 286 hp (213 kW) engine, the torque differs from one model to another. The GSR produces 295 ft·lbf (400 N·m) of torque while the RS and GT produce 300 ft·lbf (407 N·m).
RS - revised 5-speed, aluminium roof, gauge pack, minimal interior, LSD and a titanium-magnesium turbine, left-hand drive option available
GT - revised 5-speed, this is basically the RS mechanically, but with some of the GSR's features (mainly interior pieces).
GSR - 6-speed, Bilstein monotube shocks, aluminium roof, gauge pack, SAYC (Super Active Yaw Control), and double-din radio (this is roughly equivalent to the USDM MR)
In the United Kingdom, the Evolution IX uses a different model scheme based on the cars horsepower. There were initially three models available: the FQ-300, FQ-320 and FQ-340 each with around 300, 320 and 340 bhp respectively. An FQ-360 model has subsequently been released as a successor to the Evolution VIII FQ-400. While the new FQ-360 produces less horsepower than its predecessor, it has more torque at 363lb ft at 3200 rpm - 8lb ft more than the FQ-400. All four models are designed to run on super unleaded petrol only.
FQ-300, 320, 340 - 6-speed, Bilstein monotube shocks, AYC (Active Yaw Control), super unleaded petrol only
FQ-360 - 6-speed, Bilstein monotube shocks, AYC (Active Yaw Control), Ralliart Sports Meter Kit, carbon front splitter, Speedline alloy wheels, super unleaded petrol only
All four models are available in the US. All models use the same 286 hp (213 kW) engine. All models use a front and rear Limited Slip Differential, and an Active Center Differential.
Standard - revised 5-speed, standard model
RS - revised 5-speed, aluminum roof, gauge pack, minimal interior
SE - Special Edition, aluminum roof/hood, split seven-spoke forged aluminum BBS wheels in "diamond black" finish, HID headlights with integrated fog lights, red-stitched Recaro seats
MR - 6-speed, Bilstein monotube shocks, split seven-spoke forged aluminum BBS wheels, aluminum roof, gauge pack, HID headlights with integrated fog lights, vortex generator, and custom MR badging.
To the standard (or "GSR") model, the Sun, Sound and Leather package adds a power sunroof, HID xenon headlamps with integrated fog lights, slightly upgraded speakers, a powered, trunk-mounted Infinity subwoofer, black leather seating surfaces, slightly revised center armrests front and rear, and separate rear headrests. This model deletes the GSR's headliner-mounted sunglass holder to make room for the sunroof.
A 2,500-piece, limited edition Evolution IX station wagon will be released in Japan soon after the sedan's debut. It uses the back end of the Lancer Sportback wagon grafted onto the sedan. Two trim models will be introduced: the GT with a six-speed manual transmission and the GT-A with a 5-speed automatic. Other than the station wagon rear end, redesigned seats and some chromed trims, the car's interior is the same as the sedan.
Mitsubishi also developed the Evolution MIEV, based on the Evolutions IX's chassis but with four electric motors connected to the wheels as a test bed for the Mitsubishi In-wheel Electric Vehicle (MIEV) next-generation electric vehicle. The in-wheel engines use a hollow doughnut construction to locate the rotor outside the stator, unlike other electric motors where the rotor turns inside the stator. The result of this is a lighter engine which translates into lower unsprung weight in a system where the engines are mounted in the wheels. Each in-wheel engine produces a power output of 68 hp, thus giving a combined output of 272 hp, comparable to that of regular, gas powered Lancer Evolutions. The car subsequently competed in the Shikoku EV (Electric Vehicle) Rally 2005.
It is said to be put into production by mid 2007. The Mitsubishi Lancer Evolution X will feature a completely redesigned chassis and computer system. It will have a brand-new engine, the 4B11T; a 2.0L turbocharged direct injection aluminum I-4, and a new all-wheel-drive system that will control braking, throttle input, and real-time suspension adjustment (all together called S-AWC, or Super All Wheel control) simultaneously with the Active Center Differential. The S-AWC uses torque vectoring to send different amount of torque to any wheel at any given time. It will also feature an automatic six speed double-clutch transmission with steering-mounted magnesium alloy shift paddles.
Mitsubishi debuted the Prototype-X concept at the 2007 North American International Auto Show (NAIAS) in Detroit, Michigan, USA. There is speculation among the press that the concept is in fact a lightly disguised Lancer Evolution X, and the production model will have minimal differences at most. The Prototype-X also comes with Active Yaw Control (AYC) rear differential, and Active Skid Control (ASC).
The production version of Prototype-X is expected to begin production in November 2007. It is also the first time a Lancer Evolution will ever be sold in Canada.
3-cylinder = in-line engine at rear with turbo charger, charge cooler
Engine capacity in cc = 698
Max power in kW at rpm = 45/5,250
Max. torque in Nm at rpm = 95/2,000–4,000
Bore x stroke in mm = 66.5 x 67
Boost pressure control = Electronic additive performance map adjustment
Maximum charge pressure in bar = 0.8
Compression ratio = 9.0: 1
Fuel delivery Multipoint fuel injection with electronic accelerator =Exhaust gas
purification/exhaust gas standard
3-way catalytic converter/EU 4
CO2 emissions in g/km  = 113 (softouch: 116)
Maximum speed in km/h =135 
Acceleration 0-100 km/h in s = 15.5
Fuel type = Premium unleaded
Fuel consumption [3, 8]
Urban cycle = 5.9 (softouch: 6.1)
Extra-urban cycle = 4.0 (softouch: 4.1)
Combined cycle = 4.7 (softouch: 4.8)
Engine position = Rear
Transmission = Automated, sequential 6-speed transmission (softip)Automatic
gear programme with kickdown function (softouch) 
Brakes/dynamic handling control system = esp® (Electronic Stability
Programme) with Hill Start AssistAnti-lock Braking System (abs) with Electronic
Brake-force Distribution (EBD)Acceleration Skid Control (ASC)Electronic Brake
Assist.Dual-circuit brake system with servo assistanceDisk brakes at front, drum
brakes at rear
Tyres//wheels front = 5,0 J x 15//175/55 R 15
Tyres//wheels rear = 6,5 J x 15//195/50 R 15
Vehicle length/width/height in mm = 2,500/1,515/1,549
Turning circle in m = 8.7
Track width front/rear in mm = 1,272/1,354
Wheelbase in mm = 1,812
Kerb weight in kg (without driver)/safe load in kg = 730/260
Permissible total weight in kg = 990
Luggage compartment capacity = 150/363 //260 
Tank capacity / of which reserve, in l = 33/5
Maintenance interval in km/years = according to indicator
Warranty in years = 2
The van like to park for loading and unloading the goods for the furniture shops but they have also blocked the motorbikes to access the motorbike parking.
Park nicely friend, because you are not the only one who use the road, in another word, this is not your grandfather road.
Monday, May 14, 2007
One of the popular place which the driver inconsiderately parks their vehicle is a t Junction 8, Bishan. This has obviously caused the traffic at that area jam at all times.
This red Honda City parked his car at the double yellow line there for more than 1/2 hours. There is a big public car park which charge at $1.00 per hour, calculated by minutes. However, there are many drivers are still willing to take rish to park their vehicle at the road side. It only cost you $0.50 if you park your car for 1/2 hour, and that car park is huge with many parking lots !!!
Saturday, May 12, 2007
Naza Citra 2.0 (A) GS - OTR : RM 84,018
Naza Citra 2.0 (A) GLS - OTR : RM 88,122
Naza Bestari 1.4 (A) - OTR : RM 68,888
Kia Spectra 1.6 (A) - OTR : RM 69,888
Naza Suria 1.1 GS (A) - OTR : RM 45,888
Friday, May 11, 2007
Chances are you've heard about horsepower. Just about every car ad on TV mentions it, people talking about their cars bandy the word about and even most lawn mowers have a big sticker on them to tell you the horsepower rating.
But what is horsepower, and what does the horsepower rating mean in terms of performance? In this article, you'll learn exactly what horsepower is and how you can apply it to your everyday life.
The term horsepower was invented by the engineer James Watt. Watt lived from 1736 to 1819 and is most famous for his work on improving the performance of steam engines. We are also reminded of him every day when we talk about 60-watt light bulbs.
The story goes that Watt was working with ponies lifting coal at a coal mine, and he wanted a way to talk about the power available from one of these animals. He found that, on average, a mine pony could do 22,000 foot-pounds of work in a minute. He then increased that number by 50 percent and pegged the measurement of horsepower at 33,000 foot-pounds of work in one minute. It is that arbitrary unit of measure that has made its way down through the centuries and now appears on your car, your lawn mower, your chain saw and even in some cases your vacuum cleaner.
What horsepower means is this: In Watt's judgement, one horse can do 33,000 foot-pounds of work every minute. So, imagine a horse raising coal out of a coal mine as shown above. A horse exerting 1 horsepower can raise 330 pounds of coal 100 feet in a minute, or 33 pounds of coal 1,000 feet in one minute, or 1,000 pounds 33 feet in one minute. You can make up whatever combination of feet and pounds you like. As long as the product is 33,000 foot-pounds in one minute, you have a horsepower.
You can probably imagine that you would not want to load 33,000 pounds of coal in the bucket and ask the horse to move it 1 foot in a minute because the horse couldn't budge that big a load. You can probably also imagine that you would not want to put 1 pound of coal in the bucket and ask the horse to run 33,000 feet in one minute, since that translates into 375 miles per hour and horses can't run that fast. However, if you have read How a Block and Tackle Works, you know that with a block and tackle you can easily trade perceived weight for distance using an arrangement of pulleys. So you could create a block and tackle system that puts a comfortable amount of weight on the horse at a comfortable speed no matter how much weight is actually in the bucket.
Horsepower can be converted into other units as well. For example:
- Horsepower is equivalent to 746 watts. So if you took a 1-horsepower horse and put it on a treadmill, it could operate a generator producing a continuous 746 watts.
- Horsepower (over the course of an hour) is equivalent to 2,545 BTU (British thermal units). If you took that 746 watts and ran it through an electric heater for an hour, it would produce 2,545 BTU (where a BTU is the amount of energy needed to raise the temperature of 1 pound of water 1 degree F).
- One BTU is equal to 1,055 joules, or 252 gram-calories or 0.252 food Calories. Presumably, a horse producing 1 horsepower would burn 641 Calories in one hour if it were 100-percent efficient.
The massive rear wing, alloy wheels, and aggressive snout on the new Lancer will be familiar to fans of the World Rally Championship (or fans of a few video games) as cues from the Lancer Evolution series of all-wheel-drive, rally-inspired road cars. The Evo X version of this latest Lancer should be available soon, but in the meantime the more sedate Lancers DE, ES, and GTS lead the way into the market. We found the new Lancer's appearance generally pleasing (the vestigial rear wing notwithstanding) and, mostly thanks to the buff front intakes, it won't easily be mistaken for a mere econobox. The simple, classic, 10-spoke 18-inch alloys also looked the part on our GTS.
But the Lancer looks faster than it is. Where this car really shines is in its cabin tech. Our test car was a well-optioned GTS, the top trim level, but fitted with the standard five-speed manual transmission rather than the optional CVT. It was further kitted out with the three main option packages, including the juicy 650-watt stereo, satellite radio, moonroof, hard drive-based navigation with digital music server capability, Bluetooth phone integration, and the "FAST Key" keyless entry and starting system.
With all this good tech, a stiff chassis providing enjoyable handling traits and a price just into the low-$20,000 range, the 2008 Mitsubishi Lancer GTS proves that a budget car can have as many or more cabin gadgets than an expensive luxury cruiser.
Test the tech: Save music, play music, find musicTo try out some of the features of the combination navigation and music server system, we decided to crank some digital tunes from the onboard 30GB hard drive while also letting it direct us to some live tunes down the coast.
The General Store in San Gregorio, about an hour's drive down Highway 1 from San Francisco, has been serving drinks and an impressive array of other goods to travelers since 1889, and now includes live music on the weekends among its varied wares. A friend's birthday festivities included taking in some bluegrass at the General Store on a Saturday afternoon, which we decided was the perfect trip to test the Lancer's tech.
We took the Lancer to the San Gregorio General Store, which doubles as the town's post office.
The touch screen navigation system in the Lancer is very easy to use, in keeping with its Asian brethren. A good degree of setup customization is allowed, for instance choosing between an alphabetical vs. QUERTY layout for the on-screen keyboard. But for this jaunt, all we needed was the points-of-interest list for San Gregorio (yes, it's a short list, especially as the post office is also located at the General Store). Destination chosen, route calculated, and changed to the coastal (non-freeway) option all in under one minute, we hit the road.
The first thing we noticed about the Lancer was that 650 watts is an awful lot of audio power. Still in mild San Francisco traffic, the acoustic bass coming through the Lancer's 10-inch in-trunk subwoofer from a Sirius jazz station set off numerous parked cars' alarms as we idled by. The optional Rockford Fosgate-branded system certainly delivers adequate response, with a total of nine speakers controlled by an eight-channel amplifier. Bass, as mentioned, is bone-rattling, and the rest of the range doesn't disappoint. Substantial audio control via Digital Signal Processing and a nice touch screen interface means the sound can be tailored and centered very precisely.
The system's most surprising feature (given the Lancer's MSRP) is its 30GB hard drive, onto which music can be ripped from CDs either as they play upon being inserted, or manually on a track-by-track basis. Sound quality of replayed music didn't quite match the original source in terms of overall clarity, but it was certainly good enough and we were happy to find that a previous driver had put Led Zeppelin on the hard drive--the perfect album for a quick blast down the coast.
Led Zeppelin made for a good soundtrack for our drive down the coast.
With Gracenote software for identifying tracks and a good organizational interface, finding and sorting songs or setting up playlists is simple. The system offers a three-plug RCA video input to allow video playback on the navigation screen (only while the vehicle is stopped), and these inputs can be used for auxiliary audio as well. The navigation system only allows for a single-CD slot, behind the tilt-down screen, instead of the in-dash six-CD changer available otherwise. Our MP3 and WMA discs played readily, although ID3 info only displayed with the former format.
The navigation system's text-to-voice instructions didn't have too much to tell us given the simplicity of our route, so we took a couple of detours and our virtual guide handled them well. Hard drive-based systems like the Lancer's show a noticeable advantage in route calculation speeds over DVD-based systems, and even in cars as inexpensive as the Lancer, hard drives should begin to supplant DVDs quickly. Volume of both the guidance and the audio system can be made speed sensitive to compensate for road and wind noise.
In the cabinSitting in the 2008 Mitsubishi Lancer GTS for the first time, the impression is that the car seems quite comprehensively equipped for its class. Steering-wheel buttons control the usual audio and cruise functions, but there are also hands-free phone buttons peeking out from between six and nine o'-clock. Two purposeful analog gauges flank a small LCD screen showing secondary info. And of course, the 7-inch touch screen signifies the presence of real tech.
This stereo system allows for much better audio control than some other Rockford Fosgate systems we've seen.
The optional FAST Key remains pocketed throughout the Lancer experience, another feature we haven't seen in too many cars at this price. Sensors in the door handles and on the trunk respond to touch as long as the car's key fob is close by. Once inside, a twist of a lever in the usual ignition-key spot fires the car to life. Buttons on the door handles lock the doors and activate the alarm when exiting, or warn you if the key is still in the car.
With the navigation option, comes the interface Mitsubishi calls the Multi-Communication System, which allows a wide range of vehicle systems to be configured or reset, such as alarm beeping behavior, trip computer functions, a lap timer, calendar, and maintenance reminders. One great feature we hope to see trickling down to other bargain rides is the one-touch three-flash lane-change turn signal, which can even be turned off via the setup screen.
Bluetooth phone integration was obviously another valued tech addition, with the Lancer's system again very familiar to anyone who's driven a Honda or Acura lately. It understands about 60 voice commands and pairing a new phone from scratch can be done in a couple of minutes, although not with the car in motion. One odd hiccup we experienced with the Lancer was that after pairing our phone at number four on the seven-spot priority list, it got dropped and reacquired in continuous five-second cycles. Placing or receiving calls was impossible until we deleted the other phones from the list and gave our phone first priority, after which everything worked seamlessly.
An icon shows phone connectivity in the lower left-hand corner of the navigation screen.
Nice minor touches around the cabin are plentiful, like 12-volt outlets in both the dash and center console, clean and intuitive climate controls, and a split-folding rear seat for trunk passthrough. Even the unconvincing faux carbon fiber trim, usually a sore spot, seemed OK in the Lancer, probably a factor of our car's dark gray interior and exterior muting the trim somewhat. We also found the inclusion of a small joystick-button control on the nav system a reasonable nod to those who might not like the touch screen for some reason--if only all the joystick-only systems out there could throw in a touch screen as well, we'd really have something.
Under the hood
We're accustomed to driving some pretty potent machinery around the CNET offices, so the pleasantly menacing appearance of the Lancer GTS had us ready for a week's indulgence in turbocharged all-wheel-drive mayhem. But alas, the non-Evo Lancer remains lots of bark without the requisite bite, or as editor Kevin Massy assures us they say in the United Kingdom, all mouth and no trousers.
The Lancer's MIVEC engine improves its specs over the previous version, but it doesn't justify the car's external styling.
That's not to say the 2008 Lancer GTS isn't fun to drive. It's light on its feet and turns very crisply thanks to front-wheel drive. The suspension damping is well-tuned, feeling tight and reassuring when pushed in corners, but also soaking up city ruts and rough pavement nicely, despite some pretty low-profile rubber.
Straight-line acceleration is where the Lancer loses out, with only 143 horsepower on tap for states like California where it must meet PZEV emissions requirements (peak power is 152 for the non-PZEV Lancer). The all-aluminum, two-liter, inline four-cylinder engine uses dual overhead cams and a variable valve-timing system called MIVEC to produce its combination of power and efficiency. At 60 pounds lighter than the last Lancer motor, the 2008 version revs freely and makes good use of the five-speed manual with which our tester was equipped.
But perhaps paradoxically, the power only shows up as adequate in producing heaps of torque steer, which fouls the overall driving experience. Constant-speed sweepers and in-town hairpins are taken in style, but any full throttle application tugs at the steering wheel enough to disrupt a cornering line or demand a firm hand during gear changes. Our relaxed coastal cruise on a textbook sunny-and-foggy day found the Lancer in its element, feeling composed on the more entertaining sections of road and lugging along through towns without any drama.
Mitsubishi does away with all other gauges but a tach and speedo. A center bar graph lets you know how much gas you have.
The EPA rates the Lancer GTS with the five-speed as getting 21mpg in the city and 29mpg on the highway (the city figure is 22mpg with the CVT option). These figures seem middling at best for such a modest power output but represent the EPA's new-for-2008 testing procedure, which will lower mileage expectations for most new cars. The equivalent numbers from the pre-2008 test are 25mpg in the city and 31mpg highway for both transmissions. For our money, it looks like the EPA is closer to an approximation of real-world driving with the new test: the Lancer's trip computer showed an average of just under 25mpg for our week with the car.
Mitsubishi has a potential winner on its hands with the 2008 Lancer. In the absence of final pricing information, we estimate that a Lancer GTS equipped like ours will have an MSRP just shy of $22,000, including destination charges. Its tech amenities make it a top-tier car in terms of cabin gadgets, and a great value.
The masculine styling won't be for everyone, but Mitsubishi can't risk softening the profile of its aspirational rally mobile at this point, and sales likely won't be affected anyway. This is a car with a carefully crafted heritage which it lives up to admirably (and which the Evo X will really embrace).
Drive wheels: Front
Base Engine: 2.4-liter four-cylinder, 3.2-liter V-6 (CG estimates)
Horsepower: 170 (four-cylinder), 260 (V-6) (CG estimates)
Torque (lb-ft): 170 pound-feet (four-cylinder), 230 (V-6) (CG estimates)Transmissions: five-speed manual, five-speed automatic (four-cylinder), six-speed manual, six-speed automatic (V-6)
All 2008 models offer five-speed manual or optional four-speed automatic transmissions. Subaru says engine retuning has reduced emissions versus previous Imprezas while providing slight improvements to both fuel economy and low-speed acceleration. An antiskid/traction-control system is newly available -- and rare among mainstream compact cars. Newly standard are curtain side airbags, joining front torso side airbags and four-wheel antilock disc brakes.
Drive wheels: all
Engine: 2.5-liter horizontally opposed four-cylinder (turbocharged on WRX)
Horsepower: 170 (Impreza), 224 (WRX)
Torque: 170 pound-feet (Impreza), 226 (WRX)
Transmission: five-speed manual, optional four-speed automatic
Wheelbase: 103.1 inches
Length: 180.3 inches (sedan; hatchback 173.8)
Width: 58.1 inches
Height: 68.5 inches
Base curb weight: 3,050 pounds
Thursday, May 10, 2007
Most modern car alarm systems are much more sophisticated than this.
They consist of:
- An array of sensors that can include switches, pressure sensors and motion detectors
- A siren, often able to create a variety of sounds so that you can pick a distinct sound for your car A radio receiver to allow wireless control from a key fob
- An auxiliary battery so that the alarm can operate even if the main battery gets disconnected
- A computer control unit that monitors everything and sounds the alarm -- the "brain" of the system
Sunday, May 06, 2007
Dry spray - just NOS sprayed into the intake after the airfilter.Wet Single point - installed with a plate between throttle body and intake. Both NOS and fuel are sprayedThe best is:Wet Multi-point - more complicated. This is normally installed directly into the intake manifold just before the head. You need a nozzle per cyclinder. It is called wet as you have a line for fuel and a line for the Nitrous. This requires much more work to install but is the best.
But I highly recommend you also ad atleast 2 items. A window switch which prevents the NOS from spraying unless the RPM are within a specified range.A Wide Open Throttle (WOT) switch so the NOS only sprays when you have the pedal to the metal.
These are hooked up to a relay so you need both the specified RPM and WOT. This helps prevent blowing your motor.Professional systems also include a bottle heater to get the bottle pressure up around 1000 psi.. A pressure gauge for the driver to see so you know your bottle pressureA blow off valve to bleed off any excess pressure.This is not complicated to do, but I highly recommend you talk to an experience person so you get the system right.leaks are bad, and bending of the tubes takes patience.
Also check out NOS sites online and Summit Racing at http://www.summitracing.comNow days most places will only provide industrial grade Nitrious, DO NOT INHALE!!!! Medical grade usually requires a medical license to purchase.So how does it work.
http://en.wikipedia.org/wiki/nitrous...Basically air has 21% Oxygen. Nitrious in the hot engine allows a saturation of 45% as it breaks down. It also cools the cylinder allowing higher compression. This higher oxygen content allows you to add more fuel to maintain optimal fuel air ratio... and boosts your power accordingly.Most kits come with restrictors for the jets called pills. Buy looking at the supplied info sheet you can adjust your pills to increase your NOS shot.
This is normally called off in HP like a 150 shot should increase power by 150 HP.Have fun... and don't get intimidated, just study up and ask a knowledgable mechanic for assistance and advice.I also recommend to get an entire kit from one supplier.
Lastly, please note of it is illegal to install nitrous system in Singapore, is a heavy penalty terms.
Saturday, May 05, 2007
(Earthquake VTEK Cozxials)
The least expensive and most common type of car speaker is the coaxial. The coaxial consists of a midrange/woofer with a tweeter placed over the cone, either on a bridge or on a pole that extends from the middle of the cone. These speakers are made in sizes that will exactly fit most brands of vehicles. Advantages of this design include low cost, ease of installation, and a speaker that more closely approaches the one loudspeaker ideal, also called a point source, where all frequencies appear to originate from the same location. The disadvantage of this design is a generally lower sound quality for the majority of coaxials available versus the majority of matched component sets available.