Saturday, May 26, 2007

Guide for buying S$40K-S$60K Cars in Singapore (1)

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)

Friday, May 25, 2007

Snake Under Bonnet of Perodua Kancil

It is common when some insect fly in your car, but it is uncommon in Singapore a snake actually sleeping under the bonnet. See this big snake hiding under the bonnet of Perodua Kancil in Penang Malaysia, Nam Wah Ee Hospital.
Actually this is not the first time I heard of this news, I ever seen picture of similar case happended overseas. Perhaps it is not easy even to find a snake in Singapore, and such incident rarely happened here.
However, please be more mindful when u start your engine next time, especially your timing belt jam immediately you start your engine.

Careless Driver, Selfish People

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

Lesson learnt:-
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

2007 Toyota Yaris

Intro of 2007 Toyota Yaris

Toyota enters the revitalized U.S. market for small and inexpensive cars with its 2007 Toyota Yaris, a model name that has appeared in Europe since 2000. But the 2007 Yaris, both the U.S. and European version, is a serious upgrade from the previous non-U.S. version. It uses Toyota's new styling, evidenced in its round nose, and has all of Toyota's strong build quality.

But this car is also designed to hit a rock-bottom price. Our test car, a three-door hatchback model (a sedan model is also available), has a base price of $10,950. Unfortunately, gadget fans won't find much to entertain them in a car designed for this low-end segment. Our Yaris had the $1,290 Power Package, which included a decent-sounding audio system with an MP3/WMA single-CD slot and an auxiliary input jack.

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.

We found that the 2007 Toyota Yaris's low-tech nature does make it fun to drive, with a bit of hooliganism thrown in. For more normal purposes, it's comfortable enough for a commute and functional enough for errands around town, although it doesn't offer the luxury of navigation. It falls short in many departments for road or weekend trips. In this era of high gas prices, its fuel economy will be a welcome relief.

Comfort of 2007 Toyota Yaris
At this price level, the 2007 Toyota Yaris doesn't offer much in the way of cabin gadgets. However, Toyota has managed to keep the interior from looking cheap. The manually adjustable front seats are comfortable, and the cloth feels soft but tough. Fit and finish on the dashboard seem solid, and the materials have a nice texture. But an inexpensive build means less sound insulation, as we recorded 73 decibels during our sound-level check.

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 stereo fills a double-DIN slot at the top of the stack. Interestingly, the spec sheets say that without the Power Package, the Yaris merely comes prepped for a stereo, so expect a gaping hole in the dash. This is also a very aftermarket-friendly dash, with a size suitable for some pretty swanky head units. The stereo included in our test car had a single-CD slot that played MP3 and WMA discs. The controls make it easy to navigate folders and tracks, and the display shows ID3-tag information. An auxiliary jack behind the shifter allows for an MP3 player.

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.

Performance of 2007 Toyota Yaris

With its simple five-speed manual transmission and small size, the 2007 Toyota Yaris will be fun for people who like to thrash cars around. The power train isn't as peppy as the one on the 2007 Honda Fit, but with good rev control, the Yaris can be pushed around in an entertaining manner.

The engine is a 1.5-liter four-cylinder with double overhead cams and Toyota's electronically controlled variable-valve timing, making it the most advanced part of the Yaris. Still, it produces only 106 horsepower and 103 pound-feet of torque at 4,200rpm, which means drivers need to get the engine revs up more than in other cars before attempting to take off from a stop. Hill starts, a specialty of our San Francisco testing grounds, are especially challenging with this engine.

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 Yaris hatchback is pretty bare-bones as far as roadholding technologies. Traction control and antilock brakes are neither included nor optional. The sedan version's top upgrade package does include antilock brakes with electronic brake-force distribution.

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:
With its small and efficient engine, the 2007 Toyota Yaris gets excellent mileage. The car's stereo plays MP3 and WMA CDs, plus it includes an auxiliary input.
· The bad:
Short on safety-tech standards such as antilock brakes, traction control, and side air bags, the 2007 Toyota Yaris sacrifices a lot to achieve its rock-bottom price. Cabin gadgets are also minimal.
· The bottom line:
The 2007 Toyota Yaris is suitable for city errands and short commutes but few other applications. Good fuel economy is nice, but poor road conditions can easily upset this little car.

Tuesday, May 22, 2007

Mitsubishi Lancer 2008 Launching Date in Singapore

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

First Look at Nissan GT-R

The Nissan GT-R is a sports car expected to be released internationally by the end of 2007 as a 2008 model. The prototype which the car is based upon was unveiled at the 2005 Tokyo Motor Show, as the GT-R Proto. The Nissan GT-R has heritage in the Nissan Skyline GT-R range, but is a radical departure from the traditional GT-R formula. It will be separated from the "Skyline" nameplate and for the first time the car will not share a common body style with the sedan range.

The evolutionary, incremental changes between Skyline models R32 through R34 have been done away with, with much more aggressive styling displayed on the concept model (see below). Underneath the body Nissan will also do away with the traditional straight-6 engine, and is instead utilizing a twin-turbocharged V6 from the Nissan VQ family of engines, the VQ37HRDETT producing between 420 and 450hp at around 7000rpm The GT-R will go up against the Porsche 911 Turbo, Chevrolet Corvette, Dodge Viper and other high-end sports cars, and will slot well above the 350Z in the lineup.

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.

It was initially speculated that the North American market would receive a V8 instead of the long speculated twin-turbocharged V6 (rumors of the birth of the VK45DETT). It has long been known that Cosworth has been contracted out to do engine development, which suggests the new motor will be just as durable and strong as the RB series it will be replacing. The drivetrain configuration will most likely remain All Wheel Drive, in keeping with the GT-R's longtime theme of using advanced technologies. Additionally, Lotus has been contracted out to assist with suspension and handling development of the GT-R. Recent spy footage hints at an automatic or sequential manual transmission.

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, 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.

Body Kit for Honda Civic

Found the very smooth and nice Honda Civic body kit to share with all.

Friday, May 18, 2007

Apexi Electronic and Mechanical Gauges

The APEXi EL System Meters symbolize a revolutionary movement in engine monitoring systems. Electro Luminescence (EL) technology allows the EL Gauge to glow in a light blue color for better visibility at night. All electronic meters feature real time 30 second needle playback mode, peak hold mode, user present warning feature and an optional output warning signal. Visual features also include hyper extended needle for easier reading, illuminated needle, high impact 60mm bezel, and stamped with the APEXi logo. Unlike other manufacturers that have separate bulky sending units, all APEXi meters are self contained within the meter. We utilize only OEM type sensors for ultimate reliability. APEXi electronic series meters are available in boost, EGT, pressure and temperature. Also available is the EL series mechanical boost meters in PSI or KPA. The newest addition to the EL Meter Series is the APEXi Tachometer.

This 120mm monster takes RPM monitoring to the next level. Using micro circuitry APEX kept eh units thickness to a minimum. The list of features include tell tale 30 second needle playback, Peak Hold Mode, 2 Stage Adjustable Warning, 7 Way Dim Adjustments and custom Mounting Bracket. Electro Luminescence lighting technology is used along with 0 - 12,000 RPM display. The unit can actually measure up to 12,700 RPM for the truly hardcore enthusiast. EL Tachometers can be used for vehicles equipped with 1 - 10 cylinders. Professional installation may be required.

Price from S$261 - S$584.00

Dropzone Shocks

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.


Estimated price at S$442

Thursday, May 17, 2007

Nitrous Express Oxide System NOS

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.

Estimated price at S$968

Wednesday, May 16, 2007

HKS Super Sequential Blowoff Valve

The powerful design of HKS in a Blowoff Valve for turbocharged vehicles. The SSQV is constructed of polished billet aluminum, which ensures long-term durability and a high luster look. The mounting base utilizes a circular mounting flange that combines with a C-clip snap ring and O-ring gasket to insure an excellent seal. The triple-fin discharge port design produces a powerful, unique and aggressive blow-off sound.

The HKS Super Sequential Blow-Off Valve (SSQV) is a dual stage pull-type relief valve. Unlike typical push type blow-off valves, the SSQV will not leak under any level of boost because the boost pressure in chamber "C" keeps the valve closed against its seat (Diagram 1).

The SSQV releases excess boost when there is a pressure alteration in chambers "A & B", not by the rate of boost pressure or vacuum in the line. This ensures a quick valve response and complete closure during idle. Many competitors use a push-type blow-off valve design with a large valve to accommodate high boost / high horsepower applications. These large valves react slowly and require high pressure to open, and are not able to activate and prevent compressor surge at light-load conditions. On the other hand, smaller, fast reacting push-type valves do not discharge the airflow capacity required for high horsepower applications and tend to slowly open and leak as boost pressure overpowers the spring. For maximum performance, the HKS SSQV incorporates both a small primary valve for ultra quick activation, and a larger secondary valve for additional discharge capacity. The SSQV is engineered to initially open the small primary valve at light throttle and load conditions (Diagram 2), then sequentially opens the secondary valve for additional relief capacity under high boost and load conditions (Diagram 3).

Estimated price at S$380.00

HKS Drager Cat-Back Exhaust

Designed for both turbocharged and naturally aspirated applications, the HKS Drager Exhaust system was the first of its style to incorporate a seamless muffler shell.

Each system is constructed with a high-luster polished, straight-through SUS304 Stainless Steel muffler assembly with an engraved, angle cut logo tip. The Super Drager systems that are designed for turbo applications utilize either a 106mm, 120mm or 130mm diameter tip and up to 95mm diameter size piping.

Naturally aspirated Super Drager applications utilize 60mm diameter size piping and either a 106mm or 115mm tip. The Drager II series is the evolution of the original Super Drager muffler. The new Drager II muffler incorporates a slim-line muffler, designed for added clearance and a 120mm tip that allows for an optional silencer insert to be used for additional exhaust noise suppression. Each system increases low-end torque, improves mid-range response and delivers high-end horsepower.

Selling price estimated at S$1250.

Tuesday, May 15, 2007

Revolution of Mitsubishi Evolution

Evolution I

The Evolution I was introduced in 1992 to compete in the World Rally Championship. It used the 2.0 L turbocharged DOHC engine and 4WD drivetrain from the original Galant VR-4 in a Lancer chassis, and was sold in GSR and RS models. The latter was a stripped-down club racing version that lacked power windows and seats, anti-lock brakes, a rear wiper, and had steel wheels to save approximately 155 lb (70 kg) less than the 2730 lb (1238 kg) GSR, while the former came with all of the conveniences of a typical street car. It came with Mitsubishi's 4G63 engine producing 250 PS (244 hp/182 kW) at 6000 rpm and 228 ft·lbf (309 N·m) at 3000 rpm, along with all wheel drive which would become a trademark on all Evolution models. 5,000 Evolution Is were sold between 1992 and 1993.

Evolution II

The successful Evolution I was changed in December of 1993, and was produced until 1995. It consisted mainly of handling improvements, including minor wheelbase adjustments, larger swaybars, bodywork tweaks including a larger spoiler, and beefier tires. Power output was increased to 256 PS (252 hp/188 kW) from the same engine and torque was unchanged for both GSR and RS models.

Evolution III

January 1995 saw the arrival of the Evolution 3- and this time the 5000 strong production run was bought up more quickly than the Evolution 2. The Evolution 3 looked more serious, with its new nose moulding (to channel air better to the radiator, intercooler, and brakes). New side skirts and rear corners, while the rear wing had grown again to reduce lift. Under the vented aluminium bonnet a new TDO5-16G6-7 Turbo, new exhaust system and increased compression brought another 10ps power rise, Torque output was unaltered, apart from a higher final drive ratio. Both GSR and RS still used the same 5 speed gearbox. Interior tweaks were limited to a new Momo steering wheel (GSR only) and new fabric on the Evolution 2 type Recaros. The specs on this vehicle were an engine 4G63T size of 1997 cc, 270 bhp at 6250 rpm, Torque was 228 lb ft at 3000 rpm. weight is 1260 kg (RS 1190 kg) A top speed of 149 mph and 0-60 in 4.9secs.

Evolution IV

The Lancer platform was completely changed in 1996, and along with it the Evolution, which had become extremely popular throughout the world. The engine and transaxle was rotated 180° to better balance the weight and eliminate torque steer. There were 2 versions available, The RS and GSR. The RS version was produced as a competition car with a limited-slip front differential and a friction type LSD at the rear. It also came with GLX seats and 16" steel wheels as these were items that would be replaced by anyone entering the car into competition events. The RS also had wind up windows, no air conditioning-just heater, and a few extra brace bars to strengthen the chassis, one behind the front grill and the other across the boot floor. The RS also had a factory option of thinner body panels and thinner glass. The GSR and the RS shared a new twin scroll turbocharger which helped to increase power to 280 PS (276 hp/206 kW) at 6500 rpm and 260 ft·lbf (352 Nm) of torque at 3000 rpm. Mitsubishi's new Active yaw control appeared as a factory option on the GSR model, which used steering, throttle input sensors and G sensors to computer-hydraulically controlled torque split individually to the rear wheels and as a result the 10,000 Evolution IVs produced all sold quickly. The Evolution IV can be distinguished by its two large foglights on the front bumper, and the newly designed tail lights on the rear, which became a standard design to Evolution VI, which would become yet another trademark of the Evolution series. This new generation was slightly heavier than previous Evos - the GSR in particular due to the added technology systems- but to counter this the car produced even more power - the Weight of the RS being 1260 kg and the GSR being 1345 kg.

Evolution V

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.

Evolution VI

The Evolution VI's changes mainly focused on cooling and engine durability. It received a larger intercooler, larger oil cooler, and new pistons, along with a titanium-aluminide turbine wheel for the RS model, which was a first in a production car. Also, the Evolution VI received new bodywork yet again, with the most easily spotted change in the front bumper where the huge foglights were reduced in size and moved to the corners for better airflow. A new model was added to the GSR and RS lineup; known as the RS2, it was an RS with a few of the GSR's options. Another limited-edition RS was known as the RS Sprint, an RS tuned by Ralliart in the UK to be lighter and more powerful with 330 hp.
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.

Evolution VII

In 2001, Mitsubishi were forced by the FIA to race in the WRC using WRC rules for building a car instead of the Group A class rules, and thus did not need to follow homologation rules. The Evolution VII was based on the larger Lancer Cedia platform and as a result gained more weight over the Evolution VI, but made up for this with multiple important chassis tweaks. The biggest change was the addition of an active center differential and a more effective limited-slip differential, while a front helical limited-slip differential was added. Torque was increased again to 284 ft·lbf (385 N·m) with engine tweaks that allowed greater airflow, and horsepower officially remained at 280 PS (276 hp/206 kW). Despite its civilian appearance, the Evolution VII can outrun many more expensive cars (such as the Ferrari 360 Modena, as seen in Best Motoring videos.)
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.

Evolution VIII

The Evolution was changed again in 2003, this time sporting Super Active Yaw Control to handle traction and a 6-speed manual gearbox. It was available with 280 PS (276 hp/206 kW) in three trims: standard (GSR in Japan), RS (devoid of all excess components, such as interior map lights, power windows/doors, and radio) and MR. RS Editions came with a revised limited-slip front differential.
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'.[1][2]
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.[3] 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.[citation needed]
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.[citation needed] 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.

Evolution IX

Mitsubishi introduced the Lancer Evolution IX in Japan on March 3, 2005,[4] and exhibited the car at the Geneva Motor Show for the European market the same day.[5] The North American markets saw the model exhibited at the New York International Auto Show the following month.[6] The 2.0 L 4G63 engine now gets MIVEC technology (variable valve timing), boosting official power output to 286 hp (213 kW) and torque to 289 ft·lbf (392 N·m). The Evolution VIII first offered in 2003 would produce dynamometer readings of approximately 225 WHP and 225 ft·lbf. WTQ with a flywheel power rating of 271/273 respectively. The Evolution IX typically pulls 255 WHP and 250 WTQ on a dynamometer, a difference of 30 horsepower.
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.[citation needed] 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.[citation needed] (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,[citation needed] 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.

Evolution X

Mitsubishi introduced a concept version of the next-gen Evolution at the 39th Tokyo Motor Show named the Mitsubishi Concept-X.[8]
It is said to be put into production by mid 2007.[citation needed] 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.[9]
Mitsubishi debuted the Prototype-X concept at the 2007 North American International Auto Show (NAIAS) in Detroit, Michigan, USA.[10] 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.[11] The Prototype-X also comes with Active Yaw Control (AYC) rear differential, and Active Skid Control (ASC).[12]
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.[13]

Smart Car City Coupe

This car sold in Malaysia but not Singapore, unsure the reason not being brought into Singapore, since there are plenty mini car start to become popular in Singapore such as Mitsubishi I, R1, R2 and etc.
Specification as follows:-
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 [3] = 113 (softouch: 116)
Maximum speed in km/h =135 [2]
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) [4]
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 [5]//260 [6]
Tank capacity / of which reserve, in l = 33/5
Maintenance interval in km/years = according to indicator
Warranty in years = 2

Toa Payoh Public Car Park

A common place where the small van park their car illegally is at the public carpark at Toa Payoh center.

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

Double Yellow Line, Bishan Juntion 8

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 !!!

Park Your Ambulance Properly

Venue:- Serangoon
Date:- 8 May 2006
Time:- 5.45pm
Reg No.:- Unknown
Car Model:- Unknown White Ambulance

White ambulance do not know how to park the vehicle properly?
This white ambulance has occupied more than 1 parking space. I believe first thing which come to reader minds is that this ambulance is rushing for something emergency and thats why the vehicle is not properly parked. I think the same way too, I thought that the driver might be rushing as it is emergency to save life.

However, I noticed that there is one Indian passenger without wearing any uniform relaxingly sitting at the passenger sit with his leg on top of the dashboard… about to smoke and playing his lighter with his index and middle fingers.

hmm.. from the way of the sitting posture, it tells me that this ambulance is not rushing for anything urgent obviously.

So please park your vehicle properly!!!

Saturday, May 12, 2007

Kia Model and Price in Malaysia

Naza Ria 2.5 (A) GS - OTR : RM 111,733

Naza Ria 2.5 (A) SE - OTR : RM 117,681

Naza Citra 2.0 (A) GS - OTR : RM 84,018

Naza Citra 2.0 (A) GLS - OTR : RM 88,122

Naza Sutera 1.1 (M) GS - OTR : RM 36,218

Naza Bestari 1.4 (A) - OTR : RM 68,888

Naza Sorento 2.5 (A) EX Turbo Diesel - OTR : RM 140,193

Naza Sorento 2.5 (A) NOVUS Turbo Diesel - OTR : RM 150,953

Kia Spectra 1.6 (A) - OTR : RM 69,888

Kia Spectra 1.6 (A) NOVUS - OTR : RM 78,504

Kia Optima 2.0 (A) - OTR : RM 115,916

Kia Optima 2.0 (A) Limited Edition - OTR : RM 125,916

Naza Suria 1.1 LS (A) - OTR : RM 43,888

Naza Suria 1.1 GS (A) - OTR : RM 45,888

Rio JB 1.4 (A) - OTR : RM 82,420

Kia Sportage 2.0 (A) - OTR : RM 154,331

Kia Pregio 2.7 (M) 12P Diesel - OTR : RM 79,169

Friday, May 11, 2007

Introduction of Horsepower

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.

Mitsubishi Lancer GTS (2008) Review

The Mitsubishi Lancer has been around in various forms since 1973 and is all new for the 2008 model year. Past success in the high-profile world of international rallying generated strong sales of previous Lancers, and the new version's looks play on that heritage.

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.

In sum

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).

Honda Accord 2008 Review

Consumer Guide's Impressions of the 2008 Honda AccordThe 2008 Honda Accord will have edgier new styling, but don't look for Honda get too adventurous with technology – no all-wheel drive, for example – or to make its best-selling car any larger. What We Know About the 2008

Honda AccordHonda's got to be more aggressive with its styling to attract young buyers, and it'll do that with the next version of its Accord. The 2008 Honda Accord's basic look can be seen in the Honda Accord Coupe concept displayed at this year's auto shows.A raked-forward stance and bold body-side forms define the coupe concept. Honda views sedan buyers as more conservative than coupe buyers, so the Accord four-door won't look quite this aggressive, but it will keep enough of this flavor to render the 2003-2007 Honda Accord stylistically out of date.

What Honda won't alter is the formula that's made Accord one of America's most popular cars. The 2008 models will retain a relatively roomy interior without growing much on the outside. This is in contrast to two main rivals, the 2007 Toyota Camry and the 2008 Chevrolet Malibu, both of which are significantly larger than the models they replace.

The 2008 Honda Accord will also reprise front-wheel drive and offer four- and six-cylinder engines. The four-cylinder will stay at around 170 horsepower. The V-6 likely will grow to 3.2 liters from 3.0 and probably will add to the 2007 version's 244 horsepower, if only to stay abreast of V-6s in newer competitors such as the Nissan Altma (270 horsepower) and Toyota Camry (268). Expect fuel economy with either engine to improve slightly.

Not much is known about the interior design of the 2008 Honda Accord, but it too needs a thorough updating. We wonder if Honda will go so far as to emulate the futuristic double-tiered instrument panel introduced in the 2005 Honda Civic.

A Notable Feature of the 2008 Honda Accord The 2008 Honda Accord V-6 engine will gain power, but shouldn't use more gas. That's because Honda will give it a cylinder-deactivation system that automatically shuts down three of the cylinders when they're not needed, in highway cruising or at stoplights, for example. Buying Advice for the 2008 Honda Accord If you want a new midsize Honda sedan with a gas-electric hybrid powertrain, look to the 2007 Honda Accord Hybrid.

The 2008 Honda Accord won't offer a hybrid version, and we don't expect one until the 2009 model year. The 2009 Honda Accord Hybrid will probably aim for maximum fuel economy by teaming a four-cylinder gas engine with an electric motor.

The 2007 Honda Accord Hybrid favors performance by blending a V-6 engine with the electric motor.

2008 Honda Accord Release Date: The 2008 Honda Accord should be in showrooms by late October, 2007.
Vehicle Type: Midsize sedan and coupe

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)

Subaru Impreza and WRX 2008 Review

It's redesigned with visions of mainstream-market success, but any resemblance to the Mazda 3 is purely coincidental. Or is it?

As expected, Subaru's compact cars are redesigned for 2008 with fresh styling, new features and slightly larger dimensions. The Impreza line consists of sedans and four-door hatchbacks in Impreza and sportier Impreza WRX form. The hatchbacks replace the previous wagon body style. SUV-flavored Outback models will retun, but Subaru hasn't yet released details; same goes for the high-performance WRX STi model.

Every 2008 Subaru Impreza and WRX comes with all-wheel drive and a 2.5-liter four-cylinder engine with horizontally-opposed cylinders. The base models have 170 horsepower, the sporty turbocharged WRX versions 224. Expecte the next WRX STi to have at least 300 horsepower.

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.

The 2008 Subaru Impreza and WRX ride a new platform and Subaru says the cars are more spacious inside thanks to a wheelbase (distance between front and rear axles) increased by 3.7 inches to 103.1. Sedans are 4.5 inches longer than before, at 180.3 inches; hatchbacks are 6.5 inches shorter than that, due to different rear-end styling. Width stays about the same, while height adds an inch or so. The new platform also brings a more-compact rear suspension, with a double-wishbone layout replacing a multilink design.

Outside, the 2008 Subaru Impreza and WRX bear a strong resemblance to the Mazda 3 sedan and hatchback. This may not be coincidence, as the Mazda 3 has made a big impression on younger buyers both in Japan and North America.

The 2008 Subaru Impreza sports a new "corporate" grille: a U-shaped cross-hatch affair topped by a bright "spread wing" bar bearing the Subaru logo. Look for this theme to appear on other Subaru cars to replace the three-element "airplane" motif that most people thought unattractive. As before, WRXs are distinguished by a large functional hood air scoop and standard 17-inch wheels versus 16s, but other "rally racer" styling cues have been erased to create a more subtle and mature appearance. It also means WRXs look much like the base models, though there is an optional "aero" appearance package for extroverts.The grille's "wing" shape reappears inside on a new-design dashboard with space for an optional navigation system, Impreza's first. The navigation screen powers up for access to an available six-disc CD changer.

Scalloped door panels help increase shoulder and elbow room despite the little-changed exterior width, while the added height and wheelbase should mean extra head and leg room for rear passengers. All models come with 60/40 split-folding rear seats.
A Notable Feature of the 2008 Subaru Impreza and WRXYou can't sell a credible "youth car" these days without a plug-in for digital music players, but the 2008 Subaru Impreza and WRX go a step further. With the optional navigation system comes a console-mounted plug-in for using the dashboard screen with a video DVD player or game console (PlayStation or Xbox). It's designed not to work unless the handbrake is engaged, but how long before teach-savvy owners bypass that safeguard?
Buying Advice for the 2008 Subaru Impreza and WRXThe 2008 Subaru Impreza and WRX will likely launch without incentives, but just wait a few months-or maybe weeks. And do scout the competition. Promotion will likely push the hatchback WRX to draw attention from the likes of the MazdaSpeed 3, VW GTI and other "hot hatch" rivals, but Subaru knows sedans will be more in demand, whether 2.5i or WRX. Which means you could get your best deal on a 2.5i hatchback. Body style aside, the WRXs will cost more to insure-and to keep gassed up-so let your budget be your guide.2008 Subaru Impreza and WRX Release Date: Nothing firm yet, but the new models should be on sale by fall 2007.

Vehicle Type: compact sedan, four-door hatchback
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

Introduction of Car Alarm

The first documented case of car theft was in 1896, only a decade after gas-powered cars were first introduced. From that early era to today, cars have been a natural target for thieves: They are valuable, reasonably easy to resell and they have a built-in getaway system. Some studies claim that a car gets broken into every 20 seconds in the United States alone.
Photo courtesy Directed ElectronicsThe Sidewinder car-alarm system includes a number of sensors and alarm signals.

In light of this startling statistic, it's not surprising that millions of Americans have invested in expensive alarm systems. Today, it seems like every other car is equipped with sophisticated electronic sensors, blaring sirens and remote-activation systems. These cars are high-security fortresses on wheels!

In this article, we'll look at modern car alarms to find out what they do and how they do it. It's amazing how elaborate modern car alarms are, but it's even more remarkable that car thieves still find a way to get past them.

If you want to think about a car alarm in its simplest form, it is nothing but one or more sensors connected to some sort of siren. The very simplest alarm would have a switch on the driver's door, and it would be wired so that if someone opened the door the siren would start wailing. You could implement this car alarm with a switch, a couple of pieces of wire and a siren.
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

The brain in most advanced systems is actually a small computer. The brain's job is to close the switches that activate alarm devices -- your horn, headlights or an installed siren -- when certain switches that power sensing devices are opened or closed. Security systems differ mainly in which sensors are used and how the various devices are wired into the brain.

The brain and alarm features may be wired to the car's main battery, but they usually have a backup power source as well. This hidden battery kicks in when somebody cuts off the main power source (by clipping the battery cables, for example). Since cutting the power is a possible indication of an intruder, it triggers the brain to sound the alarm.

Sunday, May 06, 2007

Nitrous System

Nitrous systems also known as laughing gas, NOS, spray etc.. is used to get an immediate burst of power.There are several methods of putting on your car.

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. 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

Understand Your Coaxials Speakers

(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.

Aspects and features that need to be considered when purchasing coaxials are:

Frequency Response: This is the how much of the audible spectrum a loudspeaker can reproduce. The value should be given with a rating of +/- some number of decibels, usually three. The greater the frequency range, the better up to 20kHz and down to 20Hz. Realistically a coaxial speaker will not play much below 80Hz. That's why we have subwoofers.

Mounting Depth: This is the distance that a speaker needs behind its mounting surface for its basket and magnet structure. This can be very important when speakers are being installed in the rear deck of automobile that has torsion bars in the trunk or door speakers with window clearance problems.Power Handling: This is the amount of power a speaker can withstand before failing after a given amount of time. The most important number is the speakers continuous or RMS (root mean square) power handling. Peak power handling means virtually nothing.

Sensitivity: This is a reference measure of how loud a speaker will be with a certain amount of power at a certain distance. The standard is one watt at one meter. By halving the distance an increase of six decibels will be realized and doubling the power will increase the output by another three decibels. This is a trick used by some companies to make their speakers appear more efficient than they are. Most loudspeakers will be in the ninety decibel range. Keep in mind that a difference of three decibels is equivalent to a doubling of the amplifier power.

Tweeter Protrusion: The height that a tweeter sticks above its mounting surface. This will need to be considered when coaxials are being mounted in factory locations under factory grills.