Wednesday, August 11, 2010
How to drive like a race driver
Step 1 Adhere to the basic tenet of driving by avoiding braking and turning at the same time. The act of making a left turn and applying brakes redistributes weight in your race car that can cause a slide out. Ease off of the throttle instead of applying the brakes on turns to stay in the race.
Step 2 Keep your throttle steady until you reach the limit point in your race car. The limit point in racing is the exact spot at each turn where visibility beyond an angled corner is diminished by traffic.
Step 3 Rest your back against your racing seat to maintain steady steering as you drive a race car. Your back should be flat against the seat to ensure your hands are resting on the steering wheel throughout the entire race.
Step 4 Apply a slight amount of pressure to your brakes during a race to prevent locking during an emergency. Young drivers have the tendency to slam on the brakes which contributes to the sliding, skidding and locking responsible for most crashes.
Step 5 Move away from a reliance on your side mirrors as you learn to drive a race car. The side mirrors are smaller on a race car than a regular vehicle to cut down on wind resistance. Learn to use quick head checks and forward vision to deal with changing traffic on the track
Step 6 Maintain inside position as long as possible to prevent passing on your left. Take advantage of the shorter distance on the inside lane by accelerating quickly and watching for competition on the outside
Step 7 Note the tendencies of fellow drivers during the first few laps to make quick decisions come crunch time. A smart driver will keep track of a competitor's tendency to bump, draft and pass to plan moves ahead of the final flag.
source: www.ehow.com
How To Choose Tires and Wheels
Luckily, after examining the facts in the above-noted fashion, you can rest assured that tire technology is at an all-time high and it keeps getting better. In fact, it's actually quite amazing that while crummy tires can hurt a great car, great tires can do wonders for a less-than-fantastic car. In other words, there are some instances where tire technology is way beyond many of the cars on the road.
The technology that makes wheels and tires as good as they are is also what can make the subject quite intimidating. Our purpose here is to try and put a finer point on some of the basics of wheels and tires, and how to select them, too. Think of it as a wheel-and-tire primer that will provide you with some ground-floor facts when it comes time to make a replacement tire purchase or a wheel-and-tire upgrade.
For starters, there's tons of information on the sidewall of any tire and we cover that thoroughly in Sidewall Graffiti. There you'll find the full scoop on exactly what all the numbers mean.
If you've bought a vehicle new and come to the point where you need to replace the tires, there are several ways to go. Of course the easy way is get the exact size and make that came on the vehicle when it was new. Beyond that, you might consider going to a better quality tire or one that improves dry and/or wet handling that's still the same size as the OE tire. The next step would be to switch to a different wheel and the reasons for doing that are numerous. Some people merely want a different look for the wheel while using the same tires that came on the original wheels. While this might be OK if you want to make an appearance change right away, we think it's better to wait until you need new tires anyway, then upgrade to a larger diameter wheel and tire all at once.
Known as the plus sizing concept, this basically means that if you have a 15-inch wheel, plus one would be a 16-inch wheel and plus two would be a 17-inch wheel. But before we get further into wheels, we want to shed some light on what you should know when walking into a tire store to buy tires for your existing wheels. And, of course, this info also applies when you're doing a wheel upgrade, as well.
Choosing the tire that's right for you involves numerous considerations. But to make the process less scary, keep these two simple guidelines in mind when considering tires. First, know your expected needs and driving uses. This consideration is important to overall driving enjoyment and a well-run tire shop will help you determine your tire needs before you lay down any green. But be sure that you and the salesperson communicate accurately as to your true requirements. Second, find a source or store that you trust enough to recommend the type of tire that fits your needs. Remember, the salespeople don't know your needs, you have to tell them. If they're good, they'll ask you the right questions to come up with the right tire. For example, they'll know to factor in tread life, ride and handling, and driving conditions to help you determine which of these parameters are most important to you.
You might be wondering what some of the questions could be. Here's a list of what you should think about before entering a tire store.
Tread life considerations: What's your idea of how long a set of tires should last? Keep in mind that in some instances, a tire's wear rating is done through manufacturer testing and may not be the most accurate representation of a tire's true life expectancy. One way to get a handle on a tire's projected life expectancy (besides what they're warranted for, say, 40,000 miles for example) is to look at part of the UTQG (Uniform Tire Quality Grading) rating. The U.S. Department of Transportation requires each manufacturer to grade its tires under the UTQG labeling system and establish ratings for tread wear, traction and temperature resistance. These tests are conducted independently by each manufacturer following government guidelines to assign values that represent a comparison between the tested tire and a control tire. While traction and temperature resistance ratings are specific performance levels, the tread wear ratings are assigned by the manufacturers following field testing and are most accurate when comparing tires of the same brand. Tread wear receives a comparative rating based on wear rate of the tire in field testing following a government specified course. For example, a tire grade of 150 wears 50 percent longer than a tire graded 100. Actual performance of the tire can vary significantly depending on conditions, but the tire's UTQG tread life number can help you get in the ballpark as to how long a tire will really last.
Wet weather requirements: Most of us live in a climate where inclement weather is a factor at least part of the time. Clearly if you live in, say, Washington or Oregon, you'll want to look more closely at a capable wet-weather tire than if you're in Arizona or Nevada. For those of you in Snow Belt states, some kind of four-season type of tire will be the minimum you should consider if not an all-out snow tire for the winter that you swap for standard tires in the milder months.
Speed rating: Even in the plains and Western states like South Dakota, Nebraska, Idaho, Montana, New Mexico, Colorado, Wyoming, Utah, and Nevada where the rural interstate speed limit is 75 mph, how often do you think you're going to need a tire that's speed rated for anything over 150 mph? Be honest and knock down your required speed rating to, say, and H-speed rated tire that's still good for 130 mph. You'll pay less and likely not notice the difference in the real world. For reference, the most common speed ratings you'll come across on the majority of tires are shown in the chart below. Speed ratings signify the safe top speed of a tire under ideal conditions. For just about any street car, a V-rated tire will be more than adequate, unless the car will actually go faster than 150 mph. Usually, most ultra-high performance handling tires have a speed rating of at least V, so while you might want the ultimate handling of that type of tire, be aware that part of what you're paying for (the speed rating) is something you'll never use. For those who want tires that make a car really stick in the twisties, it ends up that many get the speed rating anyway, even though they don't need it. That's not a bad thing, but also be aware that tires with higher speed ratings are usually made from a softer rubber compound and generally will have shorter UTQG tread life ratings and, furthermore, will not actually last as long in the real world.
Q= 99 mph
S= 112 mph
T= 118 mph
U= 124 mph
H= 130 mph
V= up to 149 mph
Z= 149 mph and above
W= 168 mph
Y= 186 mphRide Quality: A low-profile tire such as a 50 or a 40-series looks great, but can be harsh over bumps or potholes when compared to a 55 or 60. In general, a lower profile tire also exposes the wheel to damage more easily. Lower profile tires also have stiffer sidewalls, which improves handling but increases rides harshness. It's all about compromise and there's no such thing as a free lunch.
Noise: Some tread designs are noisier than others and it varies significantly between tire brands and tread designs. If most of your driving is on lower-speed city streets, then this won't be much of a factor. But for highway driving, you'll want to consider your options, especially if you're driving an SUV on pavement most of the time. A good salesperson will be able to tell you which tires are quieter among those you're considering; even those of the same make that are in a different line can vary in road noise. That's the basics on tires, now we'll move on to wheels. Tires wear out, but wheels don't, so why would you want to change wheels? For many there's no reason to, especially when you look at some of the very attractive wheels that come on many of today's cars as original equipment. The way we see it, why would you bother to change wheels on such cars as a Corvette C6, late-model Mustang GT or Shelby GT500, or the 17-inch or 18-inch sport package wheels that come on the current 3 series BMW?
But, of course, some cars have hokey wheels that need to be turned into flowerpots. As such, one of the two main reasons most people consider a wheel change is simply for looks. A better-looking wheel makes a world of difference on many cars and trucks.
Besides appearance, the plus concept is a key reason to switch wheels. Plus sizing your wheels and tires is the best way to improve both the performance and appearance of your vehicle. By using a larger diameter wheel with a lower profile tire it's possible to properly maintain the overall diameter of the tire, keeping odometer and speedometer changes negligible. By using a tire with a shorter sidewall, you gain quickness in steering response and better lateral stability. The visual appeal is obvious; most wheels look better than the sidewall of the tire, so the more wheel and less sidewall there is, the better it looks. The idea of plus sizing is illustrated in the photos that accompany this story. Pretend that the four wheels we show you are for the same car, rather than the Focus, Miata, and two 3 Series BMWs they're actually mounted on. Two of the wheels (the Miata and Focus) are 15 inches in diameter, while the BMW 323iT (a wagon) and 328i have 16- and 17-inch wheels. If a car has a 15-inch wheel, then upgrading to a 16-inch wheel would be plus one and a 17-inch wheel would be plus two. You could also say that if a car has a 17-inch wheel (such as many performance cars do) then going to an 18-inch wheel and tire would be a plus one. If the car has 15-inch wheels, the 18s would be a plus three.
Besides plus sizing, other factors should be considered before shelling out big bucks for wheels. The benefits of a good-quality alloy wheel are numerous. And, of course, many cars come with them as factory original equipment. Either way, you end up with reduced unsprung weight compared to steel wheels. This is a factor affecting a vehicle's road holding ability. Unsprung weight is the portion of a vehicle that's not supported by the suspension (i.e. wheels, tires and brakes) and therefore is most susceptible to road shock and cornering forces. By reducing unsprung weight, alloy wheels provide more precise steering input and improved cornering characteristics. The added strength of a quality alloy wheel can also reduce tire deflection in cornering. This is particularly critical in a car equipped with high performance tires where lateral forces may approach 1.0g. Better brake cooling is another benefit. The metals in alloy wheels are excellent conductors of heat and improve heat dissipation from the brakes. The risk of brake fade is also reduced under more demanding conditions such as spirited driving on a twisty mountain road. Additionally, alloy wheels can be designed to allow cool air to flow over the brake calipers and rotors. The lighter rotational weight of alloy wheels can even provide a slight increase in acceleration and fuel economy.
These days it's tough to buy truly bad wheels and tires. While some wheels are lower quality than others, as is also the case with tires, there are so many good ones out there that you will usually have several possibilities from which to choose. As we've said here, be straightforward with what you really need and factor it in with that ever-present budget consideration and you'll be well grounded when it comes to keeping your car or truck on the ground.
source: http://www.edmunds.com/
Friday, August 6, 2010
Skoda 100L
After a company-wide vacation forty years ago, Automobilove zavody narodni podnik started producing an impatiently expected new vehicle – the Skoda 100/110. The production launch was not delayed despite a devastating fire that severely damaged one of the parts of the Mlada Boleslav plant. The Skoda 100/110 was then produced from 1969 till 1977.
The 100/110 was a successor to the 1000/1100 MB – the new vehicle was actually a facelifted version of a vehicle for the production of which the Company built a brand new plant (from an engine production facility to a body production plant) in the early nineteen sixties (1960-1964). As a result, the car manufacturer was equipped with state-of-the-art technology and a whole generation of engineers had a chance to gain valuable experience.
Fortunately, the said fire that burst out on 12 August, 1969 only affected the old part of the plant. Extending to 24 thousand square metres, it was the most devastating disaster over the last 40 years, with direct damages amounting to CZK 320 million. The main ‘victim’ was the tool shop.
However, the production launch was not delayed, and the new Skoda was presented to the public in late August. In contrast with the ‘Thousand’ (Skoda 1000), the new vehicle had a progressive body, a newly designed interior and a number of new design elements. The Company produced altogether 1,079,708 sedans (100, 100L, 110L, 110LS) over 1969-77. In 1970, the Kvasiny plant started producing the Skoda 110 R, a two-door coupè that remained part of the production portfolio until 1980.
The Skoda 100/110 became a base for several prototypes and small-series vehicles, such as the Skoda Kirby (Italy), the (similar) Skoda V.F.Buggy (Belgium), the Skoda 110 Super Sport later known as the Vampire from Ferat, as well as the 1100 GT developed by the Motor Vehicle Research Institute.
FOR MORE INFORMATION, PLEASE CONTACT:
Jaroslav ?erný, Corporate Communications
Tel.: +420 326 81 17 76; jaroslav.cerny@skoda-auto.cz
The 100/110 was a successor to the 1000/1100 MB – the new vehicle was actually a facelifted version of a vehicle for the production of which the Company built a brand new plant (from an engine production facility to a body production plant) in the early nineteen sixties (1960-1964). As a result, the car manufacturer was equipped with state-of-the-art technology and a whole generation of engineers had a chance to gain valuable experience.
Fortunately, the said fire that burst out on 12 August, 1969 only affected the old part of the plant. Extending to 24 thousand square metres, it was the most devastating disaster over the last 40 years, with direct damages amounting to CZK 320 million. The main ‘victim’ was the tool shop.
However, the production launch was not delayed, and the new Skoda was presented to the public in late August. In contrast with the ‘Thousand’ (Skoda 1000), the new vehicle had a progressive body, a newly designed interior and a number of new design elements. The Company produced altogether 1,079,708 sedans (100, 100L, 110L, 110LS) over 1969-77. In 1970, the Kvasiny plant started producing the Skoda 110 R, a two-door coupè that remained part of the production portfolio until 1980.
The Skoda 100/110 became a base for several prototypes and small-series vehicles, such as the Skoda Kirby (Italy), the (similar) Skoda V.F.Buggy (Belgium), the Skoda 110 Super Sport later known as the Vampire from Ferat, as well as the 1100 GT developed by the Motor Vehicle Research Institute.
original source: http://www.oneighturbo.com
Skoda 100 mm
The Skoda 100 mm Model 16/19 (100 mm M.16/19) was a mountain howitzer modified by Skoda Works from the design of theM.16, and its most notable difference was the longer barrel. It is unclear if they were newly-built, or rebuilt from older howitzers. The Czech Army used this gun in both its 100 mm and 105 mm variants. After 1938, the guns were used by the Wehrmacht as 10 cm GebH 16/19(t) and 10.5 cm GebH(t). In addition, some of these guns were also used by Italy and Turkey, although this needs confirmation. The gun broke down into 3 loads for transport. The gun crew is protected by an armoured shield.
References: Chamberlain, Peter & Gander, Terry. Infantry, Mountain and Airborne Guns. New York: Arco, 1975Gander, Terry and Chamberlain, Peter. Weapons of the Third Reich: An Encyclopedic Survey of All Small Arms, Artillery and Special Weapons of the German Land Forces 1939-1945. New York: Doubleday, 1979 ISBN 0-385-15090-3
Service history In service 1919-1945 Used by Czechoslovakia
Nazi Germany
Italy Wars World War II Production history Designer Skoda Manufacturer Skoda Specifications Weight 1,350 kilograms (3,000 lb) Barrel length 2.4 metres (94 in) L/24 Shell 16 kilograms (35 lb) Caliber 100 mm Carriage box trail Elevation -7° 30' to +70° Traverse 5° 30' Muzzle velocity 395 m/s Maximum range 9,800 metres (10,700 yd)
original source: Wikipedia
Skoda 1201
Škoda Works was established as an arms manufacturer in 1859, but did not develop automobiles. e origins of what became Škoda Auto go back to the early 1890s where, like many long-established car manufacturers, a company started out manufacturing bicycles. It was 1894, and 26-year old Václav Klement, who was a bookseller in Mladá Boleslav, in today's Czech Republic, which was then part of Austria-Hungary, was unable to obtain spare parts to repair his German bicycle. Klement returned his bicycle to the manufacturers, Seidel and Naumann, with a letter, in Czech, asking them to carry out repairs, only to receive a reply, in German, stating: "If you would like an answer to your inquiry, you should try writing in a language we can understand". A disgusted Klement, despite not having technical experience, decided to start a bicycle repair shop, which he and Václav Laurin opened in 1895 in Mladá Boleslav. Before going into business partnership with Klement, Laurin was established as a bicycle manufacturer in the nearby town of Turnov.
Marque (make) | Skoda | Issued from | 1956 |
---|---|---|---|
Model | 1201 Estate | Issued until | 1961 |
Serie | 1201 | Number made | |
Model family | Body construction | ||
Model code | Body designation | ||
Manufacturer | Skoda | Country | CZ |
Bodywork
Base platform | Number of doors | 5 | |
---|---|---|---|
Bodywork type | station wagon (estate, combi) | Number of seats | 5 |
Bodywork designer | Cargo capacity (volume) | ||
Passenger space (volume) | Max. cargo capacity (volume) |
Dimensions & Weight
Length | 4356 mm / 171.5 in / 171.5 in | Total (curb) weight | 1130 kg / 2491 lb / 2491 lb |
---|---|---|---|
Width | 1689 mm / 66.5 in / 66.5 in | Dry weight | |
Height | 1650 mm / 65.0 in / 65.0 in | Load capacity | |
Wheelbase | 2686 mm / 105.7 in / 105.7 in | Gross (max.) weight | |
Track front | 1251 mm / 49.3 in / 49.3 in | Towing weight | |
Track rear | 1321 mm / 52.0 in / 52.0 in | Weight distribution (front) | |
Ground clearance | Fuel capacity | ||
Length/wheelbase ratio | 1.62 |
Aerodynamics
Drag coefficient (Cd, Cx, Cw) | Frontal area (A) | 2.37 m2 / 25.5 sq ft / 25.5 sq ft (est.) | |
---|---|---|---|
Aerodynamic coefficient (Cd×A) | Aerodynamic resistance (Aero horse power) at 100 km/h (62 mph) |
Engine
Engine Code | Total number of cylinders | 4 | |
---|---|---|---|
Engine Type | straight (inline) | Total number of valves | 8 |
Engine Manufacturer | Valves per cylinder | 2 | |
Engine construction | Bore | 72.0 mm / 2.83 in / 2.83 in | |
Fuel | petrol (gasoline) | Stroke | 75.0 mm / 2.95 in / 2.95 in |
Fuel details | Bore/Stroke ratio | 0.96 | |
Fuel supply | 1 Jikov carb | Engine displacement | 1221 cm3 / 74.5 cu in / 74.5 cu in |
Engine Main bearings | Unitary capacity | 305.25 cm3/cylinder / 18.627 cu in/cylinder / 18.627 cu in/cylinder | |
Cam Design | OHV (overhead valve, I-head) | Compression ratio | 7.0 : 1 |
Sump | Max. output power | 33.6 kW / 45.1 hp / 45.1 hp at 4200 rpm / 4200 rpm / 4200 rpm | |
Aspiration | natural | Max. torque | 84.0 N·m / 62.0 lb·ft / 62.0 lb·ft at 2500 rpm / 2500 rpm / 2500 rpm |
Compressor type | N/A | Maximum rpm | |
Intercooler | no | Max. net output (power at the wheels) | 13.4 kW / 18.0 hp / 18.0 hp (est.) |
Coolant | water | Specific output | 27.5 kW/l / 0.605 bhp/cu in / 0.605 bhp/cu in |
Catalytic converter | no | Specific torque | 68.8 N·m/l / 0.60 lb·ft/cu in / 0.60 lb·ft/cu in |
Transmission
Transmission type | manual | Number of gears | 4 |
---|---|---|---|
Wheel drive | rear wheel drive | Top gear (drive) ratio | 1 |
Final gear (drive) ratio | 5.25 |
Performance
Acceleration 0-50 mph (80 km/h) | Top (maximal) speed | ||
---|---|---|---|
Acceleration 0-60 mph (97 km/h) | Power-to-weight ratio | 39.8 kW/ton / 30.2 bhp/ton / 30.2 bhp/ton | |
Acceleration 0-100 km/h | Fuel consumption, City (urban) | ||
Acceleration 0-100 mph (160 km/h) | Fuel consumption, Road (extra-urban) | ||
Acceleration 80-120 km/h (50-70 mph) in top | Fuel consumption, Mixed (combined) | ||
Standing ¼mile time | Fuel consumption, Euro | ||
Standing kilometer time | CO2 emissions | ||
Range |
Chassis
Engine location | front | Engine alignment | longitudinal |
---|---|---|---|
Steering | Steering details | ||
Turns lock-to-lock | Turning circle | ||
Suspension front | Independent,TrSp | Suspension rear | Independent,TrSp |
Wheels front | Wheels rear | ||
Tyres front | Tyres rear | ||
Brakes front | Brakes rear | ||
Brake diameter front | Brake diameter rear | ||
Brakes details | Braked area |
Wednesday, August 4, 2010
Berliet
Marius Berliet started his experiments with automobiles in 1894. Some single cylinder cars were followed in 1900 by a twin-cylinder model. In 1902, Berliet took over the plant of Audibert & Lavirotte in Lyon. Berliet started to build four-cylinder automobiles featured by a honeycomb radiator and steel chassis frame was used instead of wood. The next year, a model was launched that was similar to contemporary Mercedes. In 1906, Berliet sold the licence for manufacturing his model to the American Locomotive Company Before World War I, Berliet offered a range of models from 8 CV to 60 CV. The main models had four-cylinder engines (2412 cc and 4398 cc, respectively) and there was a six-cylinder model of 9500 cc. A 1539 cc model (12 CV) was produced between 1910 and 1912. From 1912, six-cylinder models were made upon individual orders only. In 1917, Berliet started to build trucks for the French Army. The company produced 40 trucks a day. After the war, 12 CV (2613 cc), 15 CV (3308 cc) and 22 CV (4398 cc) were produced. A new 7 CV (1159 cc) appeared in 1924. New six-cylinder models followed in 1927. From 1933, only four-cylinder models (1600cc and 2000cc) were offered. The last Berliet sedan from 1936 was Berliet Dauphine propelled by a 2-litre engine and using the body of a Peugeot 302B with a custom made hood and radiator grille. Passenger car production ceased in 1939 and after World War II, the company produced trucks only. Berliet is famous for building the largest truck in 1957, the T100 with 600 hp (447 kW). It was designed in 10 months at the factory in Courbevoie, outside of Paris. In August 1967, it was reported that Berliet had been taken over by Citroën, Berliet share holders receiving Citroën shares in return for their Berliet stock. In 1966, Berliet's final year as an independent, they had produced approximately 17,000 units. Following the take-over the merged company stated that Citroën-Berliet would command 58% of France's market for commercial vehicles above 6 tons.Citroen itself had been owned by Michelin since 1934 following a cash crisis of its own. By this time, Michelin owned both Citroën and Berliet. However, after the 1973 oil crisis, Michelin decided to divest itself of these two companies in order to concentrate on its tire business. Thus, in 1974 Berliet was sold to Renault, while Citroën was sold to Peugeot. Renault then proceeded to merge Berliet with Saviem to form RVI. After the merger, the Berliet name was phased out and another French marque came to an end.
Corolla AE 86
Toyota Corolla AE86
The Toyota Corolla AE86 is a classic drift car suited to rally and drifting motorsports due to these attributes: Rear wheel drive limited slip differential configuration, low vehicle weight, good balance, a 5-speed manual gearbox, ventilated disc brakes, MacPherson strut style independent suspension in front and a four-link live axle with coil springs for the rear, stabilizer bars (sway bars) at both ends, and a relatively powerful and easy to tune 4-cylinder engine.
In Japan, these qualities made the AE86 popular with Japanese street racers named ��Hashiriya,�� who raced the AE86 in mountain passes, named ��touges,�� where the tight corners suited the AE86. Many car enthusiasts refer to the AE86 by its Japanese name ��Hachi-Roku,�� which translated literally means ��eight-six.��
Japanese racing legend Keiichi ��Drift King�� Tsuchiya helped popularize the sport of drifting while driving the AE86. The AE86 continues to have a large fan base because the classic relatively inexpensive drift car is capable of competing against much newer, more expensive, and powerful sports cars like the Nissan Skyline and Silvia in D1 Grand Prix and Formula D drifting events.
There were two versions of the AE86 and two body styles. The versions are commonly known by their Japanese names ��Zenki�� (early model) and ��Kouki�� (later model). The Zenki was produced from 1983 until 1985 and the Kouki was produced from 1986 to 1987. The chassis remained the same throughout production with the only changes being aesthetic and minor strengthening of the transmission. The two body styles available are the coupe and hatchback. The coupe is generally thought of as being the stronger of the two and is slightly lighter and therefore is usually chosen for racing purposes
In Japan and Europe, the AE86 was available with a fuel-injected 4-cylinder twin-cam 1587cc 4A-GEU engine which was also used in the first-generation Toyota MR2 (AW11). The 4A-GEU engine had a power output of 130 PS (97 kW) and 103 ft揃lbf (140 Nm) of torque standard from the Toyota factory.
In North America, a modified 4A-GEC engine was used to comply with California emissions regulations. Power was rated at 112 bhp (84 kW), and 100 ft揃lbf (136 Nm) of torque.
The 4A-GE engines were equipped with T-VIS or Toyota Variable Induction System that improves the low-end torque of high-performance, small displacement four-stroke engines by changing the geometry of the intake manifold according to the engine rotation speed.
Models equipped with the 4A-GE engine received a 6.7″ rear differential, while other models equipped with the 4A-C engine received a smaller, weaker, 6.38″ rear differential. The AE86 SR5 (4A-C equipped) had an optional automatic transmission, though the GT-S model (4A-GE engine) only came with a standard 5-speed manual gearbox.
In Japan, the DOHC 4A-GEU AE86 was offered in GT-APEX or GTV trims as the Corolla Levin or Sprinter Trueno, with SOHC 3A-U AE85 version sold in a variety of trims including SR and GT.
In North America, the top-spec DOHC 4A-GEC AE86 was sold as the Corolla GT-S and the lower-spec SOHC 4A-C AE86 was sold as the Corolla SR5, both versions sold with pop-up headlights only. Lower-spec American AE86 SR5 models used a smaller 4A-C SOHC engine, did not have optional LSD, and had rear drum brakes instead of disks.
Euro spec models were sold as the Corolla GT with DOHC engines and fixed Levin-style headlights. The Middle East received the same basic model as the North American market, with pop-up headlights and the regulated 5 mph (8 km/h) bumpers.
Toyota Corolla Levin GT APEX AE86 - Fixed Headlights
Toyota Corolla Trueno AE86 - Pop-up Headlights
Both the Levin and Trueno AE86 variants were offered with either a 2-door coupe or 3-door liftback, or hatchback, body style. Both the Levin and Trueno were generally identical, apart from fixed, rectangular headlights on the Levin and pop-up headlights on the Trueno. Minor bodywork changes were made in 1986 which resulted in different tail lights for both Levin and Trueno models, along with the coupe and hatchback styles.
The AE86 is frequently seen in Japanese manga and anime including Initial D, 辿X-Driver, Tenjou Tenge, Over Rev, Azumanga Daioh, Dear Boys, School Rumble, Capeta, Transformers: Energon, Jigoku Shojo, Jigoku Shoujo Futakomori, and [adult swim] hit FLCL. Manga appearances include Beck and Shuichi Shigeno’s earlier work Tunnel Nuketara Sky Blue.
Racing video games like: Namco’s The Fast and the Furious (PS2), Microsoft’s Forza Motorsport franchise, Electronic Arts’s Need for Speed franchise, and Sega��s Initial D Arcade Stage all feature the AE86 as a playable car.
More than 20 years after its production, the Toyota Corolla AE86 continues to play a roll in drifting and street racing. In modern day drifting, the AE86 is a classic under dog that continues to compete among drifting��s elite race cars. It is pretty impressive to see an AE86 hang with a Skyline during tsuiso battle.
original source : http://driftjapan.com
Peugeot 205 turbo 16
Although the motorsport's governing bodies' homologation requirements are often one of the manufacturers' biggest nightmares, they have resulted in some very outrageous road cars. One of the premier racing series of the 1980s was the 'Group B' rally championship. To be eligible to compete in this class, at least 200 examples of the rally
Peugeot entered Group B with a highly modified version of their 205 hatchback in 1984. Between the original 205 and the 205 T16, the overall body-shape was the only common element. The unitary chassis/body construction was abandoned for a lightweight tubular frame construction and the engine was moved from the front to the rear. Following
Soon after its introduction, the T16 proved to be a winner and in the hands of talented drivers like Ari Vatanen, the T16 won 1985 and 1986 championships. Heavy and at times fatal crashes in the 1986 season led the sport's governing body's decision to abandon the Group B class altogether. This was not the end of the line for Peugeot's rally rocket. In the following years, the nimble racer was successfully entered in long distance raids like the now legendary Paris-Dakar desert rally. At the end of the decade it was joined by a similar 405 T16, derived from its bigger brother, the 405 sedan.
Peugeot knew it could never successfully sell 200 race cars to meet the homologation standards, so a road car was conceived to boost production to the required level. Apart from its more luxurious interior, the 205 T16 road car was identical to the championship winning racer. For reliability reasons, the Turbocharger's boost was lowered, but the 200 bhp available was still more than enough to give the road going T16 supercar-like performance.
Pictured is one of the road going T16s, s/n 100170, so possibly the 170th of 200 built. It was offered in the 2004 Christie's Retromobile auction, after having covered a mere 30,000 km from new. It was estimated to sell for a price in the range of $50,000 - 70,000 USD, but offers failed to meet the reserve set.
To homologate the 205 T16 ("Turbo 16" in France) Group B rally car, Peugeot had to produce 200 road-going examples. A photograph showing the 200 cars was famously rumoured to be a fake. The road variants shared the transverse mid-engine, four-wheel drive layout of the rally car, but had less than half the power; at around 200 PS (147 kW; 197 hp). The T was for Turbo; the 16 stands for 16 valves, an uncommon feature at that time for turbocharged engines.[2] Outwardly similar to a normal 205, the T16 had wider wheel arches, and the whole rear section lifted up to give access to the engine. Underneath, the complex drivetrain from the rally car was kept to abide by the Group B rules. All 200 built were left-hand drive, so few reached the United Kingdom.
Peugeot Talbot Sport's factory 205 T16s under Jean Todt were the most successful cars to compete in the last two years of the World Rally Championship's Group B era, winning the 1985 and 1986 Constructors' and Drivers' titles with Timo Salonen and Juha Kankkunen respectively against such notable competition from Audi, Lancia and Ford, with an Evolution 2 model being introduced for the latter of those two seasons.
UK statistics
Peak year for GTI derivatives was 1988, taking over 20% of 205 UK sales. During 1991, the 205 range accounted for 3.08% of all UK registrations, and was the nation's eighth best selling new car.
In 1994 the last 205 GTI rolled off production lines and only 8 were made.
Totals are the following for the limited editions that were available in the UK:
- 1990 - 300 Miami Blue 'Limited Edition' (150 1.6; 150 1.9)
- 1990 - 300 Green 'Limited Edition' (150 1.6; 150 1.9)
- 1992/3 - 408 '205 Gentry models'
- 1992/3 - 25 'Radio 1FM' models
- 1990/1 - 150 Roland Garros cabriolets and 350 Roland Garros hard tops, with a 1.4 "xs" engine with 85 bhp (63 kW; 86 PS) , alloy wheels, half-white leather seats, electric windows, central locking, cabriolet hard electric roofs.
- 1994/5 - 100 '205 D-Turbo' models
original source: http://www.ultimatecarpage.com/car/410/Peugeot-205-T16-Group-B.html and Wikipedia
Tuesday, August 3, 2010
Citroen Visa sport
Visa Super X 1980-1982
The Super X has only been on sale from late 1980 until 1982. Only a limited number were built and it is now a rare car. This model was the 'performance' model, the 1.2 engine being almost identical to the 1.1, except for different bore and stroke with correspondingly different carburettors, distributors and so on.
To promote the Visa, a 'Trophйe Visa International' competition was established in 82. The Super X was redesigned for this purpose and the model named Visa Trophйe.
Visa Trophйe 1982-1983
To promote the quality of the Visa, Citroen asigned Guy Verrier to establish a 'Total Trophйe Visa International' competition in 1981 with Group V Visa's. The Super X was redesigned and the model named Visa Trophйe. To set even higher standards of performance, in 1982 the Trophйe was homologated as a Group B (class up to 1300cc) car of which 200 cars (82-83) were built in total. The Trophйe was a great success and won many rallies. The engine of the Super X was enlarged to 1299 cc, fitted with 2 carburettors. It produced in this form 100-150 bhp.
One of the prototypes for the Trophйe was designed by Lotus. Guy Verrier introduced a new formula every year. In 1984, the Citroлn-Total-Michelin Women's Trophy attracted thousands of women. The Marque competed in Kenya, Mille Lacs, San Remo and Monte Carlo.
Visa 1000 Pistes 1983-1984
The four-wheel drive Visa Mille Pistes was meant as a follow-up to the succesfull Trophйe Visa International. Citroen released the Mille Pistes end 1983 as a Group B car, and 200 were built. The Mille Pistes was even more succesfull than the Trophйe. Even nowadays, the Mille Pistes competes in many rallies!
The car was based on the GT, but with 4 (!) carburettors instead of 2 and four-wheel drive. Two round headlights, extended wings, and a special badge in the grille: two Citroen chevrons with an 'X' in
Visa GTi 1985-1988
The successor to the GT. With its new generation 1.6 105 bhp engine with fuel injection, it was capable of astonishing performances. The interior was pretty civilised, but with a sporting dashboard and good seats. Lowered suspension, close-ratio 5-speed gearbox, alloy wheels, and subtle details like extended wings, spoilers and twin round halogen head lights. For 1987 the power was increased to 115 bhp.
original source: http://www.citroenvisa.net/vindex.htm
Visa
Projet VD' or 'Voiture Diminuйe', as it was now called, addressed itself to the need for a small, robust, modern car. A number of styling exercises were undertaken but in 1974, Peugeot acquired Citroлn and the project was redefined (again) to incorporate the floor pan of the Peugeot 104, thereby permitting the use of the 104 engine and transmission.
Project VD eventually became three cars: LN(A), Visa and the closest to the original, the Axel which was built in Romania by Oltcit. The Axel comprises the original torsion bar suspension and lots of other original details. The LN and Visa use MacPherson struts at the front as in the Peugeot 104
Projet VD' or 'Voiture Diminuйe', as it was now called, addressed itself to the need for a small, robust, modern car. A number of styling exercises were undertaken but in 1974, Peugeot acquired Citroлn and the project was redefined (again) to incorporate the floor pan of the Peugeot 104, thereby permitting the use of the 104 engine and transmission.
Project VD eventually became three cars: LN(A), Visa and the closest to the original, the Axel which was built in Romania by Oltcit. The Axel comprises the original torsion bar suspension and lots of other original details. The LN and Visa use MacPherson struts at the front as in the Peugeot 104
Citroen DS
But if one looks a bit closer to all those DS/ID's, on a big Citroлn meeting for example, more (smaller) changes become obvious: In sept. 1959 the rear wings became a bit longer, in sept. 1962 the front changed (bumper, air-intakes), in sept. 1971 the door handles changed. If one looks at the interiors, different types of dashboards and a change of the shape and cloth of the seats in sept 1968 are observed.
A few other important changes are not easily seen : In sept. 1965 the DS got a completely new engine and gearbox, the ID followed on year later. Also changed in 1965 were the drive shafts, the front brakes and the way the wheels are mounted onto the hubs (5 bolts instead of just one central bolt).
ID19 with second front
Model years 1963 - 1967
DSpecial with third front
Model years 1968 - 1975
Much more smaller changes can be found on closer inspection and if one takes the time to study the different parts books that Citroлn published over the years, one gets the impression that hardly any part of a 1955 DS19 is really indentical to the same part on a 1975 DS20.
original source: http://www.citroen-ds-id.com/