tag:blogger.com,1999:blog-18962498452970841792024-03-19T08:17:08.224+05:30Autofarm
Know about ideas behind various stuffs in mechanical and automotive fieldAnonymoushttp://www.blogger.com/profile/07759071225209410566noreply@blogger.comBlogger786125tag:blogger.com,1999:blog-1896249845297084179.post-40721413856131945792013-11-02T07:56:00.001+05:302013-11-02T08:14:54.644+05:30Vehicle Dynamics III: Vertical oscillations<div dir="ltr" style="text-align: left;" trbidi="on">
<h3 class="instructor-name" style="text-align: justify;">
By Univ.-Prof. Dr.-Ing. Martin Meywerk - Professor for Automotive Engineering at the Helmut-Schmidt-University in Hamburg</h3>
<div class="instructor-name" style="text-align: justify;">
<span style="font-size: large;"><b><a href="https://iversity.org/c/32?r=6bd45" target="_blank">https://iversity.org/c/32?r=6bd45</a> </b></span></div>
<div class="c-course" style="text-align: justify;">
From Bugatti Veyron to Volkswagen Beetle, from racing to passenger car:
Learn how they behave on a country road and on the autobahn! </div>
<div style="text-align: center;">
<iframe allowfullscreen="" frameborder="0" height="360" src="//www.youtube.com/embed/vbhLPqWcVY0" width="480"></iframe>
</div>
<div class="c-course" style="text-align: justify;">
<br /></div>
<div class="c-course" style="text-align: justify;">
<b><span style="font-size: large;">About this course
</span></b></div>
<div style="text-align: justify;">
The mobility has influenced many areas of a human's life since the
invention of the wheel. While, in the early days of motorized vehicles,
technical developments concentrated on simple mechanical or electrical
issues , in the past decades, the electronics and with it, the
microprocessor technology have become a central part of innovation in
vehicles. Future developments of trendsetting style will be the
conversion of the drive train from purely internal combustion engine to
hybrid or alternative powertrain systems, the car-to-car communication
and the autonomous vehicles. Challenges that make these technical
developments partly necessary, come from a desirable reduction in CO2
emissions and an increase in the active safety. To understand the recent
developments, especially in the field of alternative propulsion
strategies and also in the area of autonomous or semi-autonomous
vehicles, a knowledge of the basic driving physics is essential, as
these innovations can be understood solely as the underlying laws of
physics are known.</div>
<div style="text-align: justify;">
For this reason three parts of the vehicle dynamics, the longitudinal, the lateral and the vertical dynamics are important. </div>
<div style="text-align: justify;">
<b><span style="font-size: large;">Vertical oscillations</span></b></div>
<div style="text-align: justify;">
In this third part vertical dynamic aspects of vehicles will be
illuminated, that means, we will describe a car running on a bumpy or
rough street.</div>
<div style="text-align: justify;">
We will start with an survey of suspensions and springs and dampers.
After this we will explain the description of rough streets and we will
give an introduction to Fourier integrals. Then we will have a closer
look at vertical models, and in the last fundamental part we will
describe the conflict between driving Safety and comfort. The course
will be finished by two applications from automotive mechatronics.</div>
<div style="text-align: justify;">
<b><span style="font-size: large;">Course Structure</span></b></div>
<ol style="text-align: justify;">
<li> Suspensions</li>
<li> Springs, Dampers</li>
<li> Stochastic Description of Road Surfaces</li>
<li> Fourier Integrals</li>
<li> Vertical Models</li>
<li> Conflict Between Driving Safety and Comfort</li>
<li> Application: Active Body Control</li>
<li> Application: Active Stabilizing Rod</li>
</ol>
<div style="text-align: justify;">
<b><span style="font-size: large;">Learning Outcomes</span></b></div>
<ul style="text-align: justify;">
<li>You will know different kinds of suspensions, springs and dampers</li>
<li>You will know the description of rough and bumpy streets</li>
<li>You understand the Fourier integral</li>
<li>You understand the conflict between driving safety and comfort</li>
<li>You are able to calculate simple properties of a car</li>
</ul>
<div style="text-align: justify;">
<b><span style="font-size: large;">Workload</span></b></div>
<div style="text-align: justify;">
Per week: 135 - 260 min.</div>
<ul style="text-align: justify;">
<li>one video divided in 5 to 7 portions: 45 min.</li>
<li>5 – 7 question-clusters for knowledge: 20 -30 min.</li>
<li>2 – 3 question-clusters for comprehension: 25 – 50 min.</li>
<li>Guided calculation for application</li>
<li>P2P-problems to train analysis and synthesis skills: 45 min.</li>
<li>wrap-up: 0 – 90 min. (depends on your previous knowledge and your comprehension)
Preparation of the exam: 30 h</li>
</ul>
<div style="text-align: justify;">
<b><span style="font-size: large;">Course Format</span></b></div>
<div style="text-align: justify;">
The course uses a mixture of Screencasts (with handwritten
derivations, drawings, formulas), Powerpoint slides and videos from real
cars, simulated cars and testrigs. </div>
<div style="text-align: justify;">
<b><span style="font-size: large;">Assessments</span></b></div>
<div style="text-align: justify;">
To assess the different levels of learning this course will use different form of assessments:</div>
<ul style="text-align: justify;">
<li>Knowledge: Multiple choice, </li>
<li>Comprehension: correlation between statements and parts of diagrams,
formulas or driving maneuver (visualized by short simulation videos);</li>
<li>Application: short guided calculations (open office),</li>
<li>Analysis: P2P-problems: longer calculations or drawings</li>
</ul>
<div style="text-align: justify;">
<b><span style="font-size: large;">Prior Knowledge</span></b></div>
<div style="text-align: justify;">
You should have been successful in university courses in basic
mathematics and in basic engineering mechanics, especially you need:</div>
<ul style="text-align: justify;">
<li>Algebra</li>
<li>Trigonometric Functions</li>
<li>Differential calculus</li>
<li>Linear Algebra: Vectors, Coordinate systems etc.</li>
<li>Force, Torque, Equilibrium</li>
<li>Mass, Center of Gravity, Moment of Inertia</li>
<li>Method of Sections, Friction, Newton's Law</li>
<li>(Fourier’s integral)</li>
</ul>
</div>
Anonymoushttp://www.blogger.com/profile/07759071225209410566noreply@blogger.com339tag:blogger.com,1999:blog-1896249845297084179.post-5729322136273826472013-11-02T07:44:00.001+05:302013-11-02T08:00:33.219+05:30 Vehicle Dynamics II: Cornering <div dir="ltr" style="text-align: left;" trbidi="on">
<div style="text-align: justify;">
By Univ.-Prof. Dr.-Ing. Martin Meywerk ,Helmut-Schmidt-Universität - Universität der Bundeswehr Hamburg<br />
<b><span style="font-size: large;"><a href="https://iversity.org/c/31?r=6bd45" target="_blank">https://iversity.org/c/31?r=6bd45</a></span></b></div>
<div style="text-align: justify;">
<br /></div>
<div style="text-align: justify;">
From Bugatti Veyron to Volkswagen Beetle, from racing to passenger car: Learn how they corner and drift, under- and over-steer!</div>
<div style="text-align: center;">
<iframe allowfullscreen="" frameborder="0" height="360" src="//www.youtube.com/embed/VkbmjgNto3E" width="480"></iframe>
</div>
<div style="text-align: justify;">
<br /></div>
<div class="c-course" style="text-align: justify;">
<b><span style="font-size: large;">About this course</span></b></div>
<div style="text-align: justify;">
The mobility has influenced many areas of a human's life since the
invention of the wheel. While, in the early days of motorized vehicles,
technical developments concentrated on simple mechanical or electrical
issues , in the past decades, the electronics and with it, the
microprocessor technology have become a central part of innovation in
vehicles. Future developments of trendsetting style will be the
conversion of the drive train from purely internal combustion engine to
hybrid or alternative powertrain systems, the car-to-car communication
and the autonomous vehicles. Challenges that make these technical
developments partly necessary, come from a desirable reduction in CO2
emissions and an increase in the active safety. To understand the recent
developments, especially in the field of alternative propulsion
strategies and also in the area of autonomous or semi-autonomous
vehicles, a knowledge of the basic driving physics is essential, as
these innovations can be understood solely as the underlying laws of
physics are known.</div>
<div style="text-align: justify;">
For this reason three parts of the vehicle dynamics, the longitudinal, the lateral and the vertical dynamics are important. </div>
<div style="text-align: justify;">
<b><span style="font-size: large;">Cornering</span></b></div>
<div style="text-align: justify;">
In this second part lateral dynamic aspects of vehicles will be
illuminated, that means the cornering of a car will be explained.<br />
We will start with a simple single-track model, then we will describe
the slip angle of a wheel. The slip angle results in cornering forces,
which are essential for understanding lateral dynamics. After that, we
will look at the dependency between longitudinal and lateral forces
using Kamm’s circle and Krempel’s diagram. Then we will illuminate
steady state cornering, stability and the influence of different weight
distributions between inner and outer side wheels of the car. The course
will be finished by two applications from automotive mechatronics.</div>
<div style="text-align: justify;">
<b><span style="font-size: large;"><span style="font-weight: normal;">Course Structure</span></span></b></div>
<ol style="text-align: justify;">
<li> Single Track Model</li>
<li> Slip Angle</li>
<li> Cornering Force</li>
<li> Kamm's Circle, Krempel's Diagram</li>
<li> Steady State Cornering</li>
<li> Stability</li>
<li> Influence of Left/Right Weights</li>
<li> Application: ESP, DSC</li>
</ol>
<div style="text-align: justify;">
<b><span style="font-size: large;">Learning Outcomes</span></b></div>
<ul style="text-align: justify;">
<li>You will understand basic principles of cornering of a car</li>
<li>You will know slip angle and cornering forces</li>
<li>You understand the single track model</li>
<li>You understand the steady state cornering, stability and the
influence of different weight distribution between inner and outer side
of the car</li>
<li>You are able to calculate simple properties of a car</li>
</ul>
<div style="text-align: justify;">
<b><span style="font-size: large;">Workload</span></b></div>
<div style="text-align: justify;">
Per week: 135 - 260 min.</div>
<ul style="text-align: justify;">
<li>one video divided in 5 to 7 portions: 45 min.</li>
<li>5 – 7 question-clusters for knowledge: 20 -30 min.</li>
<li>2 – 3 question-clusters for comprehension: 25 – 50 min.</li>
<li>Guided calculation for application</li>
<li>P2P-problems to train analysis and synthesis skills: 45 min.</li>
<li>wrap-up: 0 – 90 min. (depends on your previous knowledge and your comprehension)
Preparation of the exam: 30 h</li>
</ul>
<div style="text-align: justify;">
<b><span style="font-size: large;">Course Format</span></b></div>
<div style="text-align: justify;">
The course uses a mixture of Screencasts (with handwritten
derivations, drawings, formulas), Powerpoint slides and videos from real
cars, simulated cars and testrigs. </div>
<div style="text-align: justify;">
<b><span style="font-size: large;">Assessments</span></b></div>
<div style="text-align: justify;">
To assess the different levels of learning this course will use different form of assessments:</div>
<ul style="text-align: justify;">
<li>Knowledge: Multiple choice, </li>
<li>Comprehension: correlation between statements and parts of diagrams,
formulas or driving maneuver (visualized by short simulation videos);</li>
<li>Application: short guided calculations (open office),</li>
<li>Analysis: P2P-problems: longer calculations or drawings</li>
</ul>
<div style="text-align: justify;">
<b><span style="font-size: large;">Prior Knowledge</span></b></div>
<div style="text-align: justify;">
You should have been successful in university courses in basic
mathematics and in basic engineering mechanics, especially you need:</div>
<ul style="text-align: justify;">
<li>Algebra</li>
<li>Trigonometric Functions</li>
<li>Differential calculus</li>
<li>Linear Algebra: Vectors, Coordinate systems etc.</li>
<li>Force, Torque, Equilibrium</li>
<li>Mass, Center of Gravity, Moment of Inertia</li>
<li>Method of Sections, Friction, Newton's Law</li>
<li>(Lagrange’s Transf., Stability, ODE)</li>
</ul>
</div>
Anonymoushttp://www.blogger.com/profile/07759071225209410566noreply@blogger.com7tag:blogger.com,1999:blog-1896249845297084179.post-44495588771727646022013-11-02T07:35:00.003+05:302013-11-02T08:01:41.541+05:30Vehicle Dynamics I: Accelerating and Braking<div dir="ltr" style="text-align: left;" trbidi="on">
<h3 class="instructor-name" style="text-align: justify;">
By Univ.-Prof. Dr.-Ing. Martin Meywerk - Professor for Automotive Engineering at the Helmut-Schmidt-University in Hamburg</h3>
<h2 class="instructor-name" style="text-align: justify;">
<span style="font-size: large;"><a href="https://iversity.org/c/30?r=6bd45" target="_blank">https://iversity.org/c/30?r=6bd45</a></span></h2>
<div style="text-align: justify;">
</div>
<div class="c-course" style="text-align: justify;">
From Bugatti Veyron to Volkswagen Beetle, from racing to passenger car: Learn here how they speed-up and slow-down! </div>
<div style="text-align: center;">
<iframe allowfullscreen="" frameborder="0" height="360" src="//www.youtube.com/embed/tg9RX53m524" width="480"></iframe>
</div>
<div class="c-course" style="text-align: justify;">
<b><span style="font-size: large;">About this course
</span></b></div>
<div style="text-align: justify;">
</div>
<div style="text-align: justify;">
The mobility has influenced many areas of a human's life since
the invention of the wheel. While, in the early days of motorized
vehicles, technical developments concentrated on simple mechanical or
electrical issues , in the past decades, the electronics and with it,
the microprocessor technology have become a central part of innovation
in vehicles. Future developments of trendsetting style will be the
conversion of the drive train from purely internal combustion engine to
hybrid or alternative powertrain systems, the car-to-car communication
and the autonomous vehicles. Challenges that make these technical
developments partly necessary, come from a desirable reduction in CO2
emissions and an increase in the active safety. To understand the recent
developments, especially in the field of alternative propulsion
strategies and also in the area of autonomous or semi-autonomous
vehicles, knowledge of the basic driving physics is essential, as these
innovations can be understood solely as the underlying laws of physics
are known.</div>
<div style="text-align: justify;">
For this reason three parts of the vehicle dynamics, the longitudinal, the lateral and the vertical dynamics are important. </div>
<div style="text-align: justify;">
<b><span style="font-size: large;">Acceleration and Braking</span></b></div>
<div style="text-align: justify;">
In this first part longitudinal dynamic aspects of vehicles will be illuminated. <br />
Clear and brief: acceleration and braking<br />
In Detail: After an introduction we will look at driving resistances and
slip, we will explain the demand of power and limits of a car, then we
will clarify the needs for clutch and gear and we will look at the rear
and front weights during acceleration and braking. The course will be
finished by two applications from automotive mechatronics.</div>
<div style="text-align: justify;">
<b><span style="font-size: large;">Course Structure</span></b></div>
<ol style="text-align: justify;">
<li> Introduction</li>
<li> Driving Resistance</li>
<li> Slip</li>
<li> Power Demand, Limits</li>
<li> Clutch, Gearbox</li>
<li> Front/Rear Weights</li>
<li> Application: Anti-Lock Braking System</li>
<li> Application: Recovery of energy</li>
</ol>
<div style="text-align: justify;">
<b><span style="font-size: large;">Learning Outcomes</span></b></div>
<ul style="text-align: justify;">
<li>You will understand basic principles of accelerating and braking a car</li>
<li>You will know the driving resistances and their influences to vehicle dynamics</li>
<li>You understand the discrepancy between demands and limits of powertrain</li>
<li>You understand the necessity of gears and clutch</li>
<li>You understand the correlation between braking, wheel load and recovery of energy</li>
<li>You are able to calculate simple properties of a car</li>
</ul>
<div style="text-align: justify;">
<b><span style="font-size: large;">Workload</span></b></div>
<div style="text-align: justify;">
Per week: 135 - 260 min.</div>
<ul style="text-align: justify;">
<li>one video divided in 5 to 7 portions: 45 min.</li>
<li>5 – 7 question-clusters for knowledge: 20 -30 min.</li>
<li>2 – 3 question-clusters for comprehension: 25 – 50 min.</li>
<li>Guided calculation for application</li>
<li>P2P-problems to train analysis and synthesis skills: 45 min.</li>
<li>wrap-up: 0 – 90 min. (depends on your previous knowledge and your comprehension)
Preparation of the exam: 30 h</li>
</ul>
<div style="text-align: justify;">
<b><span style="font-size: large;">Course Format</span></b></div>
<div style="text-align: justify;">
The course uses a mixture of Screencasts (with handwritten
derivations, drawings, formulas), Powerpoint slides and videos from real
cars, simulated cars and testrigs. </div>
<div style="text-align: justify;">
<b><span style="font-size: large;">Assessments</span></b></div>
<div style="text-align: justify;">
To assess the different levels of learning this course will use different form of assessments:</div>
<ul style="text-align: justify;">
<li>Knowledge: Multiple choice, </li>
<li>Comprehension: correlation between statements and parts of diagrams,
formulas or driving maneuver (visualized by short simulation videos);</li>
<li>Application: short guided calculations (open office),</li>
<li>Analysis: P2P-problems: longer calculations or drawings</li>
</ul>
<div style="text-align: justify;">
<b><span style="font-size: large;">Prior Knowledge</span></b></div>
You should have been successful in university courses in basic
mathematics and in basic engineering mechanics, especially you need:
<br />
<ul style="text-align: justify;">
<li>Algebra</li>
<li>Trigonometric Functions</li>
<li>Differential calculus</li>
<li>Linear Algebra: Vectors, Coordinate systems etc.</li>
<li>Force, Torque, Equilibrium</li>
<li>Mass, Center of Gravity, Moment of Inertia</li>
<li>Method of Sections, Friction, Newton's Law</li>
<li>(Lagrange's Equation) </li>
</ul>
</div>
Anonymoushttp://www.blogger.com/profile/07759071225209410566noreply@blogger.com5tag:blogger.com,1999:blog-1896249845297084179.post-37598389451221729742013-11-02T07:07:00.001+05:302013-11-02T08:02:01.413+05:30Modelling and Simulation using MATLAB® - Free online courses by German University Professors<div dir="ltr" style="text-align: left;" trbidi="on">
<h2 class="instructor-name" style="text-align: justify;">
By Prof. Dr.-Ing. Georg Fries
<a href="https://iversity.org/c/13?r=6bd45" target="_blank"><span style="font-size: large;">https://iversity.org/c/13?r=6bd45</span> </a></h2>
<div style="text-align: justify;">
<i>Professor of Digital Signal Processing, Department of Engineering, RheinMain University of Applied Sciences, Wiesbaden</i></div>
<div style="text-align: justify;">
<br /></div>
<div style="text-align: justify;">
<i>How can I build a robot, construct a space station on Mars or realize an
adventurous new business venture? There can be no progress or
innovation without modelling and simulation. Now you can learn how to
design, prove and plan just about everything.</i></div>
<div style="text-align: center;">
<iframe allowfullscreen="" frameborder="0" height="315" src="//www.youtube.com/embed/-RvJqO_GAtk" width="560"></iframe>
</div>
<div style="text-align: justify;">
<i></i></div>
<div class="c-course" style="text-align: justify;">
<b><span style="font-size: large;">About this course
</span></b></div>
<div style="text-align: justify;">
</div>
<div style="text-align: justify;">
Technical progress wouldn’t be possible without modelling and
simulation. They are starting point and basis in most cases of research
and development. Modelling and simulation make a particular part or
feature of the world easier to define, visualize, quantify and
understand. Both require identifying and selecting relevant aspects of a
situation in the real world and then using different types of models
for different aims and defining the best fitting model parameters. </div>
<div style="text-align: justify;">
MATLAB is a high-level programming language and an environment for
numerical computation and visualization. You can analyse data and create
models for a wide range of applications, including signal processing
and communications, image and video processing, control engineering and
computational finance. </div>
<div style="text-align: justify;">
In this course you will learn the basics of modelling and simulation
from an interdisciplinary perspective. In addition, we will teach you
how to develop models using MALTAB and the block diagram environment
Simulink.</div>
<div style="text-align: justify;">
<b><span style="font-size: large;">Why this MOOC is interdisciplinary</span></b></div>
<div style="text-align: justify;">
Scientific disciplines have their own ideas about specific types of
modelling. Such as conceptual models to better understand the subject,
graphical models to visualize the subject, operational models to
operationalize and mathematical models to quantify the subject. In this
course, our experts from three disciplines look at modelling concepts
from various angles: </div>
<ul style="text-align: justify;">
<li>Technological view</li>
<li>Economic perspective</li>
<li>Importance of knowledge management.</li>
</ul>
<div style="text-align: justify;">
<b><span style="font-size: large;">Course Contents</span></b></div>
<div style="text-align: justify;">
The course is divided in two sections. The first part (A) teaches the
basics and is mandatory to all participants. Within the second part of
the course (B) you have the opportunity to choose from a catalogue of
applications (MOOClets) to work on selected examples. </div>
<div style="text-align: justify;">
<b>Part A – Interdisciplinary Introduction to modelling and simulation</b></div>
<ul style="text-align: justify;">
<li>Modelling</li>
<li>Simulation</li>
<li>Introduction to MATLAB concepts</li>
<li>Building a business case </li>
<li>Methods to solve formal problems</li>
<li>Knowledge management </li>
<li>Introduction to Simulink</li>
</ul>
<div style="text-align: justify;">
<b>Part B – Selectable Applications of modelling and simulation (MOOClets)</b><br />
<i>You can choose three to five applications according to your preference and knowledge from the following catalogue:</i></div>
<ul style="text-align: justify;">
<li>Simulation of a water treatment plant</li>
<li>Application 'modelling a business base'</li>
<li>Application 'knowledge management'</li>
<li>Control engineering I – 'controlling Lego® NXT robots'</li>
<li>Control engineering II – 'line tracking with Lego® Segway'</li>
<li>Control engineering III – 'a Segway – how does it work?'</li>
<li>Image processing I – ‘statistics for image processing and machine learning’</li>
<li>Image processing II – 'a brief introduction to image processing'</li>
<li>Image processing III – ‘application of machine learning algorithms in a nutshell'</li>
<li>Quality measurement of video cameras (lenses and sensors)</li>
<li>Acoustic simulation of musical instruments</li>
<li>… (further chapters are planned)</li>
</ul>
<div style="text-align: justify;">
<b><span style="font-size: large;">Learning with the MOOC</span></b></div>
<div style="text-align: justify;">
During the term of the MOOC we will offer video lectures that convey
modelling and simulation step by step in a descriptive way. You will
exercise the issues in interactive tasks and weekly homework.<br />
The MOOC platform is a networking tool. You can benefit from the
peer-to-peer learning and the forum within the course. While not
required, we recommend creating learning groups and to engage in the
community.<br />
Experimentation and playful learning are part of the MOOC.</div>
<div style="text-align: justify;">
<b><span style="font-size: large;">Learning Outcomes</span></b></div>
<ul style="text-align: justify;">
<li>Students are acquainted with the concepts of modelling and simulation from an interdisciplinary point of view</li>
<li>Students are able to implement and simulate models using MATLAB/Simulink</li>
<li>Depending on the selected applications in part B of the course
students get deeper know how in control engineering, image processing,
machine learning, business case modelling, knowledge management and
simulation of a water treatment plant.</li>
<li>Enthusiastic students with only simple programming knowledge get an understanding of the basic MATLAB programming.</li>
</ul>
<div style="text-align: justify;">
<b><span style="font-size: large;">Prior Knowledge</span></b></div>
<div style="text-align: justify;">
Mathematics and physics knowledge of secondary level education and programming knowledge are recommended. </div>
<div style="text-align: justify;">
<b><span style="font-size: large;">Workload</span></b></div>
<ul style="text-align: justify;">
<li>Approx. 8-12 hours per week.</li>
<li>12 Units including individual selected applications of Part B.</li>
<li>Experimentation and a deeper look at the topics as you like.</li>
</ul>
</div>
Anonymoushttp://www.blogger.com/profile/07759071225209410566noreply@blogger.com4tag:blogger.com,1999:blog-1896249845297084179.post-25104776999390981692013-08-16T22:37:00.000+05:302013-08-16T22:37:08.018+05:30Low Pollution Alternate Fuel Vehicles<div dir="ltr" style="text-align: left;" trbidi="on">
<div class="main" style="background-color: white; font-family: Arial, Helvetica, sans-serif; line-height: 18px; margin: 0px; padding: 0px;">
Isuzu is developing low-pollution vehicles using alternative energy sources or hybrid systems to reduce emissions. Such vehicles are not only a vital step toward achieving lower emissions of pollutants, they will also contribute to the more effective utilization of limited resources.</div>
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<span style="font-size: small;">The CNG-powered engines emit very low NOx carbon monoxide (CO) and hydrocarbons (HC) and virtually no particulate matter (PM) at all. Another characteristic of natural gas, of which the main constituent gas is methane, is that it produces very little CO<img alt="2" border="0" height="12" src="http://www.isuzu.co.jp/world/image/common/txt_2.gif" style="border: 0px; vertical-align: baseline;" width="4" />. Isuzu produces three-way catalytic converter-equipped CNG vehicles that achieve an excellent low-pollution emission performance.</span></div>
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<span style="font-size: small;">CNG (Compressed Natural Gas) is available from the significant reserves of natural gas that exist in many places around the world. Unlike in the case of petroleum, the bulk of supplies are not concentrated in the Middle East and reserves of natural gas are considered to be much larger than those of petroleum. Accordingly, this fuel has an important role in maintaining a stable supply of energy.</span></div>
</td><td width="10"><br /></td><td width="215"><img alt="ELF CNG-MPI (Multi Point Injection)" border="0" height="177" src="http://www.isuzu.co.jp/world/technology/low/image/img01.jpg" style="border: 0px; vertical-align: baseline;" vspace="3" width="320" /><br /><span class="ssubnoh" style="font-size: 11px; line-height: 1.2;">ELF CNG-MPI (Multi Point Injection)</span><br /><br /><span style="font-size: x-small;"><span class="ssubbnoh" style="font-weight: bold; line-height: 1.2;">[Advantages]</span><span class="ssubnoh" style="line-height: 1.2;"><img alt="" border="0" height="11" src="http://www.isuzu.co.jp/world/image/common/scl_noh.gif" style="border: 0px; vertical-align: baseline;" width="10" />Zero PM emission<br /><img alt="" border="0" height="11" src="http://www.isuzu.co.jp/world/image/common/scl_noh.gif" style="border: 0px; vertical-align: baseline;" width="10" />Low NOx emission<br /><img alt="" border="0" height="11" src="http://www.isuzu.co.jp/world/image/common/scl_noh.gif" style="border: 0px; vertical-align: baseline;" width="10" />Very low CO<img alt="2" border="0" height="12" src="http://www.isuzu.co.jp/world/image/common/txt_2.gif" style="border: 0px; vertical-align: baseline;" width="4" /> emission </span><br /><br /><span class="ssubbnoh" style="font-weight: bold; line-height: 1.2;">[Disadvantages]</span><span class="ssubnoh" style="line-height: 1.2;"><img alt="" border="0" height="11" src="http://www.isuzu.co.jp/world/image/common/scl_noh.gif" style="border: 0px; vertical-align: baseline;" width="10" />Short running distance<br /><img alt="" border="0" height="11" src="http://www.isuzu.co.jp/world/image/common/scl_noh.gif" style="border: 0px; vertical-align: baseline;" width="10" />Heavy fuel container</span></span></td></tr>
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<img alt="" border="0" height="18" src="http://www.isuzu.co.jp/world/image/common/mk01.gif" style="background-color: white; border: 0px; font-family: Arial, Helvetica, sans-serif; font-size: 12px; line-height: 18px; vertical-align: baseline;" width="25" /><span class="main2b" style="background-color: white; color: #666666; font-family: Arial, Helvetica, sans-serif; font-weight: bold; line-height: 18px;">Dimethyl Ethel Engine (DME) Vehicles</span></div>
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<tr valign="top"><td width="345"><span style="font-size: small;"><span class="main" style="line-height: 1.5;">With various advantages, The DME engine is getting wide recognition as a next generation, alternative-fuel powerplant. DME emits no black smoke and very little PM and Nox.</span><br /><br /><span class="ssubnoh" style="line-height: 1.2;">Dimethyl Ether is made from charcoal and natural gas. It is very stable fuel which can be liquified under normal temperatures at low atmosperic pressure. Easy transportation and storage is also its advantage.</span></span></td><td><img alt="" border="0" height="1" src="http://www.isuzu.co.jp/world/image/common/dot.gif" style="border: 0px; vertical-align: baseline;" width="20" /></td><td width="215"><img alt="DME engine" border="0" height="207" src="http://www.isuzu.co.jp/world/technology/low/image/img03.jpg" style="border: 0px; vertical-align: baseline;" width="320" /><br /><br /><span class="ssubbnoh" style="font-size: 11px; font-weight: bold; line-height: 1.2;">[</span><span style="font-size: x-small;"><span class="ssubbnoh" style="font-weight: bold; line-height: 1.2;">Advantages]</span></span><table border="0" cellpadding="0" cellspacing="0"><tbody>
<tr valign="top"><td><span style="font-size: x-small;"><img alt="" border="0" height="11" src="http://www.isuzu.co.jp/world/image/common/scl_noh.gif" style="border: 0px; vertical-align: baseline;" width="10" /></span></td><td><span class="ssubnoh" style="line-height: 1.2;"><span style="font-size: x-small;">Zero PM emission and black smoke</span></span></td></tr>
<tr valign="top"><td><span style="font-size: x-small;"><img alt="" border="0" height="11" src="http://www.isuzu.co.jp/world/image/common/scl_noh.gif" style="border: 0px; vertical-align: baseline;" width="10" /></span></td><td><span class="ssubnoh" style="line-height: 1.2;"><span style="font-size: x-small;">Very low Nox emission</span></span></td></tr>
<tr valign="top"><td><span style="font-size: x-small;"><img alt="" border="0" height="11" src="http://www.isuzu.co.jp/world/image/common/scl_noh.gif" style="border: 0px; vertical-align: baseline;" width="10" /></span></td><td><span class="ssubnoh" style="line-height: 1.2;"><span style="font-size: x-small;">Good fuel economy equivalent to diesel engine</span></span></td></tr>
<tr valign="top"><td><span style="font-size: x-small;"><img alt="" border="0" height="11" src="http://www.isuzu.co.jp/world/image/common/scl_noh.gif" style="border: 0px; vertical-align: baseline;" width="10" /></span></td><td><span class="ssubnoh" style="line-height: 1.2;"><span style="font-size: x-small;">Easy handling</span></span></td></tr>
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<span style="font-size: x-small;"><br /><span class="ssubbnoh" style="font-weight: bold; line-height: 1.2;">[Disadvantages]</span></span><table border="0" cellpadding="0" cellspacing="0"><tbody>
<tr><td valign="top"><span style="font-size: x-small;"><img alt="" border="0" height="11" src="http://www.isuzu.co.jp/world/image/common/scl_noh.gif" style="border: 0px; vertical-align: baseline;" width="10" /></span></td><td><span class="ssubnoh" style="line-height: 1.2;"><span style="font-size: x-small;">Shorter running distance than diesel engine</span></span></td></tr>
<tr><td valign="top"><span style="font-size: x-small;"><img alt="" border="0" height="11" src="http://www.isuzu.co.jp/world/image/common/scl_noh.gif" style="border: 0px; vertical-align: baseline;" width="10" /></span></td><td><span class="ssubnoh" style="line-height: 1.2;"><span style="font-size: x-small;">Unsufficient Infrastracture</span></span></td></tr>
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<img alt="" border="0" height="18" src="http://www.isuzu.co.jp/world/image/common/mk01.gif" style="background-color: white; border: 0px; font-family: Arial, Helvetica, sans-serif; line-height: 18px; vertical-align: baseline;" width="25" /><span class="main2b" style="background-color: white; color: #666666; font-family: Arial, Helvetica, sans-serif; font-weight: bold; line-height: 18px;">Diesel Hybrid Vehicles</span></div>
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<tr valign="top"><td width="345"><span style="font-size: small;"><span class="main" style="line-height: 1.5;">Hybrid vehicles are designed to realize low pollution and energy saving by dual power sources. Isuzu's Elf diesel hybrid achieves low-CO<img alt="2" border="0" height="12" src="http://www.isuzu.co.jp/world/image/common/txt_2.gif" style="border: 0px; vertical-align: baseline;" width="4" /> emission levels and high fuel efficiency by fully extracting energy available when the vehicle decelerates. It uses diesel for fuel, needs no special infrastructure, and can be serviced anywhere. In addition, the Elf Diesel hybrid truck employs Isuzu's original hybrid system, which was optimized for light-duty trucks. The system achieves excellent fuel economy compared to other hybrid vehicles, and delivers the high durability and safety performance required by commercial vehicles at the same time.<br />The Elf diesel hybrid truck has the following features:</span></span><table border="0" cellpadding="0" cellspacing="0"><tbody>
<tr valign="top"><td><span class="main" style="line-height: 1.5;">• </span></td><td style="text-align: justify;"><span class="main" style="line-height: 1.5;">The hybrid system is based on the 4HL1 diesel engine. In addition to assisting the engine by adding an electric motor, the Smoother-E automatic shift system allows high-efficiency regenerative energy and automatic shifting in fuel-saving speed ranges.</span></td></tr>
<tr valign="top"><td style="text-align: justify;"><span class="main" style="line-height: 1.5;">• </span></td><td style="text-align: justify;"><span class="main" style="line-height: 1.5;">For the first time on a domestic truck, a Lithium-ion battery is used that provides approximately 3 times longer life than a nickel metal hydride battery.</span></td></tr>
<tr valign="top"><td style="text-align: justify;"><span class="main" style="line-height: 1.5;">• </span></td><td style="text-align: justify;"><span class="main" style="line-height: 1.5;">A PTO-type parallel drive hybrid system is employed, so that even if a failure occurs in the hybrid system, the motor and generator being installed on a shaft different from that of the engine, driving can be continued on just the diesel engine, without interference to the engine driveline.</span></td></tr>
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</td><td><img alt="" border="0" height="1" src="http://www.isuzu.co.jp/world/image/common/dot.gif" style="border: 0px; vertical-align: baseline;" width="10" /></td><td width="215"><img alt="ELF Diesel Hybrid" border="0" height="178" src="http://www.isuzu.co.jp/world/technology/low/image/img04.jpg" style="border: 0px; vertical-align: baseline;" vspace="3" width="320" /><br /><span class="ssub" style="font-size: 11px; line-height: 1.2;">ELF Diesel Hybrid</span><br /><br /><span style="font-size: x-small;"><span class="ssubbnoh" style="font-weight: bold; line-height: 1.2;">[Advantages]</span></span><table border="0" cellpadding="0" cellspacing="0" style="width: 100%px;"><tbody>
<tr valign="top"><td><span style="font-size: x-small;"><img alt="" border="0" height="11" src="http://www.isuzu.co.jp/world/image/common/scl_noh.gif" style="border: 0px; vertical-align: baseline;" width="10" /></span></td><td><span class="ssubnoh" style="line-height: 1.2;"><span style="font-size: x-small;">Improved fuel consumption resulting in lower CO<img alt="2" border="0" height="12" src="http://www.isuzu.co.jp/world/image/common/txt_2.gif" style="border: 0px; vertical-align: baseline;" width="4" /> emissions</span></span></td></tr>
<tr valign="top"><td><span style="font-size: x-small;"><img alt="" border="0" height="11" src="http://www.isuzu.co.jp/world/image/common/scl_noh.gif" style="border: 0px; vertical-align: baseline;" width="10" /></span></td><td><span class="ssubnoh" style="line-height: 1.2;"><span style="font-size: x-small;">Reduced exhaust emissions during start up and acceleration</span></span></td></tr>
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<span style="font-size: x-small;"><br /><span class="ssubbnoh" style="font-weight: bold; line-height: 1.2;">[Disadvantages]</span></span><table border="0" cellpadding="0" cellspacing="0"><tbody>
<tr valign="top"><td><span style="font-size: x-small;"><img alt="" border="0" height="11" src="http://www.isuzu.co.jp/world/image/common/scl_noh.gif" style="border: 0px; vertical-align: baseline;" width="10" /></span></td><td><span class="ssubnoh" style="line-height: 1.2;"><span style="font-size: x-small;">Complex systems and high maintenance costs</span></span></td></tr>
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<tr><td bgcolor="#ffffcc"><span class="main" style="line-height: 1.5;">When starting and accelerating, or when the engine is under a heavy load, the vehicle runs on both the engine and electric motor using battery power<br /><br /><br /> </span></td></tr>
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<tr><td bgcolor="#ffffcc"><span class="main" style="line-height: 1.5;">Vehicle runs as a fuel-efficient diesel engine during constant-speed runs only. The Smoother-E automatic shift changes speeds automatically for optimum fuel economy.<br /><br /> </span></td></tr>
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<tr><td bgcolor="#ffffcc"><span class="main" style="line-height: 1.5;">When decelerating, Smoother-E automatic shift automatically disengages clutch to prevent loss of regenerative energy, charging on battery efficiently.<br /><br /> </span></td></tr>
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<tr><td bgcolor="#ffffcc"><span class="main" style="line-height: 1.5;">After stopping, moving the shift lever into the N position will stop the engine automatically. Moving the lever to D restarts the engine. Gas emission is reduced, while fuel economy is improved at the same time.</span></td></tr>
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<img alt="" border="0" height="18" src="http://www.isuzu.co.jp/world/image/common/mk01.gif" style="background-color: white; border: 0px; font-family: Arial, Helvetica, sans-serif; font-size: 12px; line-height: 18px; vertical-align: baseline;" width="25" /><span class="main2b" style="background-color: white; color: #666666; font-family: Arial, Helvetica, sans-serif; font-size: 12px; font-weight: bold; line-height: 18px;">Fuel Cell Vehicles</span></div>
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<tr valign="top"><td width="290"><span style="font-size: small;"><span class="main" style="line-height: 1.5;">Fuel cell vehicles are highly advanced low-pollution vehicles that generate electricity through a chemical reaction between hydrogen and oxygen and use this electricity to drive a motor. R&D is currently proceeding into a system for storing hydrogen in a special alloy and a system utilizing methanol. Fuel cells are highly fuel-efficient, so they are considered as the next-generation of vehicle powerplants.</span></span></td><td><img alt="" border="0" height="1" src="http://www.isuzu.co.jp/world/image/common/dot.gif" style="border: 0px; vertical-align: baseline;" width="20" /></td><td width="270"><span style="font-size: x-small;"><img alt="illust image" border="0" height="88" src="http://www.isuzu.co.jp/world/technology/low/image/img06.gif" style="border: 0px; vertical-align: baseline;" vspace="5" width="320" /><br /><span class="ssubnoh" style="line-height: 1.2;">When water is electrolyzed it is split into hydrogen and oxygen. The principle of the fuel cell is based on the reversal of this reaction.</span></span></td></tr>
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Anonymoushttp://www.blogger.com/profile/07759071225209410566noreply@blogger.com2tag:blogger.com,1999:blog-1896249845297084179.post-78966291856644756192013-08-16T22:28:00.000+05:302013-08-16T22:28:14.295+05:30CO2 Reduction Technologies<div dir="ltr" style="text-align: left;" trbidi="on">
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<img alt="" border="0" height="18" src="http://www.isuzu.co.jp/world/image/common/mk01.gif" style="background-color: white; border: 0px; font-family: Arial, Helvetica, sans-serif; font-size: 12px; line-height: 18px; vertical-align: baseline;" width="25" /><span class="main2b" style="background-color: white; color: #666666; font-family: Arial, Helvetica, sans-serif; font-size: 12px; font-weight: bold; line-height: 18px;">Diesel Engine Combustion Systems</span></div>
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The quality of combustion in diesel engines depends on how quickly and how completely the fuel mixes with the air as it is injected into the combustion chamber. Two basic systems have been devised to improve this mixing: direct-injection and indirect-injection.</div>
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Direct-Injection</div>
</span><img alt="Direct-Injection System" border="0" class="fr" height="165" src="http://www.isuzu.co.jp/world/technology/clean/image/cleaner01_01.gif" style="background-color: white; border: 0px; float: right; font-family: Arial, Helvetica, sans-serif; font-size: 12px; line-height: 18px; text-align: right; vertical-align: baseline;" width="155" /><br />
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The direct-injection system introduces the fuel directly into the combustion chamber. Direct-injection promotes good fuel economy, but the air swirling is not strong enough to achieve an ideal mixture with the fuel. This weakness is overcome with specially designed chambers and air-intake ports, and by the use of high-pressure fuel injection. Direct-injection diesel engines are gathering increasing popularity. They are now used in nearly all trucks with payloads of four tons or more and also in a significant proportion of passenger cars in Europe. The most popular form of direct-injection system provides a strong swirl of air in the combustion chamber to aid the air-fuel mixing process, with the fuel being injected under high pressure from four or five nozzle holes.</div>
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<tr><td bgcolor="#ffffff"><span class="mainb" style="font-weight: bold; line-height: 1.5;"> Advantages</span><br /><table border="0" cellpadding="3" cellspacing="0"><tbody>
<tr valign="top"><td><img alt="" border="0" height="12" src="http://www.isuzu.co.jp/world/image/common/list01_noh.gif" style="border: 0px; vertical-align: baseline;" width="6" /></td><td>Minimized surface area raises thermal efficiency and reduces heat loss, resulting in good fuel economy.</td></tr>
<tr valign="top"><td><img alt="" border="0" height="12" src="http://www.isuzu.co.jp/world/image/common/list01_noh.gif" style="border: 0px; vertical-align: baseline;" width="6" /></td><td>Simple cylinder head design is durable and reliable, partly because it is largely unaffected by heat or pressure distortion.</td></tr>
<tr valign="top"><td><img alt="" border="0" height="12" src="http://www.isuzu.co.jp/world/image/common/list01_noh.gif" style="border: 0px; vertical-align: baseline;" width="6" /></td><td>Engine starts easily, and preheating with a glow plug is not necessary.</td></tr>
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<span class="mainb" style="font-weight: bold; line-height: 1.5;"> Disadvantages</span><br /><table border="0" cellpadding="3" cellspacing="0"><tbody>
<tr valign="top"><td><img alt="" border="0" height="12" src="http://www.isuzu.co.jp/world/image/common/list01_noh.gif" style="border: 0px; vertical-align: baseline;" width="6" /></td><td>Current designs produce more NOx emissions than indirect-injection systems.</td></tr>
<tr valign="top"><td><img alt="" border="0" height="12" src="http://www.isuzu.co.jp/world/image/common/list01_noh.gif" style="border: 0px; vertical-align: baseline;" width="6" /></td><td>Not ideally suited to high-revolution vehicles (passenger cars) due to difficulties in creating an ideal swirl.</td></tr>
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<span style="background-color: white; color: #666666; font-family: Arial, Helvetica, sans-serif; font-size: 12px; font-weight: bold; line-height: 18px;">Indirect-Injection</span></div>
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The indirect-injection system is currently limited to use in passenger cars and light-duty trucks. The most popular design features a spherical swirl chamber in the cylinder head. Air is forced into the chamber by the piston and begins swirling rapidly, which promotes a good mix when the fuel is injected. A preliminary combustion of the mixture takes place and heat rises, forcing the remaining unburned fuel into the chamber at high velocity, where it mixes well with the air and undergoes complete combustion.</div>
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<tr><td bgcolor="#ffffff"><span class="mainb" style="font-weight: bold; line-height: 1.5;"> Advantages</span><br /><table border="0" cellpadding="3" cellspacing="0"><tbody>
<tr valign="top"><td><img alt="" border="0" height="12" src="http://www.isuzu.co.jp/world/image/common/list01_noh.gif" style="border: 0px; vertical-align: baseline;" width="6" /></td><td>Suitable for fast engine speeds with high rpm.</td></tr>
<tr valign="top"><td><img alt="" border="0" height="12" src="http://www.isuzu.co.jp/world/image/common/list01_noh.gif" style="border: 0px; vertical-align: baseline;" width="6" /></td><td>Less vibration and noise.</td></tr>
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<span class="mainb" style="font-weight: bold; line-height: 1.5;"> Disadvantages</span><br /><table border="0" cellpadding="3" cellspacing="0"><tbody>
<tr valign="top"><td><img alt="" border="0" height="12" src="http://www.isuzu.co.jp/world/image/common/list01_noh.gif" style="border: 0px; vertical-align: baseline;" width="6" /></td><td>Additional chamber adds to design cost.</td></tr>
<tr valign="top"><td><img alt="" border="0" height="12" src="http://www.isuzu.co.jp/world/image/common/list01_noh.gif" style="border: 0px; vertical-align: baseline;" width="6" /></td><td>Greater surface area leads to heat loss and reduced fuel economy.</td></tr>
<tr valign="top"><td><img alt="" border="0" height="12" src="http://www.isuzu.co.jp/world/image/common/list01_noh.gif" style="border: 0px; vertical-align: baseline;" width="6" /></td><td>Higher temperature operation wears out parts faster.</td></tr>
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<img alt="" border="0" height="18" src="http://www.isuzu.co.jp/world/image/common/mk01.gif" style="background-color: white; border: 0px; font-family: Arial, Helvetica, sans-serif; font-size: 12px; line-height: 18px; vertical-align: baseline;" width="25" /><span class="main2b" style="background-color: white; color: #666666; font-family: Arial, Helvetica, sans-serif; font-size: 12px; font-weight: bold; line-height: 18px;">Intercooler-Equipped Turbocharger</span></div>
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Turbocharger</div>
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A turbocharger is a mechanism that increases the amount of air supplied to an internal combustion engine at higher than normal pressure by means of a turbine powered by the exhaust gases. By allowing more air to enter the cylinder while maintaining the exhaust amount at the same level, a turbocharger can improve combustion efficiency and improve the power output.</div>
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Intercooler</div>
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An intercooler is a device that cools the supplied air, which is heated to a high temperature upon being compressed in the turbocharger. Then, it will send the cool high-density air to the cylinder.</div>
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<tr><td bgcolor="#d0e7fc"><span class="mainb" style="font-weight: bold; line-height: 1.5;">Advantages of Turbo-Charged Engines</span><br /><img alt="The 6WF1-TC direct-injection engine" border="0" class="fr" height="135" src="http://www.isuzu.co.jp/world/technology/clean/image/cleaner01_04.jpg" style="border: 0px; float: right; text-align: right; vertical-align: baseline;" width="148" /><div class="main" style="line-height: 1.5; margin: 0px; padding: 0px;">
The turbocharger can supply large displacement to the cylinder, so that a high level of output can be obtained with a small exhaust volume. Achieving high power with a small exhaust volume means that the engine's weight and size can be made smaller, and this translates into a lighter vehicle weight and improved fuel efficiency. Moreover, a turbo-charged engine can generate 20% to 50% more torque* compared to a non-turbo-charged engine with the same displacement. These advantages make turbo-charged engines ideal for vehicles used for long-distance, high-speed transportation. On the other hand, non-turbo-charged engines feature high levels of torque in the low speed range, which gives them a better startup and acceleration performance and makes them suitable for vehicles used mainly for city driving involving repeated starting and stopping. In recent years, turbo-charged engines are getting more popular for their high fuel economy and remarkable power performance.</div>
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Torque is the rotational force generated by the movement of the crankshaft. The unit of torque is the Newton meter (Nm) or the kilogram meter (kgm). In principle, the higher an engine's combustion power, the greater the amount of torque it generates. For example, if a one-meter-long arm is fixed at right angles to a shaft and a 1kg weight is set at the tip, the force exerted on the shaft is 1Nm (1kgm).</div>
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Anonymoushttp://www.blogger.com/profile/07759071225209410566noreply@blogger.com0tag:blogger.com,1999:blog-1896249845297084179.post-91145614198548283682013-08-16T22:25:00.000+05:302013-08-16T22:37:22.645+05:30Diesel Engines and Gasoline Engines<div dir="ltr" style="text-align: left;" trbidi="on">
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Diesel engines possess a diversity of features that other internal combustion engines can't match. The advantages of diesel include good thermal efficiency that translates into relatively low CO<img alt="2" border="0" height="12" src="http://www.isuzu.co.jp/world/image/common/txt_2_red.gif" style="border: 0px; vertical-align: baseline;" width="5" /> emissions, as well as powerful torque even at low speeds and high durability.</div>
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<span style="background-color: white; font-family: Arial, Helvetica, sans-serif; font-size: 12px; line-height: 18px;">In his 1892 thesis concerning the "Theory and structure of a rational thermal engine that should replace the steam engines and internal combustion engines known today", Rudolf Diesel, the diesel engine's inventor in Germany, described the new engine's basic principles. These are: (1) at first only air is fed into the combustion chamber, then the fuel is sprayed in after the air is compressed; and (2) the air compression ratio is set high so that the air temperature becomes much higher than the combustion point of the fuel.</span></div>
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Diesel engines operate on a self combustion or compression combustion system that does not require ignition plugs and a non-uniform mixing method in which the air and fuel are sent separately into the combustion chamber where they mix together and spontaneous combustion takes place.</div>
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<span style="font-family: Arial, Helvetica, sans-serif; font-size: 12px; line-height: 18px;">Exhaust emission levels are very different between diesel engines and gasoline engines. Diesel engines emit higher levels of nitrogen oxides (NOx) and particulate matter (PM) than gasoline engines.</span></div>
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<tr><td bgcolor="#e9e9e9" colspan="2" style="text-align: center;" width="60%">Item</td><td bgcolor="#e9e9e9" style="text-align: center;" width="20%">Diesel</td><td bgcolor="#e9e9e9" style="text-align: center;" width="20%">Gasoline</td></tr>
<tr><td bgcolor="#e9e9e9" rowspan="3">Exhaust emissions</td><td bgcolor="#ffffff">NOx</td><td bgcolor="#ffffff" style="text-align: center;">-</td><td bgcolor="#ffffff" style="text-align: center;">Better</td></tr>
<tr><td bgcolor="#ffffff">PM</td><td bgcolor="#ffffff" style="text-align: center;">-</td><td bgcolor="#ffffff" style="text-align: center;">Better</td></tr>
<tr><td bgcolor="#ffffff">CO<img alt="2" border="0" height="12" src="http://www.isuzu.co.jp/world/image/common/txt_2.gif" style="border: 0px; vertical-align: baseline;" width="4" /> (fuel consumption related)</td><td bgcolor="#ffffff" style="text-align: center;">Better</td><td bgcolor="#ffffff" style="text-align: center;">-</td></tr>
<tr><td bgcolor="#e9e9e9" rowspan="3">Others</td><td bgcolor="#ffffff">Noise level</td><td bgcolor="#ffffff" style="text-align: center;">-</td><td bgcolor="#ffffff" style="text-align: center;">Better</td></tr>
<tr><td bgcolor="#ffffff">Engine torque</td><td bgcolor="#ffffff" style="text-align: center;">Better</td><td bgcolor="#ffffff" style="text-align: center;">-</td></tr>
<tr><td bgcolor="#ffffff">Durability</td><td bgcolor="#ffffff" style="text-align: center;">Better</td><td bgcolor="#ffffff" style="text-align: center;">-</td></tr>
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<img alt="" border="0" height="18" src="http://www.isuzu.co.jp/world/image/common/mk01.gif" style="background-color: white; border: 0px; font-family: Arial, Helvetica, sans-serif; font-size: 12px; line-height: 18px; vertical-align: baseline;" width="25" /><span class="main2b" style="background-color: white; color: #666666; font-family: Arial, Helvetica, sans-serif; font-size: 12px; font-weight: bold; line-height: 18px;">Characteristics of Diesel Emissions</span></div>
<span style="background-color: white; font-family: Arial, Helvetica, sans-serif; font-size: 12px; line-height: 18px; text-align: justify;">Among the substances contained in exhaust emissions, those that have particularly impacts on the environment are carbon dioxide (CO</span><img alt="2" border="0" height="12" src="http://www.isuzu.co.jp/world/image/common/txt_2.gif" style="background-color: white; border: 0px; font-family: Arial, Helvetica, sans-serif; font-size: 12px; line-height: 18px; text-align: justify; vertical-align: baseline;" width="4" /><span style="background-color: white; font-family: Arial, Helvetica, sans-serif; font-size: 12px; line-height: 18px; text-align: justify;">), carbon monoxide (CO), hydrocarbons (HC), nitrogen oxides (NOx) and particulate matter (PM). Especially CO</span><img alt="2" border="0" height="12" src="http://www.isuzu.co.jp/world/image/common/txt_2.gif" style="background-color: white; border: 0px; font-family: Arial, Helvetica, sans-serif; font-size: 12px; line-height: 18px; text-align: justify; vertical-align: baseline;" width="4" /><span style="background-color: white; font-family: Arial, Helvetica, sans-serif; font-size: 12px; line-height: 18px; text-align: justify;">, PM and NOx are attracting serious attention, and a variety of technologies have been developed in order to reduce their generation.</span><br />
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<span style="background-color: white; color: #666666; font-family: Arial, Helvetica, sans-serif; font-size: 12px; font-weight: bold; line-height: 18px; text-align: justify;">CO</span><img alt="2" border="0" height="12" src="http://www.isuzu.co.jp/world/image/common/txt_2b_gray.gif" style="border: 0px; color: #666666; font-family: Arial, Helvetica, sans-serif; font-size: 12px; font-weight: bold; line-height: 18px; text-align: justify; vertical-align: baseline;" width="5" /><span style="background-color: white; color: #666666; font-family: Arial, Helvetica, sans-serif; font-size: 12px; font-weight: bold; line-height: 18px; text-align: justify;"> (Carbon Dioxide)</span><br />
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<img alt="" border="0" height="12" src="http://www.isuzu.co.jp/world/image/common/cl_noh.gif" style="background-color: white; border: 0px; font-family: Arial, Helvetica, sans-serif; font-size: 12px; line-height: 18px; vertical-align: baseline;" width="11" /><span class="main" style="background-color: white; font-family: Arial, Helvetica, sans-serif; font-size: 12px; line-height: 18px;">What is CO<img alt="2" border="0" height="12" src="http://www.isuzu.co.jp/world/image/common/txt_2.gif" style="border: 0px; vertical-align: baseline;" width="4" />?</span></div>
<span style="background-color: white; font-family: Arial, Helvetica, sans-serif; font-size: 12px; line-height: 18px; text-align: justify;">CO</span><img alt="2" border="0" height="12" src="http://www.isuzu.co.jp/world/image/common/txt_2.gif" style="background-color: white; border: 0px; font-family: Arial, Helvetica, sans-serif; font-size: 12px; line-height: 18px; text-align: justify; vertical-align: baseline;" width="4" /><span style="background-color: white; font-family: Arial, Helvetica, sans-serif; font-size: 12px; line-height: 18px; text-align: justify;"> or carbonic acid gas is colorless odorless gas present naturally in the air. The concentration of CO</span><img alt="2" border="0" height="12" src="http://www.isuzu.co.jp/world/image/common/txt_2.gif" style="background-color: white; border: 0px; font-family: Arial, Helvetica, sans-serif; font-size: 12px; line-height: 18px; text-align: justify; vertical-align: baseline;" width="4" /><span style="background-color: white; font-family: Arial, Helvetica, sans-serif; font-size: 12px; line-height: 18px; text-align: justify;"> is increasing due to the combustion of fossil fuels and the cutting of tropical rainforests. It is important to conserve fossil fuels as much as possible in order to reduce the amount of CO</span><img alt="2" border="0" height="12" src="http://www.isuzu.co.jp/world/image/common/txt_2.gif" style="background-color: white; border: 0px; font-family: Arial, Helvetica, sans-serif; font-size: 12px; line-height: 18px; text-align: justify; vertical-align: baseline;" width="4" /><span style="background-color: white; font-family: Arial, Helvetica, sans-serif; font-size: 12px; line-height: 18px; text-align: justify;"> generated. Vehicles with good fuel consumption emit lower CO</span><img alt="2" border="0" height="12" src="http://www.isuzu.co.jp/world/image/common/txt_2.gif" style="background-color: white; border: 0px; font-family: Arial, Helvetica, sans-serif; font-size: 12px; line-height: 18px; text-align: justify; vertical-align: baseline;" width="4" /><img alt="" border="0" height="12" src="http://www.isuzu.co.jp/world/image/common/cl_noh.gif" style="background-color: white; border: 0px; font-family: Arial, Helvetica, sans-serif; font-size: 12px; line-height: 18px; text-align: justify; vertical-align: baseline;" width="11" /><span class="main" style="background-color: white; font-family: Arial, Helvetica, sans-serif; font-size: 12px; line-height: 18px; text-align: justify;">What happens when the atmospheric CO<img alt="2" border="0" height="12" src="http://www.isuzu.co.jp/world/image/common/txt_2.gif" style="border: 0px; vertical-align: baseline;" width="4" /> level rises?</span><br />
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<span style="background-color: white; font-family: Arial, Helvetica, sans-serif; font-size: 12px; line-height: 18px;">Its connection with global warming is most worried. As the average temperature rises, sea levels rise and abnormal climates occur more frequently. The effects of these changes on people around the world are very serious.</span></div>
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<span style="background-color: white; color: #666666; font-family: Arial, Helvetica, sans-serif; font-size: 12px; font-weight: bold; line-height: 18px;">PM (Particulate Matter)</span></div>
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<img alt="" border="0" height="12" src="http://www.isuzu.co.jp/world/image/common/cl_noh.gif" style="background-color: white; border: 0px; font-family: Arial, Helvetica, sans-serif; font-size: 12px; line-height: 18px; vertical-align: baseline;" width="11" /><span class="main" style="background-color: white; font-family: Arial, Helvetica, sans-serif; font-size: 12px; line-height: 18px;">What is PM?</span></div>
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<span style="background-color: white; font-family: Arial, Helvetica, sans-serif; font-size: 12px; line-height: 18px;">PM is a general term for the various kinds of particulate matter emitted by diesel and other engines. This matter consists mainly of soot, half-combusted fuel particles, a lubricated oil component called SOF (Soluble Organic Fraction), and sulfates generated from the sulfur contained in the light oil fuel. PM also includes SPM*, which consist of particularly small particles.</span></div>
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<img alt="" border="0" height="12" src="http://www.isuzu.co.jp/world/image/common/cl_noh.gif" style="background-color: white; border: 0px; font-family: Arial, Helvetica, sans-serif; font-size: 12px; line-height: 18px; vertical-align: baseline;" width="11" /><span class="main" style="background-color: white; font-family: Arial, Helvetica, sans-serif; font-size: 12px; line-height: 18px;">What happens when PM emissions increase?</span></div>
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<span style="background-color: white; font-family: Arial, Helvetica, sans-serif; font-size: 12px; line-height: 18px;">PM is one of the airborne pollutants that has a direct effect on human health. Breathing in large amounts of PM can result in respiratory problems or chronic lung disease.</span></div>
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<span style="background-color: white; font-family: Arial, Helvetica, sans-serif; font-size: 11px; line-height: 1.2;">* SPM (Suspended Particulate Matter): Among the PM present in engine exhaust gas, those with diameters of less than 10 microns are categorized as SPM. Environmental standards stipulate maximum SPM emission levels.</span></div>
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<span class="main2b" style="background-color: white; color: #666666; font-family: Arial, Helvetica, sans-serif; font-size: 12px; font-weight: bold; line-height: 18px;">NOx (Nitrogen Oxides)</span></div>
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<img alt="" border="0" height="12" src="http://www.isuzu.co.jp/world/image/common/cl_noh.gif" style="background-color: white; border: 0px; font-family: Arial, Helvetica, sans-serif; font-size: 12px; line-height: 18px; vertical-align: baseline;" width="11" /><span class="main" style="background-color: white; font-family: Arial, Helvetica, sans-serif; font-size: 12px; line-height: 18px;">What is NOx?</span></div>
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<span style="background-color: white; font-family: Arial, Helvetica, sans-serif; font-size: 12px; line-height: 18px;">NOx is a general term for a variety of chemical compounds formed in reactions between nitrogen and oxygen at high temperatures. The amount of NOx generated increases as combustion becomes more complete, so to reduce NOx generation the temperature of the reaction must be lowered. This fact makes it difficult to reduce NOx and PM generation simultaneously.</span></div>
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<img alt="" border="0" height="12" src="http://www.isuzu.co.jp/world/image/common/cl_noh.gif" style="background-color: white; border: 0px; font-family: Arial, Helvetica, sans-serif; font-size: 12px; line-height: 18px; vertical-align: baseline;" width="11" /><span class="main" style="background-color: white; font-family: Arial, Helvetica, sans-serif; font-size: 12px; line-height: 18px;">What happens when NOx emissions increase?</span></div>
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<span style="background-color: white; font-family: Arial, Helvetica, sans-serif; font-size: 12px; line-height: 18px;">NOx is a major cause of photochemical smog and acid rain. It has a huge influence on natural eco-systems by damaging forests and acidifying lakes and marshes. In large cities, high local NOx concentrations may have negative effects on the human respiratory system.</span></div>
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<img alt="" border="0" height="18" src="http://www.isuzu.co.jp/world/image/common/mk01.gif" style="border: 0px; text-align: start; vertical-align: baseline;" width="25" /><span class="main2b" style="color: #666666; font-weight: bold; text-align: start;">Features of Diesel Engines</span><br />
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<tr valign="top"><td><img alt="" border="0" height="12" src="http://www.isuzu.co.jp/world/image/common/list01_noh.gif" style="border: 0px; vertical-align: baseline;" width="5" /></td><td>Fuel: Diesel light oil</td></tr>
<tr valign="top"><td><img alt="" border="0" height="12" src="http://www.isuzu.co.jp/world/image/common/list01_noh.gif" style="border: 0px; vertical-align: baseline;" width="5" /></td><td>Fuel supply system: High-pressure direct injection into cylinder via fuel pump</td></tr>
<tr valign="top"><td><img alt="" border="0" height="12" src="http://www.isuzu.co.jp/world/image/common/list01_noh.gif" style="border: 0px; vertical-align: baseline;" width="5" /></td><td>Air-fuel mixing: Non-uniform mixing</td></tr>
<tr valign="top"><td><img alt="" border="0" height="12" src="http://www.isuzu.co.jp/world/image/common/list01_noh.gif" style="border: 0px; vertical-align: baseline;" width="5" /></td><td>Ignition system: Compression-induced spontaneous combustion</td></tr>
<tr valign="top"><td><img alt="" border="0" height="12" src="http://www.isuzu.co.jp/world/image/common/list01_noh.gif" style="border: 0px; vertical-align: baseline;" width="5" /></td><td>Compression ratio: 15.5-23</td></tr>
<tr valign="top"><td><img alt="" border="0" height="12" src="http://www.isuzu.co.jp/world/image/common/list01_noh.gif" style="border: 0px; vertical-align: baseline;" width="5" /></td><td>Output control system: Controlled exclusively by fuel injection amount (fixed intake air amount, mixing ratio control)</td></tr>
</tbody></table>
<br style="text-align: start;" />
<table border="0" cellpadding="0" cellspacing="0" style="color: black; font-size: 12px; line-height: 18px;"><tbody>
<tr><td bgcolor="#b2b2b2" valign="top"><table border="0" cellpadding="3" cellspacing="1"><tbody>
<tr><td bgcolor="#e9e9e9" width="150">Combustion</td><td bgcolor="#ffffff" width="415"><div align="center" style="margin: 0px; padding: 0px;">
<img alt="Diesel Engines" border="0" height="120" src="http://www.isuzu.co.jp/world/technology/clean/image/diesel_gasoline02_01.gif" style="border: 0px; vertical-align: baseline;" width="415" /></div>
<br />
In diesel engines, air is drawn into the cylinder and highly compressed, after which fuel is sprayed into the cylinder under high pressure. Ignition occurs spontaneously as a result of the high temperature generated through compression.</td></tr>
<tr><td bgcolor="#e9e9e9" width="150">Thermal Efficiency<br />
<div class="ssubnoh" style="font-size: 11px; line-height: 1.2; margin: 0px; padding: 0px;">
Ratio of heat converted into power against total heat generated during combustion</div>
</td><td bgcolor="#ffffff" width="415"><div class="mainbnoh" style="font-weight: bold; line-height: 1.2; margin: 0px; padding: 0px;">
Diesel Engines Feature High Thermal Efficiency</div>
Thermal Efficiency Ratio=Ratio of heat converted into motive power: 35-42%</td></tr>
</tbody></table>
</td></tr>
</tbody></table>
<br style="text-align: start;" />
<table border="0" cellpadding="0" cellspacing="0" style="color: black; font-size: 12px; line-height: 18px;"><tbody>
<tr><td bgcolor="#b2b2b2" valign="top"><table border="0" cellpadding="3" cellspacing="1"><tbody>
<tr><td bgcolor="#e9e9e9" width="150">CO<img alt="2" border="0" height="12" src="http://www.isuzu.co.jp/world/image/common/txt_2.gif" style="border: 0px; vertical-align: baseline;" width="4" /></td><td bgcolor="#ffffff" width="415">Diesel engines' high thermal efficiency translates into low fuel consumption.<br />
<div class="mainbnoh" style="font-weight: bold; line-height: 1.2; margin: 0px; padding: 0px;">
20-40% lower than gasoline engines</div>
</td></tr>
<tr><td bgcolor="#e9e9e9" width="150">Durability</td><td bgcolor="#ffffff" width="415"><div class="mainbnoh" style="font-weight: bold; line-height: 1.2; margin: 0px; padding: 0px;">
Working life of 300,000 - 1,000,000 km or more</div>
<div align="right" class="ssubnoh" style="font-size: 11px; line-height: 1.2; margin: 0px; padding: 0px;">
(from car-mounted engine data)</div>
</td></tr>
<tr><td bgcolor="#e9e9e9" width="150">Performance</td><td bgcolor="#ffffff" width="415">Diesel engines generate flat torque from the low speed range, so diesel vehicles are easy to drive.</td></tr>
</tbody></table>
</td></tr>
</tbody></table>
<div align="right" class="ssubnoh" style="font-size: 11px; line-height: 1.2; margin: 0px; padding: 0px;">
Based on in-house data</div>
<br style="text-align: start;" />
<br style="text-align: start;" />
<img alt="" border="0" height="18" src="http://www.isuzu.co.jp/world/image/common/mk01.gif" style="border: 0px; text-align: start; vertical-align: baseline;" width="25" /><span class="main2b" style="color: #666666; font-weight: bold; text-align: start;">Features of Gasoline Engines</span><br />
<table border="0" cellpadding="3" cellspacing="0" style="color: black; font-size: 12px; line-height: 18px;"><tbody>
<tr valign="top"><td><img alt="" border="0" height="12" src="http://www.isuzu.co.jp/world/image/common/list01_noh.gif" style="border: 0px; vertical-align: baseline;" width="5" /></td><td>Fuel: Gasoline</td></tr>
<tr valign="top"><td><img alt="" border="0" height="12" src="http://www.isuzu.co.jp/world/image/common/list01_noh.gif" style="border: 0px; vertical-align: baseline;" width="5" /></td><td>Fuel supply system: Carburetor or low-pressure intake-pipe fuel injection system</td></tr>
<tr valign="top"><td><img alt="" border="0" height="12" src="http://www.isuzu.co.jp/world/image/common/list01_noh.gif" style="border: 0px; vertical-align: baseline;" width="5" /></td><td>Air-fuel mixing: Pre-injection uniform mixing</td></tr>
<tr valign="top"><td><img alt="" border="0" height="12" src="http://www.isuzu.co.jp/world/image/common/list01_noh.gif" style="border: 0px; vertical-align: baseline;" width="5" /></td><td>Ignition system: Spark ignition</td></tr>
<tr valign="top"><td><img alt="" border="0" height="12" src="http://www.isuzu.co.jp/world/image/common/list01_noh.gif" style="border: 0px; vertical-align: baseline;" width="5" /></td><td>Compression ratio: 8-10.5</td></tr>
<tr valign="top"><td><img alt="" border="0" height="12" src="http://www.isuzu.co.jp/world/image/common/list01_noh.gif" style="border: 0px; vertical-align: baseline;" width="5" /></td><td>Output control system: Suction mixture air amount control via throttle valve (fixed mixing ratio)</td></tr>
</tbody></table>
<br style="text-align: start;" />
<table border="0" cellpadding="0" cellspacing="0" style="color: black; font-size: 12px; line-height: 18px;"><tbody>
<tr><td bgcolor="#b2b2b2" valign="top"><table border="0" cellpadding="3" cellspacing="1"><tbody>
<tr><td bgcolor="#e9e9e9" width="150">Combustion</td><td bgcolor="#ffffff" width="415"><div align="center" style="margin: 0px; padding: 0px;">
<img alt="" border="0" height="115" src="http://www.isuzu.co.jp/world/technology/clean/image/diesel_gasoline02_02.gif" style="border: 0px; vertical-align: baseline;" width="415" /></div>
<br />
In gasoline engines, air and fuel are mixed in advance and then drawn into the cylinder and compressed. The compressed mixture is ignited by an ignition plug.</td></tr>
<tr><td bgcolor="#e9e9e9" width="150">Thermal Efficiency<br />
<div class="ssubnoh" style="font-size: 11px; line-height: 1.2; margin: 0px; padding: 0px;">
Ratio of heat converted into power against total heat generated during combustion</div>
</td><td bgcolor="#ffffff" width="415">Thermal Efficiency Ratio=Ratio of heat converted into motive power: 25-30%</td></tr>
</tbody></table>
</td></tr>
</tbody></table>
<br style="text-align: start;" />
<table border="0" cellpadding="0" cellspacing="0" style="color: black; font-size: 12px; line-height: 18px;"><tbody>
<tr><td bgcolor="#b2b2b2" valign="top"><table border="0" cellpadding="3" cellspacing="1"><tbody>
<tr><td bgcolor="#e9e9e9" width="150">CO<img alt="2" border="0" height="12" src="http://www.isuzu.co.jp/world/image/common/txt_2.gif" style="border: 0px; vertical-align: baseline;" width="4" /></td><td bgcolor="#ffffff" width="415">Since gasoline engines have a lower thermal efficiency than diesel engines, their CO<img alt="2" border="0" height="12" src="http://www.isuzu.co.jp/world/image/common/txt_2.gif" style="border: 0px; vertical-align: baseline;" width="4" /> exhaust amount is correspondingly greater.</td></tr>
<tr><td bgcolor="#e9e9e9" width="150">Durability</td><td bgcolor="#ffffff" width="415">Working life of 100,000 - 300,000 km or more<br />
<div align="right" class="ssubnoh" style="font-size: 11px; line-height: 1.2; margin: 0px; padding: 0px;">
(from car-mounted engine data)</div>
</td></tr>
<tr><td bgcolor="#e9e9e9" width="150">Performance</td><td bgcolor="#ffffff" width="415">Gasoline engines generate torque during high-speed rotation.</td></tr>
</tbody></table>
</td></tr>
</tbody></table>
<b>Source: ISUZU</b></div>
</div>
Anonymoushttp://www.blogger.com/profile/07759071225209410566noreply@blogger.com1tag:blogger.com,1999:blog-1896249845297084179.post-43590619238605165792013-08-14T23:29:00.001+05:302013-08-15T00:19:58.162+05:30What to do if your car doesn't start<div dir="ltr" style="text-align: left;" trbidi="on">
<div style="text-align: justify;">
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<div class="fleft newPhotoGallery marB10 clearfix" style="text-align: justify;">
<div class="photogalleryHolder marB10 clearfix">
<div class="mainPhoto zoomSingleImg" style="overflow: visible;">
<b style="clear: left; float: left; margin-bottom: 1em; margin-right: 1em;"><img alt="What to do if your car doesn't start" class="zoomLt zoomImg" height="236" id="hoverimg" rel="Car wont start_Resized_0.jpg" src="http://www.team-bhp.com/?q=sites/default/files/styles/check_tech_stuff_hover/public/Car%20wont%20start_Resized_0.jpg" style="display: block; overflow: hidden;" width="320" /></b><b>
</b></div>
</div>
</div>
<div style="text-align: justify;">
A driver's worst nightmare is that time when his car
won't start. Or, the engine dies exactly when he is negotiating a tricky
crossing. It's even more worrisome if the driver is a lady (<i>especially in India</i>)
and the sun has already set, or if the location is a lonely highway
instead of the city. This is the time when one regrets not knowing a
little more about how cars work. <br />
<br />
Good news is, diagnosing why
your car won't start isn't exactly rocket science. This guide, a little
bit of common sense and a cool head might just be enough to get you back
home.</div>
<div style="text-align: justify;">
<br /></div>
<div style="text-align: justify;">
<b>Step 1: Understanding the Basics</b><br />
Before you
begin the process of troubleshooting, it is absolutely essential that
you ensure your own as well as others' safety by pushing the dead car
safely to the side of the road.</div>
<div style="text-align: justify;">
There are essentially 3 systems that start your engine up:</div>
<ol style="text-align: justify;">
<li>The
Electricals: Powered initially by the battery, the electrical system
runs your starter motor which turns over the engine and allows it to
fire up. It also provides the spark to the spark plugs in a petrol
engine (to ignite the fuel-air mixture). In modern engines, the
electricals need to supply power to the electronic control module (ECM)
as well. Once the engine is running, the alternator recharges the
battery and also keeps the other electrical systems running.</li>
<li>The
Fuel: Usually petrol or diesel, but alternate fuels like CNG and LPG
are also used by a small percentage of owners. Since the car has stopped
and it is an emergency, CNG / LPG-fueled cars should switch over to
petrol. Thus, our troubleshooting sequence remains the same.</li>
<li>The
Engine: The fuel, air and (in petrols) a high voltage electric charge
come together to generate the motive force in a mechanical manner by the
engine. Things rarely go wrong here, but if they do, you should be able
to identify what happened.</li>
</ol>
<div style="text-align: justify;">
In the next few posts, we shall
progressively try to identify what is preventing your engine from
running, and explain some quick repair methods. The ultimate solution
for the mechanically-challenged individual is to call the manufacturer's
helpline and / or have the car towed to a workshop. But before you do
that (<i>it can take an hour or more for roadside assistance to turn up</i>), let's try to get you home safe.</div>
<div style="text-align: justify;">
<br /></div>
<div style="text-align: justify;">
<img alt="" src="http://www.team-bhp.com/sites/default/files/Troubleshooting.jpg" style="position: relative; width: 100%; z-index: 10;" /> </div>
<div style="text-align: justify;">
<b>Step 2: Checking the Electrical System<br /><br />About Push Starts:</b></div>
<div style="text-align: justify;">
<br /></div>
<div style="text-align: justify;">
A
push start may or may not work with the problems listed below. Do note
that a push start won't get you anywhere if your battery is completely
flat and the fuel delivery system gets no power. As an example, check
this <a href="http://www.team-bhp.com/forum/technical-stuff/60708-swift-vxi-flat-battery-push-start-didnt-work.html" target="_blank">thread</a> out. Also, not all cars can be push started; check your owner's manual for details. </div>
<div style="text-align: justify;">
<br /></div>
<div style="text-align: justify;">
The
commonest culprit at the root of preventing your engine from starting
up, or that caused it to die suddenly, is the electrical system. Turn on
the ignition switch, but don't crank the starter. Are all the telltale
lights on the dashboard coming on & fully illuminated?</div>
<div style="text-align: justify;">
<br /></div>
<div style="text-align: justify;">
<b>If YES (all dashboard lights are on):</b></div>
<div style="text-align: justify;">
<br /></div>
<div style="text-align: justify;">
Determine
if the battery has enough charge to be able to start the car. A quick
way to check is to turn on the headlights and blow the horn. If the
lights dim and the horn sounds hoarse, you have a nearly flat battery.
It's push-starting or jump start cables to the rescue! </div>
<div style="text-align: justify;">
<br /></div>
<div style="text-align: justify;">
<b>If there are absolutely NO telltale lights on the dashboard:</b></div>
<ul style="text-align: justify;">
<li>A
completely drained battery (did you leave your lights on last night?).
Time to bring out those jump start cables and hook up to an obliging
neighbour or friend's car. A neat video:</li>
</ul>
<div style="text-align: center;">
<br />
<iframe allowfullscreen="" frameborder="0" height="360" src="//www.youtube.com/embed/nv1oT_GnjYw" width="480"></iframe>
</div>
<ul style="text-align: justify;">
<li>A loose connection at the battery terminal (check if the terminals are tight, or if there is excessive corrosion).</li>
</ul>
<div style="text-align: center;">
<br />
<iframe allowfullscreen="" frameborder="0" height="315" src="//www.youtube.com/embed/faWZmG0fXy8" width="560"></iframe>
</div>
<br />
<li>A blown main fuse. Check your owner's manual to locate the main fuse. Replace the fuse (if you have a spare) and try again. </li>
<br />
<div style="text-align: justify;">
<div style="text-align: center;">
<br /></div>
Be prepared that the fuse might blow again, in which case there is a short
circuit somewhere and you need to summon professional help.</div>
<div style="text-align: justify;">
<b>If the starter motor is turning over, but is slower than normal:</b></div>
<ul style="text-align: justify;">
<li>Your
battery has low charge. You may start the car with a push-start or call
for assistance from those jump start cables. No point in persistently
trying to crank in the hope that the engine will fire because it usually
doesn't, and the battery will run down completely.</li>
</ul>
<div style="text-align: justify;">
<b>If there is no noise from the starter at all:</b></div>
<ul style="text-align: justify;">
<li>Some
cars won't crank unless you depress the clutch pedal fully, or shift
the transmission to 'neutral' or 'park' position. Silly mistakes happen
to the best of us.</li>
<li>If you do not hear a clicking sound from the
starter solenoid (relay) when you attempt to crank the engine, you may
have a defective starter solenoid, and the starter motor isn't getting
any current at all.</li>
<li>The starter motor cable may have come loose (no contact). Tighten and re-try to start the car.</li>
<li>Your ignition switch is burnt out (older cars) or faulty.</li>
</ul>
<div style="text-align: justify;">
<b>If you hear an audible "click", but the motor doesn't turn over:</b></div>
<ul style="text-align: justify;">
<li>The
starter motor solenoid (relay) is actuating, but the Bendix gear is
perhaps jammed up against the ring gear. Place the car in 3rd / 4th gear
and push / rock the car backwards to release the Bendix from the ring
gear. You'll hear an audible click as the car moves backwards a little,
in case the Bendix has actually jammed against the ring gear (usually
caused by broken/worn teeth in the Bendix or ring gear). Try starting
the car again. <span style="text-decoration: underline;">Warning:</span>
DO NOT hold the key in "start" position for too long if you hear the
click and the starter motor won't turn. It'll burn out the starter
armature windings.</li>
<li>A loose connection on the starter motor cable - not enough current getting through for the starter to turn.</li>
<li>Starter motor brushes worn out.</li>
<li>Check
and tighten the contacts, and tap the starter motor body with a heavy
stick or rod. Watch the following video, especially from the 1:28 point
onward.</li>
</ul>
<div style="text-align: center;">
<iframe allowfullscreen="" frameborder="0" height="315" src="//www.youtube.com/embed/6TX63XO6n8A" width="560"></iframe>
<b> </b></div>
<div style="text-align: justify;">
<b>If the starter motor churns over normally, but the engine will not fire:</b></div>
<ul style="text-align: justify;">
<li>A push-start won't help in this situation.</li>
<li>Your
central locking / security system may be intervening by cutting out
power to the ECM. Reset the central locking system and try again.</li>
<li>Some
cars have a fuel cut-off inertia switch. If someone had rammed your
parked car, it could have triggered the inertia switch to cut off the
fuel supply. Check your owner's manual for details on resetting the
inertia switch.</li>
<li>For petrol engines : No spark at the plugs. The
HT coil may have failed. For older distributor-type engines, there could
be moisture in the distributor cap, or a fouled set of contact breaker
points. For newer engines, OBD may be needed (i.e. hooking up a laptop
to the car) to detect what is causing this. The spark plugs usually
require special tools to remove and check, which may not be possible for
the average motorist. Call for professional help.</li>
<li>For diesel engines : Air in the fuel line. More about fuel systems later.</li>
<li>For both, petrol and diesel engines : The engine isn't getting enough fuel.</li>
</ul>
<div style="text-align: justify;">
<b>The engine starts, but refuses to rev up or dies out after a few seconds:</b></div>
<ul style="text-align: justify;">
<li>Check
if there is fuel in the tank? Is there coolant in the radiator and is
the engine temperature normal? Fuel flowing from tank to pipe into the
engine?</li>
<li>Electricals: Open up the fuse box. Take out the relevant
relays / fuses for fuel injection and other vitals. Ensure that they
aren't blown, clean contacts and reinstall.</li>
<li>The fuel feed is erratic (such as with a choked fuel filter; more info in the next posts).</li>
</ul>
<div style="text-align: justify;">
<b>WARNING:</b>
Do not continue to run down the battery by repeatedly cranking the
starter motor, if the engine turns over well but will not start. You
don't want a dead battery over and above other issues.</div>
<div style="text-align: justify;">
<b>tep 3. Part A: The PETROL Fuel System</b><br />
<br />
Once you've made sure there are no gremlins in your electrical system, it's time to check whether the engine is receiving fuel.<br />
<ul>
<li>An
empty tank does not run a car. However, the only way we think we can
find out whether there is fuel in the tank is to depend on the fuel
gauge. What if the fuel gauge has malfunctioned and is stuck at
half-full? A quick solution is to open the filler cap and place your ear
close to it. Ask someone to shake the car from side to side. The
resultant sloshing sound inside gives a fairly good idea of whether
there is sufficient fuel there. Applies to both, diesels and petrols. If
you've been caught unawares with an empty tank, well, it's time to
deploy / borrow a jerrycan.</li>
<li>Once you have filled up, turn on the
ignition and wait for a minute or two to allow the electric fuel pump
to prime the fuel injection system / carburettor, before trying to crank
the engine.</li>
<li>If you do have fuel in the tank already, disconnect
the fuel feed pipe in the engine and hold its tip inside the mouth of
the jerrycan. Then, ask someone to turn on the ignition. This will cause
the electric fuel pump to run and you should be able to see a <b>steady stream</b> of petrol filling the can up (at least 1 liter per minute).</li>
<li>If you have <b>no fuel</b>
coming out, the fuel pump inside the tank isn't working. It could be a
blown fuse or relay (simple to replace a fuse, or tap the relay a few
times and see if it comes back to life). On the other hand, if the fuel
pump has failed, you need to tow the car to a service station and get a
replacement.</li>
<li>If <b>fuel flow is erratic</b>
(intermittent or very slow flow), one of the fuel filters (either the
coarse filter inside the tank or the fine filter inside the engine bay)
is choked. Try shaking the rear end of the car from side to side to
dislodge some of the muck from the in-tank filter, then take out the
engine-side filter and tap out the dirt in it (fill with petrol, shake
well, then tap gently on a hard surface with the "IN" side facing down).</li>
<li>Also check the fuse / relay for the FI pump (for modern fuel-injected engines).</li>
<li>For a carburetted engine, make sure that the engine isn't flooded with petrol, and that the choke isn't applied.</li>
</ul>
<div style="text-align: center;">
<img alt="" height="369" src="http://www.team-bhp.com/sites/default/files/Petrol.jpg" style="position: relative; z-index: 10;" width="640" /> </div>
</div>
<div style="text-align: justify;">
<b>Step 3. Part B: The DIESEL Fuel System</b><br />
<br />
It's more trouble to end up with an <i>empty tank</i>
in a diesel car compared to a petrol car, because a diesel fuel system
absolutely abhors air in the lines. Running on empty automatically means
air has been sucked into the fuel lines, and one needs to bleed off air
and prime the system. <br />
<br />
Each type and model of diesel engine will
be slightly different in how the bleeding is done. Almost all diesels
(DI, IDI, CRDi) have a manual bleeding mechanism of some sort at the
fuel filter. It's usually a lever (like some Jeeps), bulb (like the
Safari) or a push-button (like the Scorpio) that is pumped repeatedly to
push out air from the system.<b> </b><br />
<div style="text-align: center;">
<img alt="" height="428" src="http://www.team-bhp.com/sites/default/files/Diesel.jpg" style="position: relative; z-index: 10;" width="640" /></div>
If
you are sure about there being enough fuel in the tank, you need to
check whether a fuse for the in-tank (low pressure) pump has blown,
whether the low pressure pump has gone kaput or if the filter inside the
tank is clogged. The procedure is similar to what has been described
for petrol engines in the post above.<br />
<img alt="" src="http://www.team-bhp.com/sites/default/files/2%20Medium.jpg" style="position: relative; width: 100%; z-index: 10;" /><br />
Diesels
also have this nasty habit of refusing to run when there's any water in
the fuel. Unfortunately, petrol pumps have a nasty habit of selling you
water-laden diesel in the monsoons (not completely their fault, but we
need to blame someone, don't we?). Once that happens, the sedimenter
bowl below the diesel filter fills up with water, a warning light shows
up on the dashboard and the engine refuses to start / runs erratically /
cuts out suddenly.<br />
<img alt="" src="http://www.team-bhp.com/sites/default/files/getz.jpg" style="position: relative; width: 100%; z-index: 10;" /><br />
Here's <a href="http://www.team-bhp.com/forum/technical-stuff/100148-how-drain-water-fuel-filter-toyota-innova-diesel.html" target="_blank">how to drain</a> water from the fuel filter of an Innova. The basics remain the same, but each car has its own required technique. <br />
<br />
In
rare instances, even with a tankful of diesel, the fuel system will
draw in air and cut off the engine as a result. This can happen because
of a leaking (damaged) fuel line, or (for avid off-roaders) if your car
has tilted so sharply that the suction end of the electric fuel pump is
not completely immersed in the diesel inside your tank. After the root
cause is addressed (sealing a fuel line leak or getting the car back
straight and leveled), the method of bleeding and priming the system
remains the same as described above.<br />
<br />
The adventurers among us
have, on many occasions, found their diesel engines refusing to start at
high altitudes in cold climates. Read these threads:<br />
In
most cases, if you've been caught unawares and cannot start your car at
14,000 ft and (-)5 degrees C, it's best to wait it out until the sun
comes up and the weather is warmer.<br />
<br />
<b>Step 4: Knowing when to say "I Give Up!"</b><br />
<br />
Apart
from the electricals and fuel feed system, there are a thousand other
things that could go wrong and prevent your engine from firing up. If
the culprit is the engine itself, there isn't much that one can do on
the roadside, and towing the car to a garage is the only way out. From a
blown head gasket to a broken crankshaft, from fouled injectors to ECM
failures, from seized pistons to snapped timing belts, anything can make
an engine dead and leave you stranded. Of course, it's another matter
that the engines of today are far more reliable and robust than those
manufactured even 20 years ago, but catastrophic failures are still not
unheard of. Some of the reasons may be poor compliance with maintenance
schedules and / or use of sub-standard spare parts. Here's a word of <b>warning</b>:<br />
<br />
If you hear <b>strange / unusual noises</b> coming from your engine when trying to restart it, or if your engine stopped running after making weird noises, <b>do NOT attempt to restart</b>. The same applies if you find <b>smoke pouring out of the engine bay or tailpipe</b>, or if the <a href="http://www.team-bhp.com/tech-stuff/what-do-if-your-engine-overheats" target="_blank">engine overheated and stopped</a>.<br />
<br />
Some other notable vehicle-specific threads about failure to start:<br />
<ul>
<li><a href="http://www.team-bhp.com/forum/technical-stuff/23227-help-indica-does-not-start-solutions.html" target="_blank">Tata Indica.</a></li>
<li><a href="http://www.team-bhp.com/forum/technical-stuff/112583-verna-refuses-start-times.html" target="_blank">Hyundai Verna.</a></li>
<li><a href="http://www.team-bhp.com/forum/technical-stuff/95463-07-civic-refuses-start.html" target="_blank">Honda Civic.</a></li>
<li><a href="http://www.team-bhp.com/forum/technical-stuff/119232-skoda-octavia-engine-shutting-off-right-after-start.html" target="_blank">Skoda Octavia.</a></li>
<li><a href="http://www.team-bhp.com/forum/technical-stuff/81235-manza-quadrajet-car-refusing-start.html" target="_blank">Tata Manza.</a></li>
<li><a href="http://www.team-bhp.com/forum/technical-stuff/59785-brand-new-fiesta-refuses-start.html" target="_blank">Ford Fiesta.</a></li>
</ul>
<b>Jump Start Cables:</b><br />
<br />
Having
a pair of jump start cables around might help you, a neighbour or a
friend. The cost is marginal and it's a good idea to park a set in your
car or garage (Image Source : Ebay.com). A basic tool kit & spare
fuses are other essentials, while a jerrycan and tow straps can come
handy.<br />
<br />
<img alt="" src="http://www.team-bhp.com/sites/default/files/Jumper%20Cables%20Small.JPG" style="position: relative; width: 35%; z-index: 10;" /><br />
<br />
<br />
<i>This Article have been sourced from various
Team-BHP threads. Thanks to BHPians for shooting & sharing them.</i></div>
</div>
Anonymoushttp://www.blogger.com/profile/07759071225209410566noreply@blogger.com17tag:blogger.com,1999:blog-1896249845297084179.post-59226145729431639132013-08-14T22:18:00.004+05:302013-08-15T00:20:24.619+05:30Why you should avoid using "Premium" Diesel<div dir="ltr" style="text-align: left;" trbidi="on">
<div class="full_news marT10" style="text-align: justify;">
<div class="fleft newPhotoGallery marB10 clearfix">
<div class="photogalleryHolder marB10 clearfix">
<div class="mainPhoto zoomSingleImg">
<b style="clear: left; float: left; margin-bottom: 1em; margin-right: 1em;">
<img alt="Why you should avoid using " class="zoomLt" height="155" id="loadimg" rel="3 HP_Pump_Hosur.JPG" src="http://www.team-bhp.com/?q=sites/default/files/styles/check_tech_stuff/public/3%20HP_Pump_Hosur.JPG" style="display: inline;" width="320" />
</b>
<a class="zoomIt" href="http://www.team-bhp.com/tech-stuff/why-you-should-avoid-using-premium-diesel#" title="Why you should avoid using "></a></div>
</div>
</div>
<div class="descripptionFlow">
<div class="desc">
It’s natural for most car lovers to get tempted in
choosing premium diesel. After all, we love our car, so why not feed it
with a diet of premium fuel like Xtra mile, Turbojet or Hi-speed? It’s
human tendency to be swayed by deceptive marketing claims and the belief
that a higher price usually means a superior product. Oil companies
keep harping on their claims of better fuel efficiency & an increase
in power from their premium range of fuels.<br />
Do these fuels deliver on their promise? In one word, <b>NO</b>.
Premium diesel is basically regular diesel with some cleaning additives
thrown in. They do nothing to enhance the power or fuel economy of your
car. Fact is, when the oil companies were pulled up by the MRTPC (<i>Monopolies and Restrictive Trade Practices Commission</i>),
they were unable to prove that premium fuels make good on any of their
claims. Oil companies don’t even share the exact chemicals that are used
to formulate premium diesel. It is noteworthy to mention that all of
them source detergent-based additives manufactured by <a href="http://www.aftonchemical.com/" target="_blank" title="Afton Chemical">Afton Chemical</a> (part of the NewMarket Corp).<br />
Car
manufacturers such as Maruti, Hyundai, Tata, Toyota, Ford, Skoda,
Mercedes, BMW etc. strongly discourage the use of premium diesel in
their cars. Makers of the national engines of India (<i>Fiat 1.3L MJD & Nissan 1.5L DCi</i>) do NOT recommend using premium diesel either.<br />
Some
car owners have reported excessive exhaust smoke after using premium
diesel. A few others have complained of damage to components in the fuel
delivery system, including the fuel injection pump and fuel injectors.
Modern common-rail diesel engines operate within fine tolerances. Your
motor was engineered to consume regular diesel only. In the worst case
scenario, you might end up with damaged mechanicals due to premium
diesel. In the best case, you won’t gain anything. With premium diesel,
you have a lot to lose, and nothing to gain.<br />
<b>What should I do then? </b><br />
This is one of those situations where cheaper is actually better!<br />
It’s
very simple: Pure, regular diesel is what goes into your car. Purity of
fuel is of utmost importance here. It’s generally recommended to fill
up at company-owned & company-operated pumps. Once you find a
reliable petrol pump selling unadulterated diesel, stick to it.<br />
<b>Premium Petrol?</b><br />
The
same logic applies to most petrol cars as well. Pure, regular petrol is
the best choice. However, some high performance high-compression
engines may require higher octane petrol. Therefore, if you have a BMW
M5 or a 1 liter Superbike in your garage, they might run better on
97-octane petrol. Choose according to the guidelines in your owner’s
manual.<br />
Source:<b>Team-BHP </b></div>
</div>
</div>
</div>
Anonymoushttp://www.blogger.com/profile/07759071225209410566noreply@blogger.com2tag:blogger.com,1999:blog-1896249845297084179.post-56431713492103111262013-08-07T00:06:00.004+05:302013-08-15T00:22:23.157+05:30How Mahindra developed XUV500. The true story<div dir="ltr" style="text-align: left;" trbidi="on">
<div style="text-align: center;">
<img alt="" src="http://im.rediff.com/money/2011/nov/21suv1.jpg" /> </div>
<div style="text-align: justify;">
<span id="div_slidecontent"></span></div>
<div style="text-align: justify;">
<span style="font-size: x-large;">B</span>ruce Lee, Russell Crowe in <i>The Gladiator</i>,
Spiderman, a waterfall, combat helicopters and the cheetah are unlikely
to ever be on the same storyboard, not even in a comic book.</div>
<div style="text-align: justify;">
Yet, they were all contenders for becoming the inspiration behind the Mahindra XUV 500.</div>
<div style="text-align: justify;">
A
committee that comprised Mahindra & Mahindra President (automotive
and farm sector) Pawan Goenka, Chief Executive (automotive division)
Rajesh Jejurikar, chief executive (technology, product development and
sourcing) Rajan Wadhera, chief executive (international operations)
Pravin Shah and senior vice-president (marketing) Vivek Nayar was formed
to select one of these that best symbolised power that you can feel.</div>
<br />
<div style="text-align: center;">
<span id="div_slidecontent"><img alt="Inset: Ramkripa Ananthan." itemprop="url" src="http://im.rediff.com/money/2011/nov/21suv2.jpg" /><span id="div_slidecontent"> </span></span></div>
<div style="text-align: center;">
<span id="div_slidecontent"><span id="div_slidecontent">Inset: Ramkripa Ananthan.</span></span><br />
<div style="text-align: justify;">
<span id="div_slidecontent"><span id="div_slidecontent"><span id="div_slidecontent"></span></span><br />
<span style="font-size: large;">T</span>he men, sometime in early 2007, finally settled for the cheetah.The decision was conveyed to the style team led by Ramkripa Ananthan.Ananthan is one of the few women automobile stylists around. She
has studied industrial design at the Indian Institute of Technology
Bombay, and has worked for Mahindra & Mahindra for 14 years - she
was a part of the team that did the interiors of the Scorpio.</span><br />
<span id="div_slidecontent"><br />
</span><br />
<div style="text-align: left;">
<span id="div_slidecontent"><span id="div_slidecontent"> <img alt="" height="170" src="http://im.rediff.com/money/2011/nov/21suv3.jpg" width="200" /><span style="font-size: large;">H</span>er job was to style the new sports utility vehicle or SUV around a cheetah - in the grille, fenders, lights et cetera. Her first sketches were ready by mid-2007.Over
the next four years, these went through several reiterations; the final
result was the XUV 500 which Goenka calls the first all-Indian global
SUV. "Developing a new product is not for the fainthearted," says he.</span></span></div>
<span id="div_slidecontent"><span id="div_slidecontent"></span><span id="div_slidecontent"> <img alt="" height="98" src="http://im.rediff.com/money/2011/nov/21suv4.jpg" width="200" /><span style="font-size: large;">T</span>he idea of a new SUV was born sometime in 2006, when Mahindra & Mahindra decided to go global.The
Scorpio was doing well in India but was hardly the product for evolved
markets abroad. It did sell overseas, not as an SUV but as a pickup.However, nobody knew where to begin.Ananthan
remembers the Paris Auto Show of that year - she went to the stalls of
other car makers like Isuzu and Kia to meet customers and get a sense of
what they wanted in an SUV.</span></span><br />
<span id="div_slidecontent"><span id="div_slidecontent"><br />
<br />
<img alt="" height="99" src="http://im.rediff.com/money/2011/nov/21suv5.jpg" width="200" /><span style="font-size: large;">T</span>hen, Mahindra
& Mahindra did a "needs and wants" survey of 1,500 customers the
world over: Italy, Spain, South Africa, Australia and, of course, India. The learning was that customers wanted aggressive style and power. It was decided to capture this in the cheetah.A
100-day study to flesh out the product suggested that it should have a
monocoque structure (instead of mounting the body on the chassis, here
the two are integrated) for better handling, power of 140-150 horsepower
and high fuel efficiency.<br />
<br />
<img alt="" height="99" src="http://im.rediff.com/money/2011/nov/21suv6.jpg" width="200" /> <span style="font-size: large;">T</span>he project was
then handed over to a team to make a business case: the costs, the
possible volumes and revenue, and the return on investment. The report took three to four months to prepare, and was approved by the company's capex committee. Goenka
refuses to divulge the return on investment projected by this team, but
says it covers the cost of money - debt at 12-13 per cent and equity at
a higher cost.<br />
<br />
<img alt="" height="99" src="http://im.rediff.com/money/2011/nov/21suv7.jpg" width="200" /></span></span><span style="font-size: large;">A</span>nanthan and her team designed the new SUV all by themselves, the interiors as well as exteriors. They moved from sketches on paper to computers and finally to full-scale clay models. These
clay models were shown to a group of teenagers, perhaps because they
would become potential customers by the time the SUV was ready, and a
group of "prosumers" - people like fashion designers and writers who can
visualise trends that will emerge four or five years later - for
feedback. "We have to live in the future," says Wadhera.</div>
</div>
<div style="text-align: justify;">
<br /></div>
<div style="text-align: justify;">
<img alt="" height="99" src="http://im.rediff.com/money/2011/nov/21suv8.jpg" width="200" /><span style="font-size: large;">R</span>ight through, full
secrecy was maintained. Even top Mahindra officers could not enter the
design lab with camera cellphones - they had to deposit them outside. Prototypes were taken out on the road under camouflage and there were no badges on the grille or back. Some enthusiasts took pictures of these hooded machines and sent them to <i>Business Standard Motoring</i>.</div>
<div style="text-align: justify;">
</div>
<div style="text-align: justify;">
<img alt="" height="99" src="http://im.rediff.com/money/2011/nov/21suv9.jpg" width="200" /><span style="font-size: large;">W</span>ith some informed guesswork, the <i>Business Standard Motoring </i>team was able to tell it was the new Mahindra SUV. In
April this year, Nripjit Singh "Noni" Chawla, the former chief
executive of Max Healthcare and now a reader, photographer and
traveller, was invited by Mahindra & Mahindra to see the car. Chawla is an old enthusiast of Mahindra vehicles, hence the invitation.</div>
<div style="text-align: justify;">
</div>
<div style="text-align: justify;">
<img alt="" height="99" src="http://im.rediff.com/money/2011/nov/21suv10.jpg" width="200" /> <span style="font-size: large;">H</span>e and some others were taken to a secret location where the SUV was kept in an enclosure."They allowed us to start the car but we couldn't drive it. They wanted my feedback," says Chawla.The
same month, Mahindra & Mahindra decided to show the SUV to its
dealers at the Westin in Pune (it is being manufactured at Chakan close
by).</div>
<div style="text-align: justify;">
<img alt="How Mahindra developed XUV500. The true story" height="99" itemprop="url" src="http://im.rediff.com/money/2011/nov/21suv11.jpg" width="200" /><span style="font-size: large;">T</span>he SUV was taken
in a container to the hotel; though there were over 150 guests, not a
single photo or sketch leaked to the world outside.The next
month, it was driven in containers to Goa for the sales and marketing
teams of the company to see it. Again, nothing came out.</div>
<div style="text-align: justify;">
<img alt="How Mahindra developed XUV500. The true story" height="114" itemprop="url" src="http://im.rediff.com/money/2011/nov/21suv12.jpg" width="200" /> <span style="font-size: large;">G</span>oenka claims this is the first four-wheeler to be styled totally within India.In the Mahindra & Mahindra stables, the XUV 500 certainly is.The Armada, out of which grew the Bolero, was done in Japan, the Scorpio in the United Kingdom and the Xylo in Italy. For
the Xylo, Mahindra & Mahindra vice-chairman & managing director
Anand Mahindra had travelled with the design team to Italy; in the new
SUV too, he closely monitored the style.</div>
<div style="text-align: justify;">
</div>
<div style="text-align: justify;">
<img alt="" height="140" src="http://im.rediff.com/money/2011/nov/21suv13.jpg" width="200" /><span style="font-size: large;">I</span>t was important, says Ananthan, to ensure that the new SUV belongs to the Mahindra family.It would thus have to include some design elements of the Scorpio. The
real challenge was the rear seat: the Scorpio and the Xylo have
adequate space in the third row to seat three people of good height;
this gave the SUVs a box-like feel from behind. Contemporary
design has moved to a sloping curve towards the rear. After much debate,
it was decided to sacrifice the third-row's height advantage to get
that curve.</div>
<div style="text-align: justify;">
</div>
<div style="text-align: justify;">
<img alt="" height="140" src="http://im.rediff.com/money/2011/nov/21suv14.jpg" width="200" /><span style="font-size: large;">B</span>y now, Mahindra
& Mahindra had also decided that the new SUV would not be a
replacement for the Scorpio but a whole new premium product. Jejurikar
says this helped contain costs because it was originally meant to be in
the same price band as the Scorpio (below Rs 10 lakh). The
target for the price was set at 15 per cent to 20 per cent below SUVs
made by multinational car-makers. The final price was Rs 10.8 lakh for
the base model.</div>
<div style="text-align: justify;">
</div>
<div style="text-align: justify;">
<img alt="" height="140" src="http://im.rediff.com/money/2011/nov/21suv15.jpg" width="200" /> <span style="font-size: large;">S</span>rinivas Krishnan, the editor of <i>Business Standard Motoring</i>, says this is below the expected price tag of Rs 14 lakh (Rs 1.4 million).Is it strategic pricing? Jejurikar say it isn't; the company is making money at this price.</div>
<div style="text-align: justify;">
<img alt="" height="99" src="http://im.rediff.com/money/2011/nov/21suv16.jpg" width="200" /> <span style="font-size: large;">A</span>lso, a higher
price would have left a segment open between the Scorpio and it, which
rivals like the new Tata Safari could have moved into."The
price of Rs 11 lakh (Rs 1.1 million) to Rs 12 lakh (Rs 1.2 million) is
the tipping point where a buyer of a C-segment car like the Honda City
may upgrade to an SUV; a higher price becomes forbidding," Jejurikar
adds.</div>
<div style="text-align: justify;">
<img alt="" height="99" src="http://im.rediff.com/money/2011/nov/21suv17.jpg" width="200" /> <span style="font-size: large;">F</span>or the premium
positioning, Wadhera and his team offered to pack in features that come
in an SUV of Rs 22 lakh (Rs 2.2 million) to Rs 24 lakh (Rs 2.4 million). Wadhera lists 48 new features in the SUV that will "win the customer's wow".His team has applied for 31 patents on the SUV.</div>
<div style="text-align: justify;">
</div>
<div style="text-align: justify;">
<img alt="" height="175" src="http://im.rediff.com/money/2011/nov/21suv18.jpg" width="200" /><span style="font-size: large;">A</span>lmost 40 per cent of the SUV's cost is the electrical and electronic systems.Goenka
says the harshness of the noise and vibration gave him several anxious
moments, as did the fit and finish of the interiors."Till about a month before the launch, we weren't sure if we were there," says he.</div>
<div style="text-align: justify;">
<img alt="" height="140" src="http://im.rediff.com/money/2011/nov/21suv19.jpg" width="200" /> <span style="font-size: large;">T</span>he mHawk engine of
the Scorpio was tweaked to improve the output from 120 horsepower to
140 horsepower and the fuel efficiency to 15.1 km to a litre. All
told, Mahindra & Mahindra has spent Rs 850 crore (Rs 8.5 billion)
on the project, which includes Rs 200 crore (Rs 2 billion) on the
upgrade of the engine and the transmission.</div>
<div style="text-align: justify;">
</div>
<div style="text-align: justify;">
<img alt="" height="132" src="http://im.rediff.com/money/2011/nov/21suv20.jpg" width="200" /> <span style="font-size: large;">I</span>s the product perfect? Krishnan, who test-drove the XUV 500, says the gearbox is notchy and not very precise.During the test drive, the steering began to vibrate when the speedometer crossed 110 km per hour.</div>
<div style="text-align: justify;">
<img alt="" height="99" src="http://im.rediff.com/money/2011/nov/21suv21.jpg" width="200" /><span style="font-size: large;">O</span>nce the prototype
was ready, it was put through three juries more than once: one was drawn
from the development team, another from the other verticals of the
company and the third from outside the company.Chawla, it is safe to assume, belonged to the third jury.<br />
<br /></div>
<div style="text-align: justify;">
<img alt="" height="99" src="http://im.rediff.com/money/2011/nov/21suv22.jpg" width="200" /> <span id="div_slidecontent"><span style="font-size: large;">A</span>t the same time, 250
prototypes were driven 2.35 million km over two years in New Zealand,
Austria, South Korea, Dubai (to check the effectiveness of the
air-conditioner in extremely hot conditions), Sweden (for extremely cold
conditions), China (it could be a market in the future), South Africa,
the US and, of course, India.</span></div>
<div style="text-align: justify;">
<span id="div_slidecontent"><img alt="" height="99" src="http://im.rediff.com/money/2011/nov/21suv23.jpg" width="200" /> </span><span style="font-size: large;">I</span>n India, it was
driven at Khardung La, the highest road in the world, and was tested for
spin, turn and brakes on the tracks of the Mahindra Research Valley
near Chennai. For almost two years, 125 people tasked to
validate the prototypes lived in hotels, away from their families, and
drove their machines day and night.</div>
<div style="text-align: justify;">
</div>
<div style="text-align: justify;">
<img alt="" height="92" src="http://im.rediff.com/money/2011/nov/21suv24.jpg" width="200" /> <span id="div_slidecontent"><span style="font-size: large;">I</span>nstead of giving it a
name like Bolero, Scorpio or Xylo, Goenka and his team decided to go
with the alpha-numeric XUV 500. (Internally, they call it the Five O-O
because O at the end of the name has proved lucky for the company in the
past; double O could be doubly lucky, says Jejurikar).</span></div>
<div style="text-align: justify;">
<span id="div_slidecontent"><img alt="" height="140" src="http://im.rediff.com/money/2011/nov/21suv25.jpg" width="200" /> </span><span style="font-size: large;">I</span>t also gives the
company the flexibility to build a family of SUVs around the name: a
smaller variant can be called the XUV 400 and a larger variant the XUV
600. Also, the Mahindra name that was relegated to the
background when the Scorpio was launched because it was a fuddy-duddy
farm-sector brand at that time, has been given a pride of place this
time round - the SUV is called the Mahindra XUV 500.</div>
<div style="text-align: justify;">
</div>
<div style="text-align: justify;">
<img alt="" height="113" src="http://im.rediff.com/money/2011/nov/21suv26.jpg" width="200" /> <span style="font-size: large;">I</span>n the pre-launch
social media campaign, Mahindra & Mahindra tried to create
excitement about the product but didn't talk about its features and
create expectations. Clearly, the Nano experience was playing on
everybody's mind, where the focus had shifted to the features from the
overall car experience. The television campaign that accompanied the launch had to be discontinued because of the huge bookings, says Jejurikar.</div>
<br />
<div style="text-align: justify;">
<img alt="" height="173" src="http://im.rediff.com/money/2011/nov/21suv27.jpg" width="200" /><span style="font-size: large;">A</span>t the moment, Mahindra & Mahindra dealers are not taking fresh orders.The production lines in Chakan are fully booked till mid-January.<span id="div_slidecontent"> Though
almost 300 Mahindra & Mahindra employees have opted for the XUV 500
under the company car scheme, it has been decided to limit their quota
to 25 a month.</span></div>
<br />
<div style="text-align: center;">
<img alt="" height="168" src="http://im.rediff.com/money/2011/nov/21suv28.jpg" width="400" /><span style="font-size: large;"> </span></div>
<div style="text-align: justify;">
<span style="font-size: large;">R</span>ecently,
150-odd people from the Mahindra Research Valley were called to a
Chennai hotel to celebrate the success of the XUV 500. Is some
cash incentive likely to follow? "It's not yet decided," says Jejurikar,
"though there was some small amount given out when the Xylo was
launched." Till it's decided, the technicians will have to keep their fingers crossed.</div>
</div>
Anonymoushttp://www.blogger.com/profile/07759071225209410566noreply@blogger.com6tag:blogger.com,1999:blog-1896249845297084179.post-32381998525442801772013-08-06T23:41:00.000+05:302013-08-15T00:22:45.845+05:30Design Inspiration of the XUV500<div dir="ltr" style="text-align: left;" trbidi="on">
<div class="grid-column-left inspirebox">
<div class="inspire-grid-row">
<div class="grid-column-left inspirebox">
<div class="title">
<b>The new norm in form</b></div>
A beautiful automobile is one that evokes speed when standing
still and one that triggers emotions when seen in action. Admit it. The
XUV500 has the ability to turn heads. With its powerful build and
feline grace, the cheetah-inspired XUV500 emerged from a careful study
of the African wildcat of the same name.<br />
The cheetah is the fastest animal on land, but that is not
all. It is also an exceptional study in agility and balance. A study
that we took to heart. And anyone who appreciates good design will see
that we stuck to the initial inspiration, as the project progressed from
the drawing board till it became a glass-n-metal wonder.</div>
<div class="grid-column-right" style="text-align: center;">
<img alt="The Best SUV" class="mt13px ml14px" src="http://www.mahindraxuv500.com/product/images/inspiration1.png" /></div>
</div>
<div class="inspire-grid-row">
<div class="grid-column-left">
<h2 class="brdr-btm">
Exterior</h2>
<div style="text-align: justify;">
A good design is nothing without attention to detail. While
the aggression of the cheetah continues on the front end, it is the
details that leave a lasting impression.</div>
<div style="text-align: justify;">
Observe the XUV500 up close and you will notice the slash-cut
fog lamps, the paw-inspired door handles and the unique tattoos on the
tail lamps - all of which speak volumes of individuality. The four-pack
tail lamp units achieve a bejeweled look at the rear of the XUV500.</div>
<div style="text-align: justify;">
Bold curves and straight lines dominate the waistline, which
tends to define the SUV stance. The aggressive front grille blends
state-of-the-art aerodynamics with a large dose of inimitable character.</div>
<div style="text-align: justify;">
<br /></div>
<div style="text-align: center;">
<img alt="Headlights" class="mr14px" height="160" src="http://www.mahindraxuv500.com/product/images/inspiration-exterior-headlight1.jpg" width="320" /><img alt="Headlights" height="158" src="http://www.mahindraxuv500.com/product/images/inspiration-exterior-headlight2.jpg" width="320" /> </div>
<div style="text-align: center;">
</div>
</div>
<div class="grid-column-right" style="text-align: center;">
<img alt="Luxury SUV" class="mt13px" src="http://www.mahindraxuv500.com/product/images/inspiration-exterior.jpg" /> </div>
<div class="grid-column-right" style="text-align: center;">
</div>
</div>
<div class="grid-column-left" style="text-align: center;">
<img alt="Compact SUV" class="mt13px" src="http://www.mahindraxuv500.com/product/images/inspiration-interior.png" /></div>
<h2 class="brdr-btm" style="text-align: justify;">
Interior</h2>
<div style="text-align: justify;">
Cool and soothing ambient lighting, comfortable sofa seating,
the aroma of rich leather and quality textures make up modern day
lounges. Ditto with the XUV500 interiors. The centre console apes a
cascading waterfall, and the instrument binnacle offers the driver all
the information ever needed. A great deal of work went into making an
acoustically correct cabin. After all what is a neat lounge without some
quality music!</div>
<div style="text-align: justify;">
Of course, the XUV500 evolved further once the design was
frozen. Now began the test of time – the new machine had to look
contemporary as well as future-proof, when it finally launched. </div>
<div style="text-align: justify;">
The design team can breathe easy – the world has fallen in
love with the well-formed, crisp and bold design that speaks the
language of clarity.</div>
<div style="text-align: justify;">
<br /></div>
<div style="text-align: justify;">
<img alt="http://www.mahindraxuv500.com/product/images/inspiration-interior-2.jpg" class="decoded" height="160" src="http://www.mahindraxuv500.com/product/images/inspiration-interior-2.jpg" width="320" /><img alt="http://www.mahindraxuv500.com/product/images/inspiration-interior-3.jpg" class="decoded" height="158" src="http://www.mahindraxuv500.com/product/images/inspiration-interior-3.jpg" width="320" /></div>
</div>
</div>
Anonymoushttp://www.blogger.com/profile/07759071225209410566noreply@blogger.com0tag:blogger.com,1999:blog-1896249845297084179.post-53575220756120076422013-07-30T18:21:00.000+05:302013-07-30T18:21:29.177+05:30Ford EcoSport : Road Test<div dir="ltr" style="text-align: left;" trbidi="on">
<div class="PT10 b_14 lh24" style="line-height: 18px; text-align: justify;">
<b>Is the Ford
EcoSport with its high and wide go-anywhere stance with the exterior
package being clothed in SUV-style sheet metal and yet drives like a
front wheel drive hatchback? We take it for a nice spin around Goa to
give you a more in-depth analysis</b></div>
<div class="PT10 gL_14 lh24">
</div>
<br />
<div style="text-align: center;">
<img align="middle" alt="Ford EcoSport drive" border="0" src="http://static.zigwheels.com/media/content/2013/Jun/ford-ecosport-goa-road-test-main_560x420.jpg" title="Ford EcoSport drive" /> </div>
<div style="text-align: center;">
</div>
<div style="text-align: justify;">
<div style="text-align: justify;">
Nothing better suggests the very concept and build of the newest Ford in
India than the spanking EcoSport which is ready for a mid-June launch,
more than a year and a half after we first saw a full size mock-up at
the last Auto Expo. It hasn't always been to Ford's great strength in
using its SUV-experience in the US to try and develop an SUV-ish vehicle
for emerging markets and even though it did try once to come close with
the Fusion, the smallish alter-hatch flattered only to be deceived on
the pricing front. Mind you the Fusion was delightful but priced out of
reach and this impacted and/or signified most moves Ford has made in India so far. But then this is not about Fusion or the past but about a new move forward and thus EcoSport.</div>
<div style="text-align: justify;">
<br /></div>
<div style="text-align: justify;">
First off the very basic aspect of the visual is the strong retention to the original concept and here Ford certainly has broken new ground for a car that has much riding on it. Never before did Ford ever
launch an all-new car in India (well we could be forgiven for saying
this but then this car is also made in Brazil) but this time round the
timing and the basic proposition are spot-on, even though we do not as
yet know the pricing. Additionally, the onus on the technology applied
plus the all-new thought on downsized engines should pay off big (on
operational costs) as well without skimping on the pleasure-to-drive
aspect which is so fundamental whether it be an entry-level hatch or a
big bore sports car! </div>
<div style="text-align: justify;">
<br />
</div>
<div style="text-align: justify;">
It is a proven fact the world over that everyone and his or her
grandmother aspires to drive and own an SUV. If that weren't so why
would Chidambaram and his cabinet buddies impose a blatantly arrogant
tax on cars which are ideal to traverse broken down roads which the very
same bunch have apparently not mended? But this is not the time to
digress and yes there did always exist a sweet spot for small compact
automobiles which could have that high and wide go-anywhere stance with
the exterior package being clothed in SUV-style sheet metal and yet
drive like a front wheel drive hatchback.</div>
<div style="text-align: justify;">
<br /></div>
<div style="text-align: justify;">
If anything Premier Automobiles
found this spot but the Rio hasn't exactly found the sweet bit as yet!
And therein lies the gap between it on one hand and the Renault Duster on the other and one has to see how Ford positions
the EcoSport in this band or beyond it (yes they can do it as they have
demonstrated so ably to their chagrin in the past!). Price positioning
on value will be key because that may make or break this model which has
been hyped for so long.</div>
</div>
<div style="text-align: justify;">
<div style="text-align: center;">
<img align="middle" alt="Ford EcoSport drive" border="0" src="http://static.zigwheels.com/media/content/2013/Jun/ford-ecosport-goa-road-test-1_560x420.jpg" title="Ford EcoSport drive" /></div>
<div style="text-align: center;">
<br />
</div>
While Ford can
rest easy till it makes the big move on pricing, let us concentrate on
the hardware at hand and what it feels like in its real world
deliverance. Sub-4 metre is the small car holy grail, especially given
the tax-inducement in India and Ford's designers have worked to this
paradigm measurement with great success and also very well disguised
excess. It is all about having the right proportions without being
overly muscular in some places and looking awry and ungainly in others
but credit the Ford designers for doing a fabulous job on the visual aspect.
<br />
<br />
Employing Ford's kinetic design philosophy, if ever a car screams
go-anywhere so stylishly then it has to be the EcoSport. From its large
Aston-clone grille dominating the front end to the excessively raked
windscreen and sculpted sides plus that obviously wedgey glazed area
culminating in a wrapped up rear windscreen, this is surely a finely
turned out offering, stylish without being an overt dandy and looking
substantial the way an SUV is perceived to be.<br />
<br />
<div style="text-align: center;">
<img align="middle" alt="Ford EcoSport front grille" border="0" src="http://static.zigwheels.com/media/content/2013/Jun/ford-ecosport-goa-front-grille-11_560x420.jpg" title="Ford EcoSport front grille" /></div>
<div style="text-align: center;">
<div style="text-align: center;">
<br />
</div>
</div>
Add the short overhangs and plus the all-black wrapped around the car
for the rest of the painted sheet metal to be based upon, the entire
package looks appealingly strong. The wheel arches are finely pencilled
as are the two character lines on the sides, with the headlamps and the
tail lights being the front to end links for the crease at the waist
line. To be true to the concept in so many ways when translated into
series production is a commendable thing and Ford has done just that with the EcoSport.<br />
<br />
Even with its high squat stance riding on ample 205/60 R16 tyres, the
EcoSport means business but without sacrificing its aerodynamic
efficiency. If anything the EcoSport shows the value of time spent doing
ample CFD work and in the wind tunnel tweaking the exterior and also
the underfloor area has resulted in it having one of the most finely
tuned exteriors able to cut its way through the wind. An aerodynamic
co-efficient of drag of just 0.371 marks the EcoSport as a most slippery
performer, even though it might not appear overtly to be so!<br />
<br />
<div class="PT10 gL_14 lh24">
</div>
<div style="text-align: center;">
<img align="middle" alt="Ford EcoSport rear profile" border="0" src="http://static.zigwheels.com/media/content/2013/Jun/ford-ecosport-goa-road-test-2_560x420.jpg" title="Ford EcoSport rear profile" /></div>
<br />
Riding on a 2520mm wheelbase, the EcoSport is just a millimetre shy
of nudging the 4-metre mark and that is of course sans its tailgate
mounted spare wheel. And this spare mounted for all the world to see
further adds to the go-anywhere perception of the vehicle. Mind you the
tailgate which is hinged sideways has obviously been designed with
countries which drive on the right hand side in mind, as it swivels open
from right to left.<br />
<br />
This obvious glitch aside as also the wiper and indicator stalk
switches on the steering column for the right hand drive roads,
everything else about the EcoSport falls naturally to hand. Open the
doors to step in or out and the ease with which you do the deed
highlights natural form to make things easy for kids, women and the old.
It is, however, when you get into the cabin that you realise how
compact this 'SUV' really is.<br />
<br />
<div style="text-align: center;">
<img align="middle" alt="Ford EcoSport steering" border="0" src="http://static.zigwheels.com/media/content/2013/Jun/ford-ecosport-goa-steering-14_560x420.jpg" title="Ford EcoSport steering" /></div>
<div style="text-align: center;">
<div style="text-align: center;">
<div style="text-align: center;">
<div style="text-align: center;">
<div style="text-align: center;">
<br />
</div>
</div>
</div>
</div>
</div>
There is enough space for driver and front seat passenger with
adjustability for the driver. The view forward from behind the wheel is
expansive barring for that modern day bugbear - the thick chunky
A-pillars which do create blind spots at certain angles. Being behind
the wheel though is a very pleasing and comfortable aspect for the
pilot.<br />
<br />
A well-designed steering wheel with audio controls and brushed
aluminium inserts sets the tone while the pronounced dashboard lifted
straight from the Fiesta but with slight detail changes looks pretty
much par for the course. The angled air con vents on the central panel
as well as on the extremes of the dashboard have been made to be both
functional and add to the visual delight, much the same as the rotary
switch console for the climate control system. <br />
<br />
<div class="PT10 gL_14 lh24">
</div>
<br />
<div style="text-align: center;">
<div style="text-align: center;">
<img align="middle" alt="Ford EcoSport media display and instrument cluster" border="0" src="http://static.zigwheels.com/media/content/2013/Jun/ford-ecosport-goa-media-display-12_560x420.jpg" title="Ford EcoSport media display and instrument cluster" /></div>
</div>
<br />
Analogue instruments thankfully find favour in the EcoSport but there
is a driver information display placed venally atop the dashboard which
spews out real-time data should you need to keep tab on driving
distances, mileage, etc. The quality of the materials employed is not
flashy but functional and the fit and finish is impressive, from the
door pads to the roof lining, from the form of the seats to the way the
tactile bits feel reassuringly good.<br />
<br />
There is an element of feel good about the front end of the cabin
which has been carried over at the rear as well but only if you want to
seat two in reasonable comfort! Mind you the wide stance one makes of
the EcoSport from the outside disappears within thanks to average
shoulder space which rules out comfortable seating for three.<br />
<br />
<div style="text-align: center;">
<img align="middle" alt="Ford EcoSport air bags" border="0" src="http://static.zigwheels.com/media/content/2013/Jun/ford-ecosport-goa-airbags-4_560x420.jpg" title="Ford EcoSport air bags" /></div>
<br />
If you want to see a paragon of space efficiency then look no further than the Honda Amaze
but the EcoSport can only have a small child wedged between two adults
and that too with none of them being comfortable in the least bit! I
think that some of that design flourish on the exterior has been carved
at the expense of the useable width in the car as if to reflect on the
compact SUV theme!<br />
<br />
However, there is ample leg and head room at the rear for two adults
but then again the lack of a central armrest plus the glaring lack of
grab rails on the ceiling do make us ask as to is this it or is it still
WIP - work in progress? I asked one of the Ford boffins
at the media drive about this and he also had a valid point - what to
do if shoulder and head air bags were to be specified? I think the whole
point of his argument was lost because those specifying the air bags
would be the rarest of rare - in India that is, but those cursing Ford for
not keeping grab rails would send across loud and clear signals, maybe
using colourful colloquial language to ram home their point!<br />
<br />
<div class="PT10 gL_14 lh24">
</div>
<div style="text-align: center;">
<img align="middle" alt="Ford EcoSport split seat mechanism" border="0" src="http://static.zigwheels.com/media/content/2013/Jun/ford-ecosport-goa-split-seats-5_560x420.jpg" title="Ford EcoSport split seat mechanism" /></div>
<div style="text-align: center;">
<div style="text-align: center;">
<br />
</div>
</div>
In favour though is the split rear seat which can help increase the meagre luggage space behind the rear seat. Ford suggests
the EcoSport can gobble up 346-litres of luggage capacity which on the
face of it is good but really lacking in the face of competition.
Nevertheless, the compromise to be made in design and style elements
plus also of course the SUV character style means that I for one could
live with this sort of occupant and luggage space and I am sure that
there are many like me who could do with a small personal mobility
machine with exciting looks.<br />
<br />
The good thing though is that it is not just about the visual drool
appeal that has us excited but for sure what is under the hood and how
that works to move the mass is the one key area where Ford has
made the biggest advance to seduce the mind! And that too most
emphatically ever in its second Indian foray beginning since the early
1990s.<br />
<br />
<div style="text-align: center;">
<img align="middle" alt="Ford EcoSport engine" border="0" src="http://static.zigwheels.com/media/content/2013/Jun/ford-ecosport-goa-ecoboost-engine-13_560x420.jpg" title="Ford EcoSport engine" /></div>
<br />
So many speak about small engines being loaded with top-drawer
physics to do the impossible but here we have a small sub-one-litre
triple with turbocharging and direct injection plus a few smart yet
logical thoughts punching above its weight. Mind you others have also
made three-pot motors but here the thought is to make virtue out of a
packaging solution even when you have the odds stacked up against you. I
will not repeat what I have said about the new technological marvel
that is the 999cc EcoBoost motor suffice to say that it works
brilliantly in doing more with less!<br />
<br />
Ford will be offering the EcoSport with three engine options which
include the 999cc EcoBoost plus the 1.5-litre petrol and diesel engines
which do duty in the Fiesta. All three engines come mated to the
standard 5-speed manual gearbox also employed in the Fiesta though the
1.5-litre petrol can also be specified with the six-speed Ford PowerShift
automatic transmission. We haven't had an opportunity to drive the
larger engined EcoSports but then the paradigm shifter EcoBoost makes
such talk redundant. It might not have four-wheel drive but even with
front wheel drive Ford has
equipped the EcoSport with enough tech to ensure that it apes an SUV in
certain situations - Hill Launch Assist is one where it helps the
driver make a start on an incline in utmost safety.<br />
<br />
<div class="PT10 gL_14 lh24">
</div>
<div style="text-align: center;">
<img align="middle" alt="Ford EcoSport drive" border="0" src="http://static.zigwheels.com/media/content/2013/Jun/ford-ecosport-goa-road-test-8_560x420.jpg" title="Ford EcoSport drive" /></div>
<br />
Before I move on to the actual driving assessment, a mention must be
made about the structure and the suspension. The overall monocoque is a
pretty robust yet well thought out piece of engineering which makes do
with normal suspension aggregates (MacPherson struts up front and
torsion beam set-up at the rear) to deliver a good balance of ride and
handling. Special boron steel along with other grades of
ultra-high-strength steel have been used to make the super-structure not
just light but strong with high levels of impact resistance to
dissipate crash forces away from occupants.
<br />
<br />
First things first and that is all about the way the three-pot motor
has been mounted in the vehicle along with the clever out of sync
thought to cancel the primary vibes which afflict most such triples.
Having to make do without a balancer shaft necessitated many new
innovative thoughts and all of them were in the direction of reducing
NVH and that is one of the strong aspects of the drive experience -
refined, relaxed and comfortable. How many can attribute this to the
performance aspect I don't want to wade into suffice to state that to
get to doing more from less has begun with exceedingly low levels of NVH
from the design stage itself and this is a big strength of the
EcoSport.<br />
<br />
<div style="text-align: center;">
<img align="middle" alt="Ford EcoSport drive" border="0" src="http://static.zigwheels.com/media/content/2013/Jun/ford-ecosport-goa-road-test-9_560x420.jpg" title="Ford EcoSport drive" /></div>
<br />
The engine fires up whirringly with none of that primary rocking and
yet gets into a steady idle straightaway. Once on the move as you go up
through the 'box, what strikes you is a seamless stream of torque which
is thick yet not obtrusive, and all the while hinting that there is more
to come should you need it. Of course there is a way to modulate your
right foot on the loud pedal because this is where it can reward you
big, both on performance and also on fuel efficiency and this lightness
of foot has to be the way to getting more from less!<br />
<br />
I like the surge of the engine when needing to overtake on tight Goan
roads or on the highway where dropping a cog from fifth produced a good
burst to move past long artics and then hold steady at around 2200 to
2400 rpm. This is the modern way of the petrol engined world, one which
engineers have tried to make it ape a diesel without sacrificing the
feel and refinement plus zest of a spark ignition offering.<br />
<br />
I think that it rewards in very many ways and should one perfect the
light-of-foot approach to driving then you will have the pleasure sans
the pain. Speaking of which I was happy with the way the simple turbo
spooled up quickly with barely any lag except of course if in time
honoured Indian driving habits of lugging it from way too low engine
speeds in too high a cog then the inevitable does result. So while
Ford's engineers have revisited the basic tenets of the internal
combustion engine, many a driver would do well to re-approach the way he
or she drives to get the best out of this brilliant motor. Of course we
haven't been able to put it through the test regime but overall the
feel and the delivery mark it out as ultra capable. Just for the record,
the ARAI test has pegged the EcoBoost-powered EcoSport at 18.9 kmpl.<br />
<br />
<div class="PT10 gL_14 lh24">
</div>
<br />
<div style="text-align: center;">
<img align="middle" alt="Ford EcoSport front profile" border="0" src="http://static.zigwheels.com/media/content/2013/Jun/ford-ecosport-goa-front-profile-5_560x420.jpg" title="Ford EcoSport front profile" /></div>
<br />
The manual 5-speed gearbox is delightful in not just its cog swapping
action but also in the feel and the short throws which provide a sporty
edge to the pleasure. If that is not all, the surety of precise
steering from the EPAS electrically assisted steering gear is another
delightful detail - unobtrusive but highly effective. This also has the
Pull-Drift Compensation system incorporated within to sense out road
surfaces and deliver the correct steering inputs for better directional
stability. The Active Nibble Control built into the steering system
further cancels out vibrations and other details from spoiling the
steering feel without cancelling the feedback to the driver. The
EcoSport delights with its 10.65 metre turning circle making it a highly
manoeuvrable animal in the urban environment.<br />
<br />
Ride and handling is an area where the EcoSport has got a good
balance going. Many a time I have heard many so-called proponents
suggesting Ford makes
the best driver-oriented cars only for them to come croppers when it
comes to all-round family usage. The EcoSport is one car where the car
delights with good manners in the handing department yet tops it without
compromising on the ride element. For all round family usage this is
critical and maybe Ford has
heard this for long and acted on it to a degree. I made it a point to
be driven while seated at the rear on the rutted Goa roads and I was
impressed enough with the way the EcoSport rode the bumps and the
craters yet remained composed without unsettling me in the back. Made me
aware of the lack of grab rails though!<br />
<br />
<div style="text-align: center;">
<img align="middle" alt="Ford EcoSport" border="0" src="http://static.zigwheels.com/media/content/2013/Jun/ford-ecosport-goa-front-profile-7_560x420.jpg" title="Ford EcoSport" /></div>
<br />
Another very important feel good detail on the car is the climate
control system though it can take time to cool the rear. We had the top
line Titanium trim version where it came with 16-inch alloys wrapped in
MRF rubber, rear parking sensors, keyless entry, leather seats (would
have much preferred good quality fabric stuff here for India) and
steering wheel, push button start, a slew of air-bags and of course
SYNC, the new gen connectivity platform that it has engineered with
Microsoft. This is the first expression of this system in a Ford car
in India and uses voice commands from the driver for activating music,
making calls, etc. It is also hooked up to 108 helpline should it detect
the air bags have been deployed or the fuel pump has been shut off,
both cases indicating a mishap or such making quick rescue aid attempts
possible.<br />
<br />
I could go on and on about this delightful little gem but knowing Ford and
the way it has worked in India so far, I would like to see it play off
its price positioning for this vehicle and also to see how well it
delivers in the real world in the long term. These are key indicators of
which one would be answered by mid-June while the latter and more
telling aspect would only be revealed some months down the line.
Whatever be it though, the die has been cast. Small triples can never
stay as they have been, it is the EcoBoost manner or nothing is the way
forward.<br />
</div>
</div>
Anonymoushttp://www.blogger.com/profile/07759071225209410566noreply@blogger.com2tag:blogger.com,1999:blog-1896249845297084179.post-74430660223221529572013-07-30T18:09:00.001+05:302013-07-30T18:09:44.812+05:30The do-it-yourself bike cleaning/polishing guide<div dir="ltr" style="text-align: left;" trbidi="on">
<div class="PT10 b_14 lh24" style="line-height: 18px; text-align: justify;">
<b>You love your
bike, but just the love isn't enough. Here are a few simple steps to
follow which will make sure your bike stays just the way it did when you
got it out of the showroom</b></div>
<div class="PT10 gL_14 lh24" style="text-align: justify;">
</div>
<div style="text-align: justify;">
</div>
<div style="text-align: justify;">
<br /></div>
<div style="text-align: center;">
<img align="middle" alt="The D.I.Y Bike cleaning guide" border="0" src="http://static.zigwheels.com/media/content/2012/May/bike_cleaning_diy_1_560x420.jpg" title="The D.I.Y Bike cleaning guide" /></div>
<br />
<div style="text-align: justify;">
<strong>Step1</strong>: The first step always begins with a nice
clean wash. Just hose the bike down with water and scrub it using any of
the car shampoos available in the market. The shampoo helps in removing
the dust and grime without applying too much effort without harming the
paint. Use a piece of foam or a soft cloth to scrub the bike. Make sure
you don’t douse the electricals in too much water and damage them.</div>
<div style="text-align: justify;">
<br /></div>
<div style="text-align: center;">
<img align="middle" alt="Hosing down the bike" border="0" src="http://static.zigwheels.com/media/content/2012/May/bike_cleaning_diy_2_560x420.jpg" title="Hosing down the bike" /></div>
<div style="text-align: justify;">
<div>
</div>
</div>
<div style="text-align: justify;">
<br /></div>
<div style="text-align: justify;">
<strong>Step 2</strong>: Once done with the washing, the next
procedure is to rid the bike of all the excess water. Use a dry soft
cloth to wipe the bike clean. It is extremely important to clean or blow
dry areas where water tends to accumulate like the fuel lid as shown in
the image above, battery terminals, the spark plug area etc. Not
removing the accumulated water also leads to rusting of nuts and bolts
which can prove to be a major headache in the future.</div>
<div style="text-align: justify;">
<br /></div>
<div style="text-align: justify;">
</div>
<div class="PT10 gL_14 lh24">
</div>
<div style="text-align: center;">
<div style="text-align: center;">
<img align="middle" alt="cleaning the nooks and crannies" border="0" src="http://static.zigwheels.com/media/content/2012/May/bike_cleaning_diy_3_560x420.jpg" title="cleaning the nooks and crannies" /></div>
</div>
<br />
<div style="text-align: justify;">
<strong>Step 3:</strong> Once the bike is wiped clean, we get to the
polishing. There are many popular brands available either in the form of
wax polish or the regular polish. Regular polish is however easier to
use. Apply the wax or the polish on a piece of foam and apply it on the
bike in circular motion as depicted in the picture above. Once evenly
applied all over the bike, leave it to a haze for atleast fifteen
minutes.</div>
<br />
<div style="text-align: center;">
<img align="middle" alt="Wiping off is easy" border="0" src="http://static.zigwheels.com/media/content/2012/May/bike_cleaning_diy_6_560x420.jpg" title="Wiping off is easy" /></div>
<div style="text-align: center;">
<br />
</div>
<strong><strong>Step </strong><strong>4</strong>: </strong>The last
and final part of the session involves wiping off the polish haze with a
clean soft piece of cloth. Wiping off the haze can get a little more
tedious when wax polish is involved, but regular polish gets wiped off
much more easily leaving a squeaky clean glossy surface. A motorcycle
gleaming like it is just out of teh showroom is a marvelous thing to
behold. Everything looks pristine, the metal has that perfect glint, the
tires are free of dirt and road debris, and the seat is practically
begging for a ride. Despite the hard work of getting to this state,
there is much pleasure in getting this result.<br />
<br />
<div style="text-align: center;">
<img align="middle" alt="Before and After" border="0" src="http://static.zigwheels.com/media/content/2012/May/before_after_main_560x420.jpg" title="Before and After" /></div>
<div style="text-align: center;">
<br />
</div>
<div style="text-align: justify;">
<br /></div>
<div style="text-align: justify;">
<br /></div>
</div>
Anonymoushttp://www.blogger.com/profile/07759071225209410566noreply@blogger.com0tag:blogger.com,1999:blog-1896249845297084179.post-6162761151693288792013-07-30T18:02:00.003+05:302013-07-30T18:02:38.351+05:30Mercedes-Benz Ener-G-Force Concept <div dir="ltr" style="text-align: left;" trbidi="on">
<div style="text-align: justify;">
<img alt="Mercedes-Benz Ener-G-Force Concept" height="390" id="hero-img" src="http://media.caranddriver.com/images/12q4/477956/mercedes-benz-ener-g-force-concept-photos-and-info-news-car-and-driver-photo-484808-s-429x262.jpg" title="Mercedes-Benz Ener-G-Force Concept" width="640" /> </div>
<div style="text-align: justify;">
<br /></div>
<div style="text-align: justify;">
<span style="font-size: small;">Mercedes-Benz has created its share of
iconic vehicles, but only one of them is currently on sale. (Time will
tell on stuff like the SLS or C63 AMG.) Of course, we’re talking about
the Geländewagen,
styled with a slide rule in the early ’70s to military specifications,
launched in 1979, and is still sold today in surprising quantities to
armed forces, off-road enthusiasts, and the jet set alike. It’s no
wonder, then, that the GL-class—intended as a Geländewagen replacement—couldn’t kill it. </span></div>
<div style="text-align: justify;">
<span style="font-size: small;">But
at some point down the road, the G must be replaced. There probably
aren’t more than a few years left in the G-wagen’s life, after which
increasingly tough pedestrian-protection regulations will render it
unsaleable in many markets. The Ener-G-Force concept created for the Los
Angeles auto show is evidence that Stuttgart is actively working on a
plan for when that day comes. </span></div>
<div style="text-align: justify;">
<span style="font-size: small;">While the
GL happened under former chief designer Peter Pfeiffer, this fresh take
was overseen by Pfeiffer's successor, Gorden Wagener. The inspiration
for the ENER-G is provided by the Los Angeles Design challenge, which
asked for designs imagining a Highway Patrol vehicle for 2025. It’s no
surprise, then, that this G-inspired design looks something like a
Mercedes-badged all-terrain pursuit vehicle from the future. According
to Benz, its "front end leaves no doubt about the commanding presence of
the police."</span></div>
<div style="font-size: 12px; text-align: justify;">
<br /></div>
<table border="0" cellpadding="2" cellspacing="0" class="default" style="margin-left: 0px; margin-right: 0px; text-align: left; width: 429pxpx;">
<tbody>
<tr>
<td valign="top">
<div class="object-center">
<div class="content-view-embed">
<div class="class-image">
<div class="attribute-image">
<a href="http://www.caranddriver.com/photo-gallery/mercedes-benz-ener-g-force-concept-photos-and-info-news" target="_self"> <img alt="" height="390" src="http://media.caranddriver.com/images/media/51/mercedes-benz-ener-g-force-concept-inline-2-photo-489106-s-original.jpg" style="border: 0px none;" title="" width="640" />
</a>
</div>
</div>
</div>
</div>
</td>
</tr>
</tbody></table>
<div style="font-size: 12px; text-align: justify;">
<br /></div>
<div style="text-align: justify;">
<span style="font-size: small;">Designed for this brave and environmentally
friendly new world, the Ener-G-Force is powered not by an
internal-combustion engine, but by a hydrogen fuel cell and four
in-wheel electric motors. The "hydro-tech converter" is fed by
"recycled" water stored in tanks on the roof. If it sounds a bit
outlandish, just remember that Daimler has a history of predicting a
hydrogen-powered future, and has invested piles of R&D dollars
toward the tech. Moreover, this vehicle is conceived for the year 2025,
and by then the cops probably will feel the need to make up for decades
of crappy Crown Vic fuel economy. The range? Five-hundred miles, says
Daimler. </span></div>
<div style="text-align: justify;">
<span style="font-size: small;">Stylistically, the concept
takes key lines, elements, and proportions from the original G-wagen,
but you need to see the vehicles side by side to appreciate the
similarities. They include the upward-kink on top of the D-pillar, the
turn signals mounted on the hood, and the low-mounted horizontal
taillights. </span></div>
<div style="text-align: justify;">
<span style="font-size: small;">But despite the elements
incorporated from the G, there are a number of visual cues that set the
Ener-G-Force apart. The B- and C-pillars are not attached to the glass,
the daytime running lights are designed to resemble a "G," and this
off-roader rolls on massive off-road tires fitted to 20-inch wheels. The
side skirts are adorned with F-Cell branding—for fuel-cell
technology—and they open to provide access to the batteries. There is a
futuristic light bar that partially hangs over the windshield, and the
tailgate sports an integrated toolbox and tire iron. A roof-mounted
camera watches the road ahead to prepare and pre-load the suspension for
maximum traction and comfort—Mercedes calls this Terra-Scan. </span></div>
<div style="text-align: justify;">
<span style="font-size: small;">Is the Ener-G-Force, then, the next G-wagen? Not necessarily, but it provides strong hints.</span></div>
</div>
Anonymoushttp://www.blogger.com/profile/07759071225209410566noreply@blogger.com0tag:blogger.com,1999:blog-1896249845297084179.post-44667959812250748092013-07-19T11:01:00.002+05:302013-07-19T11:01:17.297+05:30Harley-Davidson Fatboy Special and Softail Heritage : First Ride<div dir="ltr" style="text-align: left;" trbidi="on">
<div class="PT10 b_14 lh24" style="line-height: 18px; text-align: justify;">
<b>Harley-Davidson
have just made their CKD line up in India even more exciting with the
inclusion of the Fat Boy and the Heritage Softail Classic. We take the
big boys out for a spin!</b></div>
<div class="PT10 gL_14 lh24">
</div>
<br />
<div style="text-align: center;">
<img align="middle" alt="Harley-Davidson Fatboy Special and Softail Heritage in action" border="0" src="http://static.zigwheels.com/media/content/2013/Jul/harley-davidson-fatboy-softail-first-ride-action-shot-272013-m3_560x420.jpg" title="Harley-Davidson Fatboy Special and Softail Heritage in action" /></div>
<br />
<div style="text-align: justify;">
<strong>Phat Boy!</strong></div>
<div style="text-align: justify;">
<strong></strong></div>
<div style="text-align: justify;">
Talk about the Harley-Davidson Fat
Boy and the mind immediately takes you a couple of decades back when
The Terminator 2 movie came out. Schwarzenegger was either trying to
destroy the future or save it as the unstoppable T-800 cyborg. His
high-speed rescue of young John Connor while steering his Fat Boy with
one hand and doing one-handed shotgun pumps with the other was the
ultimate in movie macho. I was simply overawed by what a big Harley
could do in the right hands. So when the time came, I immediately
straddled the Fat Boy leaving Arun with no choice but to take the
Heritage Softail Classic.</div>
<br />
<br />
<div style="text-align: center;">
<img align="middle" alt="Harley-Davidson Fatboy Special and Softail Heritage static shot" border="0" src="http://static.zigwheels.com/media/content/2013/Jul/harley-davidson-fatboy-softail-first-ride-action-shot-272013-m13_560x420.jpg" title="Harley-Davidson Fatboy Special and Softail Heritage static shot" /></div>
<br />
<div style="text-align: justify;">
Back to the Fat Boy, India gets both versions, the standard and the
Special with the latter sporting a new reduced reach handlebar, a lower
narrower seat shape and a matte black and aluminium finish instead of
chrome and boy was I glad about getting the special. It looks simply
fantastic and the absence of chrome makes it look even meaner. The bike
turns heads wherever it goes with fat tires, fat bars, a fat fender and a
big, powerful, black powder-coated, counter-balanced Twin Cam 103B
engine.</div>
<div style="text-align: justify;">
<br /></div>
<div style="text-align: center;">
<img align="middle" alt="Harley-Davidson Fatboy Special and Softail Heritage in action" border="0" src="http://static.zigwheels.com/media/content/2013/Jul/harley-davidson-fatboy-softail-first-ride-action-shot-272013-m1_560x420.jpg" title="Harley-Davidson Fatboy Special and Softail Heritage in action" /></div>
<br />
<div style="text-align: justify;">
The nostalgic style isn't just about the confident stance, chrome and
old-school detail but about how you look riding it. It’s about the
feel. With its classic, relaxed riding position, you're not just
cruising. You're in charge - kicked back on a throne of machined metal
surveying your domain. As far as Harleys go, the Fat Boy is a living
legend - and it's no wonder Arnold Schwarzenegger chose one in ''The
Terminator 2.'' The big tank, 200mm rear tire, shotgun-style tailpipes,
beefy front fork, and gorgeous bullet-hole wheels are just some of the
styling elements that highlight this much aptly named two-wheeler. </div>
<div style="text-align: justify;">
<br /></div>
<div style="text-align: justify;">
Powering the Fat Boy is a 1,690cc pushrod V-twin and 6-speed Cruise
Drive transmission (a little ''6'' digit lights up on the instrument
panel when the sixth gear is engaged). The double-lever heel and
toe-style gear shifter makes shifting easy, while the massive torque
shoots you forward with a bang. Devoid of heavy fairings and saddlebags,
the Fat Boy proves more nimble and responsive than its siblings.</div>
<br />
<div style="text-align: center;">
<img align="middle" alt="The Fatboy Special had the optional Screamin Eagle air-filter & exhaust system" border="0" src="http://static.zigwheels.com/media/content/2013/Jul/harley-davidson-fatboy-softail-first-ride-action-shot-272013-m10_560x420.jpg" title="The Fatboy Special had the optional Screamin Eagle air-filter & exhaust system" /></div>
<br />
<div style="text-align: justify;">
With 132 Nm at just 3,250 rpm, you can easily get away from most
tough spots while enjoying a sweet exhaust note. In fact our bike
equipped with the aftermarket Screamin Eagle exhaust simply thundered
down the road with the traffic ahead paving the way for the bike.
Performance is there for the taking and overtaking those never ending
trailers on the highways becomes a passing blur. Acceleration is
relentless in any of the six gears and not being careful will see the
bike power-sliding its way from starts.</div>
<div style="text-align: justify;">
</div>
<div class="PT10 gL_14 lh24" style="text-align: justify;">
</div>
<div style="text-align: justify;">
<br /></div>
<div style="text-align: center;">
<img align="middle" alt="Harley-Davidson Softail Heritage and Fatboy Special in action" border="0" src="http://static.zigwheels.com/media/content/2013/Jul/harley-davidson-fatboy-softail-first-ride-action-shot-272013-m5_560x420.jpg" title="Harley-Davidson Softail Heritage and Fatboy Special in action" /></div>
<br />
<div style="text-align: justify;">
<strong>Heritage Class:</strong></div>
<div style="text-align: justify;">
<br /></div>
I would be lying if I said I didn’t lust for the matte black Fatboy
before Abhishek swiftly clinched the keys of it and assigned the Softail
Heritage to me. But I wasn’t too disappointed as the Softail too is no
slouch when compared to its more famous sibling. While it might not
posses the Hollywood links as the Fatboy but when one thinks of a
Harley-Davidson, the first image that strikes your mind is a big
motorcycle with a gleaming V-twin nestled below a huge tank and that’s
what the Softail is – a pure-bred cruiser. <br />
<br />
<div style="text-align: left;">
<div style="text-align: center;">
<img align="middle" alt="White side-walled tyres on chrome finished spoke rim" border="0" src="http://static.zigwheels.com/media/content/2013/Jul/harley-davidson-fatboy-softail-first-ride-action-shot-272013-m9_560x420.jpg" title="White side-walled tyres on chrome finished spoke rim" /></div>
</div>
<br />
<div style="text-align: justify;">
When you gaze your eyes on this American muscle on two-wheels, you
are swayed by its enormous size. But even with this bulk the proportion
of the bike has been well captured all around and it doesn’t look
overgrown or swollen from any angle. The Softail is all about details,
the huge and flowing fenders, white side-walled tyres on chrome finished
spoke rims with a chunky wheel hub, huge bulging tank and big handle
bars. Harley has given the bike dollops of chrome which are clearly
visible on the V-twin heart of the bike, the massive front forks, the
commanding 7-inch triple headlights and the double barrel exhaust pipes.</div>
<br />
<div style="text-align: left;">
<div style="text-align: center;">
<img align="middle" alt="Old-school studded-leather saddlebags" border="0" src="http://static.zigwheels.com/media/content/2013/Jul/harley-davidson-fatboy-softail-first-ride-action-shot-272013-m8_560x420.jpg" title="Old-school studded-leather saddlebags" /></div>
</div>
<br />
<div style="text-align: justify;">
Adding to the bike’s charm are the old-school studded-leather
saddlebags and gorgeous contoured leather seat. Also with the shiny
black paint job of our test mule, the chrome bits on the bike were
beautifully highlighted. All though the basic design of the bike is
almost 25 years old it has stood the test of time quite valiantly and it
can still hold its own among the plethora of other bikes in the market.
</div>
<div style="text-align: justify;">
<br /></div>
<div style="text-align: justify;">
Visually the heart of the Softail is a sight to behold with the black
powder-coated V-twin powerplant featuring machined cooling fin tips and
chrome drenched rocker covers that give the engine a quintessential Harley-Davidson appearance.
Powering the Softail is an air-cooled Twin Cam 103 cubic engine which
has been honed on the lines of the classic Flathead, Knucklehead,
Panhead, Shovelhead 88 and 96 engines. Talking about numbers the 1,690cc
mill is capable of churning out an approximate peak power of 76PS @
5,200 rpm and a torque rating of 130Nm @ 3,000rpm. On paper, it might
seem as if the bike is underpowered owing to its double-digit power
rating but it’s the torque which makes all the difference in the
Softail.</div>
<br />
<div style="text-align: center;">
<img align="middle" alt="V-twin powerplant featuring machined cooling fin tips and chrome drenched rocker covers" border="0" src="http://static.zigwheels.com/media/content/2013/Jul/harley-davidson-fatboy-softail-first-ride-action-shot-272013-m7_560x420.jpg" title="V-twin powerplant featuring machined cooling fin tips and chrome drenched rocker covers" /></div>
<br />
<div style="text-align: justify;">
The boffins at Harley tuned the engine for maximum low-end torque so
that the rider doesn’t feel wanting for power in any gear and for this
purpose employed the counter-balance technology on the long stroke mill.
It was time to ride and as I rested my rear on the sofa like seat and I
was impressed by the well sorted out ergonomics of the bike. The tall
and wide handle bar is easy to reach out to and gives the rider a
commanding view of the road whereas the full-length footboards with
heel-toe shifter further enhance the comfort. Hit the start button and
the Twin Cam 103 cubic comes to life with a mild rumble and even though
the engine is rubber mounted, one can experience the bike shuddering and
vibrating at idle. </div>
<br />
<div class="PT10 gL_14 lh24">
</div>
<br />
<div style="text-align: left;">
<div style="text-align: center;">
<img align="middle" alt="Harley-Davidson Softail Heritage and Fatboy Special in action" border="0" src="http://static.zigwheels.com/media/content/2013/Jul/harley-davidson-fatboy-softail-first-ride-action-shot-272013-m6_560x420.jpg" title="Harley-Davidson Softail Heritage and Fatboy Special in action" /></div>
</div>
<br />
<div style="text-align: justify;">
Initially I was overwhelmed by the astounding 341kg kerb weight of
the bike and was hesitant whether I would be able to negotiate this
beast through the traffic-clogged streets of Mumbai. But once in motion,
both my apprehension and the vibes form the V-twin smoothened out and I
was enjoying piloting the Softail until I encountered the notorious
Mumbai traffic. Suddenly the engine temp was rising at a speed of knots
and my left leg was getting toasted and suddenly the bikes weight was
making its presence felt and it was a task to manoeuvre the bike through
the thick traffic. I was longing that the traffic should iron so that I
could hit the highway soon and my wish was fulfilled soon. </div>
<div style="text-align: justify;">
<br /></div>
<div style="text-align: justify;">
Once on the open highway, the character of the Softail transformed
dramatically and I felt as if I am riding an all together different
machine. The engine temperature dropped, my arms and feet were relaxed
and I was relishing the cool breeze of air which was cooling me down as I
was drenched in sweat negotiating the Softail through the traffic in
the summer heat. I whipped open the throttle to let the V-twin showcase
its magic and the sudden surge of torque pasted a wide grin on my face.
The same can’t be said about the six-speed Cruise Drive transmission
which lets out a distinct clunk sound every time you engage it, so don’t
expect a butter smooth shift like those of the Japanese brigade the
clutch was beautifully weighed and I didn’t end up with a sore arm after
the ride.</div>
<br />
<div style="text-align: center;">
<img align="middle" alt="Harley-Davidson Softail Heritage and Fatboy Special in action" border="0" src="http://static.zigwheels.com/media/content/2013/Jul/harley-davidson-fatboy-softail-first-ride-action-shot-272013-m4_560x420.jpg" title="Harley-Davidson Softail Heritage and Fatboy Special in action" /></div>
<br />
<div style="text-align: justify;">
The Softail is in its own element when u slot the bike in sixth gear
and enjoy the soft burble of the exhaust pipe in the background while
coasting at 120km/h. I was also little apprehensive about the bikes
131mm ground clearance fearing it would bottom out over speed breaker
and bumps but it just glided over such hindrances with finesse. The
Softail conferred the twisties of the Khopoli Ghat with ease albeit the
floorboard scrapping in few corners. Harley has employed ABS on the
Softail which has been quite cleverly housed in the hub of the front
wheel but the single front disc prove inadequate in stopping this beast
which is my biggest qualm on the bike also the optional windshield would
help in plummeting the windblast at high speeds.</div>
<br />
<div class="PT10 gL_14 lh24">
</div>
<br />
<div style="text-align: center;">
<img align="middle" alt="Harley-Davidson Softail Heritage and Fatboy Special static shot" border="0" src="http://static.zigwheels.com/media/content/2013/Jul/harley-davidson-fatboy-softail-first-ride-action-shot-272013-m12_560x420.jpg" title="Harley-Davidson Softail Heritage and Fatboy Special static shot" /></div>
<br />
<div style="text-align: justify;">
<strong>Verdict:</strong></div>
<div style="text-align: justify;">
<strong><br /></strong></div>
<div style="text-align: justify;">
Even though both the bikes are powered by the same engine that is
where the similarity ends. The Fatboy is a power cruiser full of
enthusiasm and wants to slide and power its way out at every possible
opportunity. On the other hand, the Softail Heritage is a relaxed soul
which is designed to gobble up as many miles as possible in utmost
comfort. Also by making both the bikes CKD, Harley-Davidson has
been successful in bringing down the prices on the machine by as much
as Rs 5 lakhs, which means the Fatboy Special is now available at Rs.
15.6 lakh and the Heritage at Rs. 16.25 lakh (ex-showroom Delhi) making
it a very laudable move on Harley-Davidsons part. We feel that other
two-wheeler manufacturer should also be inspired by Harley’s strategy
and start CKD operations which would benefit both the customers and
brand. So all you Harley aficionados who were craving for these mean
machines but were holding yourself back owing to the bike’s pricing,
well this is the right time to make your move.</div>
<br />
Courtesy: <a href="http://www.zigwheels.com/reviews-advice/reviews/harleydavidson-fatboy-special-and-softail-heritage-first-ride/16753/6" target="_blank">http://www.zigwheels.com</a> </div>
Anonymoushttp://www.blogger.com/profile/07759071225209410566noreply@blogger.com1tag:blogger.com,1999:blog-1896249845297084179.post-11902345421022042542013-07-19T10:44:00.001+05:302013-07-19T10:44:14.697+05:30Two-wheeler sales witness a slump<div dir="ltr" style="text-align: left;" trbidi="on">
<div class="PT10 b_14 lh24" style="line-height: 18px;">
<b>Economic slowdown
along with spike in inflation has adversely affected consumer
sentiment, which in turn has led to slower sales of two-wheelers, with
volumes dropping in the past five months</b></div>
<div class="PT10 gL_14 lh24">
</div>
<br />
<div style="text-align: center;">
<img align="middle" alt="100cc motorcycles in action" border="0" src="http://static.zigwheels.com/media/content/2013/Jul/100cc-shoot-out-two-wheeler-sales-slump-1672013-m4_560x420.jpg" title="100cc motorcycles in action" /></div>
<br />
<div style="text-align: justify;">
Sales of motorcycles in India fell by 9.20 per cent in June 2013 -
fifth consecutive month of decline -- while the total two-wheeler sales
were down by 4.50 per cent last month, according to the Society of
Indian Automobile Manufacturers (SIAM). Sales of passenger cars and
bikes have been hit hard in the past few months, as stubbornly high
inflation, rising fuel prices and a subdued economy have prompted
consumers to put off discretionary spending. So much so, SIAM has called
for a stimulus from the government to improve outlook for the important
industry.</div>
<br />
<div style="text-align: center;">
<img align="middle" alt="Suzuki GS 150R static shot" border="0" src="http://static.zigwheels.com/media/content/2013/Jul/suzuki-gs150r-two-wheeler-sales-slump-1672013-m5_560x420.jpg" title="Suzuki GS 150R static shot" /></div>
<br />
<br />
<div style="text-align: justify;">
India's two-wheeler sales have contracted in the past four months
(Feb-May 2013), the longest losing streak since the 12-month period
ended February 2008, as a challenging economic environment has kept the
consumer demand muted. The slowdown in the growth of two-wheeler sales
has occurred a couple of months after CPI for Industrial Workers
(CPI-IW) hit the double-digit mark in April 2012. Since then, the CPI-IW
has been hovering in the 9-12 per cent range. The new CPI (combined)
has been around 10.0 per cent mark since April 2012 before softening in
April-May of this year.</div>
<div style="text-align: justify;">
<br /></div>
<div style="text-align: justify;">
</div>
<div class="PT10 gL_14 lh24">
</div>
<br />
<div style="text-align: center;">
<img align="middle" alt="Honda CB Trigger in action" border="0" src="http://static.zigwheels.com/media/content/2013/Jul/honda-cb-trigger-two-wheeler-sales-slump-1672013-m7_560x420.jpg" title="Honda CB Trigger in action" /></div>
<br />
<div style="text-align: justify;">
On the other hand, the growth rate in two-wheelers has moderated from
mostly double digit levels to single digits before contracting in
Aug-Sept. 2012. The steep rebound in October 2012 was more of a blip,
with sales moderating yet again in the subsequent months till date. The
last time two-wheeler sales in India took a big hit was between March
2007 and February 2008, as the global financial crisis had a negative
impact on India's economic growth, which resulted in subdued consumption
demand.</div>
<br />
<div style="text-align: center;">
<img align="middle" alt="Honda Activa static shot" border="0" src="http://static.zigwheels.com/media/content/2013/Jul/honda-activa-two-wheeler-sales-slump-1672013-m3_560x420.jpg" title="Honda Activa static shot" /></div>
<br />
<br />
<div style="text-align: justify;">
Two-wheeler sales then steadied for a while before contracting for
four straight months between October 2008 and January 2009. The recovery
in two-wheeler sales from the 2007-08 slowdown lasted till July 2012.
Sales are not a significantly big-ticket item in the overall consumption
basket of an average Indian household. Also, sales of two-wheelers,
especially of the commuter variety (100cc-125cc), form a major chunk (~
78 per cent to 83 per cent) of the total automobile volumes.</div>
<div style="text-align: justify;">
</div>
<div class="PT10 gL_14 lh24">
</div>
<br />
<div style="text-align: center;">
<img align="middle" alt="TVS Phoenix 125 in action" border="0" src="http://static.zigwheels.com/media/content/2013/Jul/tvs-phoenix-two-wheeler-sales-slump-1672013-m1_560x420.jpg" title="TVS Phoenix 125 in action" /></div>
<br />
<div style="text-align: justify;">
They are a good indicator of the rural demand, where the commuter
bikes (with lower 100-125 cc motor) and scooters are the preferred mode
of transport. The economic slowdown of the past 2-3 years, along with
the spike in inflation, has adversely affected consumer sentiment. That
in turn has led to slower sales of two-wheelers, with volumes dropping
in the past five months.</div>
<div style="text-align: center;">
<br />
</div>
<div style="text-align: justify;">
However, a good start to the southwest monsoon, upcoming festival
demand, government's pre-election spending and steady fall in inflation
are likely to lead to better consumption demand in the coming months.
Two-wheelers will be one of the natural beneficiaries of the impending
recovery in the domestic consumer sentiment.</div>
<div style="text-align: justify;">
<br /></div>
<div style="text-align: justify;">
<br /></div>
</div>
Anonymoushttp://www.blogger.com/profile/07759071225209410566noreply@blogger.com0tag:blogger.com,1999:blog-1896249845297084179.post-72436913824423805182013-07-19T10:36:00.006+05:302013-07-19T10:36:42.121+05:30HM's BS IV-compliant diesel Ambassador launching soon<div dir="ltr" style="text-align: left;" trbidi="on">
<div style="text-align: justify;">
<b>Following extensive test driving, senior functionaries of the taxi
associations and the dealers found the BS IV-compliant Ambassadors
distinctly superior to the current BS III model.</b></div>
<b>
</b><br />
<div class="PT10 gL_14 lh24">
</div>
<br />
<div style="text-align: center;">
<img align="middle" alt="BS IV-compliant Ambassador being tested at the companys track" border="0" src="http://static.zigwheels.com/media/content/2013/May/hindustan-motor-ambassador-bs4-compliant-main-1_560x420.jpg" title="BS IV-compliant Ambassador being tested at the companys track" /></div>
<div style="text-align: center;">
<strong>BS IV-compliant Ambassador being tested at the companys track in Uttarpara</strong></div>
<br />
<div style="text-align: justify;">
Kolkata subconsciously perhaps does hold a fair degree of pride
knowing it is the only major metro in the entire country, where one can
see an Ambassador all hale and hearty turning down its meter and
offering you a comfortable taxi ride to your desired destination.</div>
<div style="text-align: justify;">
<br /></div>
<div style="text-align: justify;">
But hale and hearty doesn’t necessarily mean healthy. BS III
compliance is ancient history; it’s only because of special
consideration from Kolkata’s road transport authorities that Hindustan Motors has
been allowed to sell its BS III Amby all these years. C K Birla Group’s
flagship company is however intent on building a brighter and cleaner
future for its Ambassador and the first step in that direction would be
to launch a BS IV-compliant diesel-powered Ambassador.</div>
<div style="text-align: justify;">
<br /></div>
<div style="text-align: justify;">
The new 1.5-litre BS IV diesel-powered Ambassador was recently
presented in different configurations for the very first time to
office-bearers of Kolkata’s different taxi associations at the company’s
plant located in Uttarpara.</div>
<div style="text-align: justify;">
<br /></div>
<div style="text-align: justify;">
Following extensive driving sessions on the test track located within
the facility, senior functionaries of the taxi associations and the
dealers got an actual feel of the forthcoming car and found the BS
IV-compliant Ambassadors distinctly superior to the current BS III
model. </div>
<br />
<br />
<br />
<div style="text-align: center;">
<img align="middle" alt="Bimal Kumar Guha drives new BS IV Ambassador" border="0" src="http://static.zigwheels.com/media/content/2013/May/hindustan-motor-ambassador-bs4-compliant-main_560x420.jpg" title="Bimal Kumar Guha drives new BS IV Ambassador" /></div>
<div style="text-align: center;">
<strong>Bengal Taxi Association’s general secretary, Mr. Bimal Kumar Guha, all set to test drive </strong></div>
<div style="text-align: center;">
<strong>HM’s 1.5-litre BS IV-compliant which the company will be launching soon</strong></div>
<br />
<div style="text-align: justify;">
Bimal Kumar Guha, general secretary of Bengal Taxi Association who
got a first-hand experience driving the new BS IV-compliant Amby, said,
“I myself drove the BS IV Ambassador over several laps of the test track
and found that the new vehicle offers higher power and torque, better
vehicle control with power steering, improved gradient negotiating
capacity, better cooling and overall better driveability with no
compromise on fuel consumption. Of course, it meets the emission norms. I
could not detect any smoke.” </div>
<div style="text-align: justify;">
<br /></div>
<div style="text-align: justify;">
Tarak Nath Bari, secretary of Calcutta Taxi Association, who also
drove the more environment friendly BS IV version stated, “Driving the
BS IV Ambassador, today, was a pleasant experience. The forthcoming
vehicle is positively better than the current BS III vehicle. The drive
proved that the new vehicle fully matches the technical specifications
provided by HM. It is real value for money and will positively make
better business sense to buyers, particularly in the taxi segment.
Kolkata had been waiting for BS IV diesel Ambassador for quite some
time.”</div>
<div style="text-align: justify;">
<br /></div>
<div style="text-align: justify;">
The introduction of the new BS IV-compliant Ambassador will now open for Hindustan Motors 17
metropolitan cities where sale of BS III cars had been banned from
April 2010. HM will be launching the BS IV diesel Ambassador in the
market very soon with a new name. </div>
<div style="text-align: justify;">
<br /></div>
<div style="text-align: justify;">
Hindustan Motors rejuvenation strategy for its Ambassador will not
end with the launch of a BS IV model. It will be followed by the debut
of a sub-four metre compact version of the Ambassador. A separate
hatchback version with better interiors and upgraded technology is also
in the pipeline. Watch this space for model specific launch dates as and
when announced by the company.</div>
<div style="text-align: justify;">
<br /></div>
</div>
Anonymoushttp://www.blogger.com/profile/07759071225209410566noreply@blogger.com0tag:blogger.com,1999:blog-1896249845297084179.post-19649900650213285052013-07-19T10:31:00.001+05:302013-07-19T10:31:16.499+05:302014 Honda Brio based MPV to be fast tracked<div dir="ltr" style="text-align: left;" trbidi="on">
<div style="text-align: justify;">
The Brio platform hosts a hatchback and a
sedan in the form of the Brio hatchback and the Amaze compact sedan.
This very platform, aimed at emerging car markets will now give rise to a
compact MPV. The Brio based compact MPV will debut in the Indonesian
car market, a market that loves MPVs. Honda Indonesia plans to speed up
development of the Brio based compact MPV by appointing Masanori
Hashimoto, the head of development of the Earth Dreams turbo diesel
engine range, as the head of research and development at Honda
Indonesia.</div>
<div style="text-align: justify;">
<br /></div>
<div style="text-align: center;">
<a href="http://www.indiancarsbikes.in/wp-content/uploads/2012/11/2014-Honda-Brio-based-compact-MPV-render.jpg"><img alt="2014 Honda Brio based compact MPV render" class="lazy size-full wp-image-64425 data-lazy-ready" data-lazy-src="http://www.indiancarsbikes.in/wp-content/uploads/2012/11/2014-Honda-Brio-based-compact-MPV-render.jpg" data-lazy-type="image" height="270" src="http://www.indiancarsbikes.in/wp-content/uploads/2012/11/2014-Honda-Brio-based-compact-MPV-render.jpg" style="display: inline;" title="2014 Honda Brio based MPV to be fast tracked" width="540" /></a></div>
<br />
<div style="text-align: center;">
A speculative render of the 2014 Honda Brio based compact MPV</div>
<div style="text-align: center;">
<br /></div>
<span id="more-70344"></span><br />
<div style="text-align: justify;">
This appointment is expected to
streamline the decision making process by having a senior Japanese Honda
official to oversee the project. So, each decision needn’t go back and
forth between Honda Japan and Honda Indonesia for clearance. The Brio
based MPV is expected to rival the Toyota Avanza and the Maruti Suzuki
Ertiga in the Indonesian car market. Given that Honda has hedged is bets
on the Brio platform in India, the Brio based MPV is expected to
eventually arrive into India as well considering the stiff demand for
compact sized MPVs in the country.</div>
<div style="text-align: justify;">
The Brio based MPV is expected to be
engineered to accommodate both a petrol engine and diesel engine. The
diesel engine in question will be the 1.5 Liter i-DTEC unit that has
made its debut on the Brio Amaze compact sedan. This diesel engine will
power a range of compact Honda cars sold in the Indian car market. The
next generation versions of the Jazz hatchback and the City sedan are
two such upcoming models that will be powered by the 1.5 Liter i-DTEC
turbo diesel engine. The Brio based MPV and the Honda Jazz compact SUV
are the two other cars that are expected to be powered by the 1.5 Liter
turbo diesel motor. Also, Honda is considering a smaller 1.2 Liter-3
cylinder turbo diesel engine for its future range of small cars.</div>
<div style="text-align: justify;">
<br /></div>
<div style="text-align: justify;">
Source <a href="http://otomotif.kompas.com/read/2013/04/29/7827/Honda.Mobil.Datangkan.Tenaga.Ahli.Jepang">Otomotif.Kompas</a> Render Courtesy <a href="http://www.theophiluschin.com/?p=4127">TheophilusChin</a></div>
<a href="http://www.indiancarsbikes.in/wp-content/uploads/2012/11/2014-Honda-Brio-based-compact-MPV-render.jpg"><br /></a></div>
Anonymoushttp://www.blogger.com/profile/07759071225209410566noreply@blogger.com14tag:blogger.com,1999:blog-1896249845297084179.post-44446490083912102112013-06-30T10:54:00.002+05:302013-06-30T10:58:10.099+05:30Renault Duster dCi vs Ford EcoSport TDCi<div dir="ltr" style="text-align: left;" trbidi="on">
<div style="text-align: justify;">
There’s seldom been a more closely-fought fight among vehicles – one of
which isn’t even technically available yet! The Renault Duster and the
Ford EcoSport are set to be each others’ respective arch-nemesis and
already we’re seeing camps being formed with strong opinions either way.
We took a closer look at the two compact SUVs and compared their bits.</div>
<iframe allowfullscreen="" frameborder="0" height="360" src="//www.youtube.com/embed/DzxhTzEPH5w" width="640"></iframe><br />
<div style="text-align: justify;">
</div>
<h3 style="text-align: justify;">
Visual appeal</h3>
<div style="text-align: justify;">
It’s a mixed opinion this. While the modern kinetic design language
and sporty elements used in the Ford makes it more car like and premium,
the Renault uses a more simplistic approach. But this doesn’t mean it
can’t turn heads, the flared front and rear arches add muscle and give
the car a more robust look. The only SUV element in the EcoSport is its
height and the externally mounted spare tyre. The EcoSport is more
attractive but the Duster definitely has better presence. Inside too,
it’s the same story. The interior design in the Ford is new age and the
use of black and gloss aluminium detailing gives it a very sporty look
like in a hot hatch. The Duster’s interior is bland and very utilitarian
in comparison. It offers similar fit and finish but one doesn’t feel as
special inside as in the EcoSport.<br />
</div>
<div class="wp-caption aligncenter" id="attachment_17626" style="text-align: justify; width: 596px;">
<div style="text-align: center;">
<img alt="2013 Renault Duster vs Ford EcoSport" class="size-full wp-image-17626" height="331" src="http://overdrive.in/wp-content/uploads/2013/06/Duster-vs-EcoSport-1.jpg" width="586" /></div>
<div class="wp-caption-text" style="text-align: center;">
2013 Renault Duster vs Ford EcoSport</div>
</div>
<div style="text-align: justify;">
</div>
<h3 style="text-align: justify;">
Space and comfort</h3>
<div style="text-align: justify;">
At the front, both the SUVs offer similar space. There is ample leg
and head room for front passengers but in the Ford the driver also gets
an armrest. In fact the driver is more pampered in the EcoSport. besides
the armrest, the Ford also gets height adjustment for the driver’s seat
and a steering which is adjustable for both reach and rake.</div>
<div style="text-align: justify;">
The Duster’s driver gets a height adjustable seat too, but instead of
being continuously variable, it just a two step affair – high or low.
The Renault’s steering, again, only adjusts for rake but not for reach.
So, finding a good driving position is a lot easier in the Ford.<br />
</div>
<div class="wp-caption aligncenter" id="attachment_17628" style="text-align: justify; width: 596px;">
<div style="text-align: center;">
<img alt="2013 Ford EcoSport in India rear seat space" class="size-full wp-image-17628" height="331" src="http://overdrive.in/wp-content/uploads/2013/06/Duster-vs-Ford-EcoSport-2.jpg" width="586" /></div>
<div class="wp-caption-text">
<div style="text-align: center;">
2013 Ford EcoSport in India rear seat space<br />
</div>
</div>
</div>
<div style="text-align: justify;">
Neither SUV offers a dead pedal but the Ford offers some space to
rest your left foot which the Duster lacks. The latter however scores
when it comes to shoulder room and visibility. The thick A-pillar and
small quarter glass in the Ford results in a big blind spot and will
take some time getting used to.</div>
<div style="text-align: justify;">
Moving to the back, this is where the lack of shoulder room is most
felt in the EcoSport. It’s a strict four-seater and only two adults can
comfortably sit at the back. The Duster on the other hand offers more
room and can accommodate three adults since the seat is larger. It even
features a rear armrest with two cup holders. That said, the Ford
surprisingly offers 75mm more rear knee room. But, since the EcoSport is
less than four metres long, boot space suffers. At 346 litres, it
offers 129 litres lesser space than the Duster. The seats however split
60:40 unlike the Renault’s single folding seat. The roof rails also have
mounts to hold a roof box.</div>
<div style="text-align: justify;">
The EoSport is also the better equipped of the two SUVs. It gets
auto-climate control and SYNC – a voice activated feature to control a
host of systems, both of which are missing on the Duster. In terms of
safety, the top end EcoSport offers six airbags (four more than the
Renault).<br />
</div>
<div class="wp-caption aligncenter" id="attachment_17630" style="text-align: justify; width: 596px;">
<div style="text-align: center;">
<img alt="2013 Renault Duster in India rear seat space" class=" wp-image-17630 " height="331" src="http://overdrive.in/wp-content/uploads/2013/06/Duster-vs-EcoSport-4.jpg" title="2013 Renault Duster in India rear seat space" width="586" /></div>
<div class="wp-caption-text" style="text-align: center;">
Rear legroom in the Duster</div>
</div>
<div style="text-align: justify;">
</div>
<h3 style="text-align: justify;">
Engines and real world performance</h3>
<div style="text-align: justify;">
Both feature 1.5-litre common-rail units but it’s the Renault that
puts out more power. The Duster produces 110PS at 3900rpm while peak
torque is an impressive 248Nm produced at a low 2250rpm. The Ford
meanwhile delivers a lower 91PS at 3750rpm and 204Nm from 2000-2750rpm.
This difference on paper is quite evident on the road as well. Power
delivery is stronger in the Duster while the turbo lag is less evident.</div>
<div style="text-align: justify;">
However, in bumper to bumper traffic the EcoSport is effortless to
drive and is less tiring compared to the Renault thanks mainly to a much
lighter clutch operation. The EcoSport is happy to take on the highways
as well, but the Duster comes across as the more accomplished car for
the job. Its engine feels less strained and more alert and thanks to a
higher torque rating and an additional sixth gear, it makes for a more
relaxed cruiser.</div>
<div style="text-align: justify;">
We also prefer the gear shift quality on the Duster; while the
Renault offers short throws and crisp shifts, the EcoSport’s five-speed
transmission feels more rubbery in its operation.</div>
<div style="text-align: justify;">
In terms of outright performance, the Duster is slightly quicker. The
sprint to 100kmph comes up in 12.7 seconds while the EcoSport does the
same in a respectable 13.2 seconds. The Renault also has a slightly
higher top speed. It maxes out at 175kmph, 5kmph more than the EcoSport.</div>
<div style="text-align: justify;">
<br /></div>
<div class="wp-caption aligncenter" id="attachment_17632" style="text-align: justify; width: 596px;">
<div style="text-align: center;">
<img alt="2013 Ford EcoSport in India diesel engine" class=" wp-image-17632 " height="331" src="http://overdrive.in/wp-content/uploads/2013/06/Duster-vs-EcoSport-5.jpg" title="2013 Ford EcoSport in India diesel engine" width="586" /></div>
<div class="wp-caption-text" style="text-align: center;">
1.5 litre diesel engine in the EcoSport</div>
</div>
<div style="text-align: justify;">
</div>
<h3 style="text-align: justify;">
Fuel efficiency</h3>
<div style="text-align: justify;">
It’s a close fight in this round too. The ARAI figure is higher for
the Ford (22.7kmpl against the Duster’s 19.01kmpl) and in the real world
in exactly the same conditions, the EcoSport again delivered high
figures of 12.2kmpl in the city against the Duster’s 11.8kmpl. On the
highway, however, the Renault did better. It returned 21.8kmpl, 1.4kmpl
more than the Ford. This means the Duster’s overall fuel efficiency of
14.3kmpl is 0.5kmpl more than the EcoSport. Clearly, there’s nothing to
choose between the two in the real world when it comes to fuel
efficiency.</div>
<div style="text-align: justify;">
<br /></div>
<div class="wp-caption aligncenter" id="attachment_17634" style="text-align: justify; width: 596px;">
<div style="text-align: center;">
<img alt="2013 Renault Duster diesel engine" class="size-full wp-image-17634 " height="331" src="http://overdrive.in/wp-content/uploads/2013/06/Duster-vs-EcoSport-6.jpg" title="2013 Renault Duster diesel engine" width="586" /></div>
<div class="wp-caption-text" style="text-align: center;">
1.5 litre Renault Duster diesel engine</div>
</div>
<div style="text-align: justify;">
</div>
<h3 style="text-align: justify;">
Ride and handling</h3>
<div style="text-align: justify;">
Based on the Fiesta platform, the EcoSport shines when it comes to
dynamics. The chassis feels well balanced and is very much at home
around corners. There is slight body roll and one does get the feeling
of driving a tall car but then it still is the best handling vehicle in
its segment. However, the steering could have been slightly heavier and
offer more feedback like in the Fiesta. The Duster on the other hand,
isn’t as involving but is still a capable handler. A wider track and
broader tyres does improve handling while high speed stability is
impressive. The only negative however is the strong steering kick-back
that is felt especially while cornering on undulated surfaces. This
isn’t a good feeling and one needs to grip the steering quite firmly.
The Renault has the better ride quality, though. It glides over rough
roads and potholes with pliancy, and on the highway over undulating
roads, it remains completely planted. The EcoSport on the other hand is
slightly stiff and doesn’t soak in the bumps as well. How about going
off-road? Both vehicles put down power though the front wheels and don’t
offer four-wheel drive even as an option, so we wouldn’t recommend one
going off-road. But if you still decide to drive on rough terrain and
small boulders, the Duster will be the better choice since it offers
slightly more ground clearance and even features a metal sump guard.</div>
<div style="text-align: justify;">
<br /></div>
<div class="wp-caption aligncenter" id="attachment_17636" style="text-align: justify; width: 596px;">
<div style="text-align: center;">
<img alt="2013 Renault Duster vs Ford EcoSport" class="size-full wp-image-17636" height="331" src="http://overdrive.in/wp-content/uploads/2013/06/Duster-vs-EcoSport-7.jpg" width="586" /></div>
<div class="wp-caption-text" style="text-align: center;">
2013 Renault Duster vs Ford EcoSport</div>
</div>
<div style="text-align: justify;">
</div>
<h3 style="text-align: justify;">
Which should one buy?</h3>
<div style="text-align: justify;">
The EcoSport, yes as odd as it may be, hasn’t been launched as yet.
Talk about taking your own sweet time to do things. In any case, when
the Ford is launched, we expect it to be cheaper than the Duster.
Moreover, it will have more features, will look more upmarket, and
though it will have a less powerful engine, the EcoSport’s performance
won’t be significantly off the Renault’s. The Ford then is the clear
winner here. It also makes better sense for the city given its smaller
dimensions and lighter controls. The only reason to buy the Duster now
is if you are specifically looking for a compact SUV that offers enough
space for five and their luggage, to travel long distances in.<br />
</div>
<div class="wp-caption aligncenter" id="attachment_17638" style="text-align: justify; width: 596px;">
<div style="text-align: center;">
<img alt="2013 Renault Duster vs Ford EcoSport" class="size-full wp-image-17638" height="331" src="http://overdrive.in/wp-content/uploads/2013/06/Duster-vs-EcoSport-8.jpg" width="586" /></div>
<div class="wp-caption-text" style="text-align: center;">
2013 Renault Duster vs Ford EcoSport<br />
<div style="text-align: justify;">
Source: http://overdrive.in </div>
</div>
</div>
</div>
Anonymoushttp://www.blogger.com/profile/07759071225209410566noreply@blogger.com4tag:blogger.com,1999:blog-1896249845297084179.post-91551847473367706122013-06-30T10:46:00.003+05:302013-06-30T10:47:37.532+05:30KTM 390 Duke: Should Royal Enfield worry?<div dir="ltr" style="text-align: left;" trbidi="on">
<div class="entry-content MT25 ncPara1" style="text-align: justify;">
<div style="text-align: justify;">
The presentation at the launch of the 390 Duke included one slide
that listed the specifications of the new KTM versus all the various
Royal Enfields. Many thought that this was odd given that Royal Enfields
are so well-defined as a nostalgic brand that there’s almost no
competition to them. People buying Enfields do not think of other brands
and other brand prospects don’t consider Enfields either. As usual, the
reality is far greyer.</div>
<div style="text-align: justify;">
<br /></div>
<div class="wp-caption aligncenter" id="attachment_22904" style="text-align: justify; width: 596px;">
<img alt="This slide was presented during the 390 Duke's launch press conference" class="size-full wp-image-22904" height="331" src="http://overdrive.in/wp-content/uploads/2013/06/KTM-390-Duke-4.jpg" width="586" /><br />
<div class="wp-caption-text" style="text-align: center;">
This slide was presented during the 390 Duke’s launch press conference</div>
<div class="wp-caption-text">
<br /></div>
</div>
<div style="text-align: justify;">
The RD350 enthusiasts and the Enfield enthusiasts are both vocal
communities in the Indian motorcycle internet space. But in both social
groups there are two kinds of people.</div>
<div style="text-align: justify;">
There are, of course, the true loyalists. These people genuinely
enjoy their associations with the brand at a profoundly personal level.
They may be realistic enough to sense and accept, even celebrate, what
the outside world might call flaws or problems. To them, the maintenance
needs of their bikes, their spotty reliability or reputation for having
almost no geniune or reasonably priced spares on the market and so
forth aren’t barriers to ownership or love. These are parts of the
relationship that require immense amounts of time and effort to overcome
and make the relationship that much more intimate.</div>
<div style="text-align: justify;">
But there is also the other kind of social group member. The one’s
who are currently in the cult but aren’t as hardcore as the true
loyalists. I am not saying these people are traitors or referring to
them in any degrading sense. They aren’t opportunistic, or traitors to
the cause.</div>
<div style="text-align: justify;">
They are simply people who like something specific (for instance
power) about motorcycles and are currently associating with a particular
group because that particular motorcycle or brand offers them that
specific thing. When something better comes along, they will move on. If
the RD350 or the Enfield has left a deep enough impression, they’ll add
the new motorcycle to their garage. If not, they’ll replace the old one
with the new thing.</div>
<div style="text-align: justify;">
To return to that slide, Bajaj and KTM didn’t put up that slide
because they think they can ‘recruit’ the whole Royal Enfield following.
They are simply making a pragmatic point here.</div>
<div style="text-align: justify;">
You see, Royal Enfield enjoys the Indian automatic association of
displacement with power. 350cc must be greater than 150cc and 500cc
trumps all. This is further bolstered by the fact that our RTOs have
traditionally filled in the cc figure in the power column on the
registration documents. Even today, My 200 Duke registration card has
the cubic capacity column filled in correctly but the power column is
empty.</div>
<div style="text-align: justify;">
Whether you like it or not, there are more than a few less-informed
motorcycle fans out there who think buying the Enfield 350 or 500 gives
them the most powerful motorcycle possible. Unfortunately, while they do
get a lot of good things from Royal Enfields, outright power has never
really been one of those things.</div>
<div style="text-align: justify;">
By showing a 375cc motorcycle on the slide, Bajaj is reinforcing the
idea that the Enfield 350 even in this twisted world isn’t the toast of
the ‘power’ segment anymore. And to those who are better informed, the
stark difference in the power, torque and weight columns between the
Enfields and KTMs should mean a lot. More importantly, perhaps, Royal
Enfield’s prospective customers have shown a few attributes that KTM
finds extremely appealing.</div>
<div style="text-align: justify;">
First, REs are expensive and their buyers are naturally showing off
both that they have the means and that they are willing to dispose their
disposable incomes on motorcycles. Every premium segment product should
target them as a natural consequence, KTM just happens to be the first
direct shot at this bulls-eye.</div>
<div style="text-align: justify;">
Second, REs are leisure motorcycles that attract a more affluent,
older crowd and off late their motorcycles have taken cognisance of
this, I’m looking at you Classic. But this crowd is also the one who is
currently stuck in epic wait queues. Royal Enfield is bringing to bear
serious effort and investment to bear on cutting the waiting times and
reaping the rewards of being able to supply product quicker.</div>
<div style="text-align: justify;">
I believe KTM thinks of the customers who really want only the power
or performance and are unwilling to wait the low-hanging fruit which can
be picked off easily. I further think that Bajaj is shrewd enough to
suss out the fact that there will even be hardcore fans who’ve done the
whole nostalgic thing long enough for them to be looking at other
things. Looking for an upgrade. The 390 Duke is a very reasonable other
thing/upgrade on every count.</div>
<div style="text-align: justify;">
Is it all doom and gloom for RE then? Oh no, India is way too vast a
market for two manufacturers to not be able to survive more than
comfortably in the long run. We have too many motorcyclists and
currently, not enough choice. The 390 is a step in the right direction
but it doesn’t substantially change that reality.</div>
<div style="text-align: justify;">
RE will find new legs and new customers when the Continental GT comes
out. I believe the new frame and engine will prove to be an good
combination. It won’t be a full-on modern motorcycle in nature or feel
most likely but, then again, it doesn’t have to be.</div>
<div style="text-align: justify;">
<br /></div>
<div class="wp-caption aligncenter" id="attachment_9704" style="text-align: justify; width: 600px;">
<div style="text-align: center;">
<img alt="The Continental GT will be the natural upgrade for Classic RE owners" class="size-large wp-image-9704" height="298" src="http://overdrive.in/wp-content/uploads/2013/01/Royal-Enfield-Cafe-Racer.jpg" title="The Continental GT will be the natural upgrade for Classic RE owners" width="590" /></div>
<div class="wp-caption-text" style="text-align: center;">
The Continental GT will be the natural upgrade for Classic RE owners</div>
<div class="wp-caption-text">
<br /></div>
</div>
<div style="text-align: justify;">
If Royal Enfield can capture all the charm and grace of the olden
days with a decent enough extra dash of performance and handling, the
Continental GT will be a success. If it can bring Royal Enfield to the
point — and I believe it will — where the new plant has to run to keep
up with demand, it will be job done.</div>
<div style="text-align: justify;">
Don’t make the mistake of thinking this will be easy for Royal
Enfield either. One of the hardest challenges for motorcycle engineering
can often be legacy rather than metallurgy or cost. Royal Enfield knows
this very well and the Continental GT is a startlingly different
approach to product development for the company.</div>
<div style="text-align: justify;">
You can be sure that what RE will learn about quality, development,
pricing and performance from the Continental GT will not be restricted
to that one model either. The Chennai company is finally moving forward
with significant momentum. The new plant is a huge step forward as is
the Continental GT. And I see no reason why the momentum will dissipate.</div>
<div style="text-align: justify;">
I am convinced that a few Royal Enfield loyals will either add a KTM
to their garage or switch out their old thumper to the 390. But
substantially, the core fan base will not waver. And Royal Enfield, to
their credit, is hard to work ensuring that these fans have something to
upgrade to as well.</div>
<div style="text-align: justify;">
And that in a nutshell is what it is about. If you, as a motorcycle
maker, want people to remain in your family, you must ensure I have
something to upgrade to within your fold. Or else I’ll move on.<br />
<br />
<b>Source: http://overdrive.in </b></div>
</div>
</div>
Anonymoushttp://www.blogger.com/profile/07759071225209410566noreply@blogger.com0tag:blogger.com,1999:blog-1896249845297084179.post-32770580968878937602013-06-30T10:29:00.004+05:302013-06-30T10:43:44.008+05:302013 KTM 390 Duke first ride<div dir="ltr" style="text-align: left;" trbidi="on">
<iframe allowfullscreen="" frameborder="0" height="360" src="//www.youtube.com/embed/s_Pvl5X30Rs" width="640"></iframe><br />
<div dir="ltr" style="text-align: left;" trbidi="on">
<br />
Can I lean it further? Is it safe to do this on a public road? Even
one as empty as this? I’ll feel better if I look further ahead… But can I
turn my head back and up any further? The questions pile up fast and
heavy. Ahead, ride leader, Andreas of KTM R&D is an indistinct spec.
Both of us are in the middle of a long, fast, sweeping hairpin (yes,
the Austrians make these really fun hairpins that last forever in the
mountains around Salzburg), heeled well over. The pace is up, the sun is
warm, the bike is hot and we are out playing.<br />
The questions are coming because the new Metzeler Sportec M5 tyres
feel unfamiliar while the rest of the KTM 390 Duke feels familiar but
different. Like an old buddy who grew up and matured all of a sudden.<br />
When I hopped on at the hotel porch, I allowed the feel of the 390 to
come to me. And my first impression was that this was a stiff feeling
motorcycle. Very rigid, indeed. And in the first few meters of riding it
became obvious that the first impression was correct. On the brakes, it
seemed to dive less, on the gas it pitched up noticeably less, it felt
less absorbent over manhole covers and generally felt like someone had
taken a wrench and just tightened everything more than a few notches.<br />
<br />
<div class="wp-caption aligncenter" id="attachment_16814" style="width: 596px;">
<div style="text-align: center;">
<img alt="2013 KTM 390 Duke" class="size-full wp-image-16814" height="361" src="http://overdrive.in/wp-content/uploads/2013/05/2013-KTM-390-Duke-1.jpg" width="640" /></div>
<div class="wp-caption-text" style="text-align: center;">
2013 KTM 390 Duke</div>
<div class="wp-caption-text">
<br /></div>
</div>
And now, two hours and some 150km in, I’m liking the stiffness and
have gotten a hang of these tyres. R&D manager (street) Sebastian
Sekira explained it to me later. “The chassis is identical to the 200
Duke.” As in the trellis frame, upside down front fork, radially mounted
callipers, rotor sizes, rim and tyre sizes are all exactly the same as
the smaller Duke. “But there are three critical differences. First, the
bike you are riding is European-spec, which means the spring ratings and
damping fluid spec is the same as what you will get in India but we use
different shims in the suspension for a stiffer, sportier ride. In
India, you will get a softer [damping] setup for your roads.”<br />
This variation in suspension setup is true of the 200 Duke as well
and a good thing for us. In hindsight, it dawns on me that if we had to
ride a motorcycle this stiffly suspended on our roads, even the most
hardcore of us would be annoyed by the jittery, harsh ride quality that
would inevitably result.<br />
<br />
<div class="wp-caption aligncenter" id="attachment_16816" style="width: 596px;">
<div style="text-align: center;">
<img alt="2013 KTM 390 Duke wheel" class="size-full wp-image-16816" height="361" src="http://overdrive.in/wp-content/uploads/2013/05/2013-KTM-390-Duke-2.jpg" width="640" /></div>
<div class="wp-caption-text" style="text-align: center;">
2013 KTM 390 Duke wheel</div>
</div>
“The second difference are the new Metzeler Sportec M5 tyres which
will come to India as well.” Why? Is something wrong with the MRFs? “No,
the MRFs are actually excellent. But when we decided to make the 390
Duke we realised it would be a premium product and that it would hit as
much 160-170kmph flat out. So we specified these new Sportec M5 tyres
for the bike. They are better overall than the MRFs by a small margin,
but have significantly better wet weather performance.”<br />
Despite near-zero snow/rain conditions through the two week media
preview, our group were the lucky ones to enjoy fully sunny weather and
had no chance to test wet grip. Or, thankfully, the warmth of our, ahem,
winter gear.<br />
<br />
<div class="wp-caption aligncenter" id="attachment_16818" style="width: 596px;">
<div style="text-align: center;">
<img alt="2013 KTM 390 Duke" class="size-full wp-image-16818" height="361" src="http://overdrive.in/wp-content/uploads/2013/05/2013-KTM-390-Duke-4.jpg" width="640" /></div>
<div class="wp-caption-text" style="text-align: center;">
2013 KTM 390 Duke</div>
<div class="wp-caption-text" style="text-align: center;">
<br /></div>
</div>
But this much was clear, the Sportec is a stiff tyre that takes a bit
of getting used to in terms of reading feedback and interpreting it.
But once you sync up, it has immense grip, both when upright and when
leaned over to the edges.<br />
The MRF is excellent and it has proved to be hard wearing too – we
see 200 Dukes at OVERDRIVE’s track school all the time which are doing
their fourth or fifth track weekend on the same tyres without
significant degradation. We will see how the Sportec M5 holds up, but if
the long sweepers are any indication, this tyre is going to be immense
amounts of fun. And 200 owners should be able to buy them at KTM service
centres and upgrade their bikes at will.<br />
“Finally, we have ABS. This is the latest generation Bosch ABS, and
will be standard.” And you can see the hardware on the bike. Each
caliper has two cables running out of it — one braided hydraulic hose
coated in black plastic and one that reports wheel speed data to the ABS
ECU — and slotted discs mounted on the rotor carriers. KTM have given
the bike a ‘secret’ ABS toggle switch (unmarked on bottom left of
instruments) that will turn the ABS off at standstill should you want
to.<br />
<br />
<div class="wp-caption aligncenter" id="attachment_16820" style="width: 596px;">
<div style="text-align: center;">
<img alt="2013 KTM 390 Duke chassis" class="size-full wp-image-16820" height="361" src="http://overdrive.in/wp-content/uploads/2013/05/2013-KTM-390-Duke-5.jpg" width="640" /></div>
<div class="wp-caption-text" style="text-align: center;">
2013 KTM 390 Duke chassis</div>
<div class="wp-caption-text" style="text-align: center;">
<br /></div>
</div>
The chassis, of course, is the easy bit to grasp. The engine is a
more involved exercise. Sekira says the engine was originally set to be
based on the 200’s unit, but as the design progressed, the two engines
became more and more different. Now only the finger-followers in the
valvetrain are identical to the 200 in the whole of the engine.<br />
The 375cc engine is very, very oversquare featuring a wide 89mm bore
and a short 69mm stroke, which means a whole new block. With due regard
for the intended performance, the piston is now forged rather than cast
like the 200. The block is Nikasil coated for high performance and
longevity. It also removes the need for cylinder liners making the bore
unit lighter and more compact.<br />
Feeding this is a new fuel injection system (new ECU plus bigger
throttle body) as well as an all-new engine head. And at the bottom is a
new crankshaft leading to an all-new gearbox.<br />
<br />
<div class="wp-caption aligncenter" id="attachment_16822" style="width: 596px;">
<div style="text-align: center;">
<img alt="2013 KTM 390 Duke meter dials" class="size-full wp-image-16822" height="361" src="http://overdrive.in/wp-content/uploads/2013/05/2013-KTM-390-Duke-6.jpg" width="640" /></div>
<div class="wp-caption-text" style="text-align: center;">
2013 KTM 390 Duke meter dials</div>
<div class="wp-caption-text" style="text-align: center;">
<br /></div>
</div>
All the ratios are different to ensure all that power is used
effectively. KTM have also added the one suggestion we had for the 200
from the off. Sixth gear is really tall and that allows the KTM 390 Duke
to settle into a highway groove and munch miles. We believe the 200
Duke will also shortly receive this kind of a gearing change.<br />
If you follow motorcycles with any interest whatsoever then you know
the numbers already. The new engine weighs just 36kg, which gives the
bike a dry weight of 139kg. As in this whole shebang weighs just 10-odd
kg more than the 200 Duke. On the other hand, a 1:12.9 compression
ration, bigger displacement etc allow the engine to make 44PS at 9500rpm
as well as 35Nm at 7250rpm. Redline is 10,500rpm. I believe the
technical term here is “Holy Cow!”<br />
But allow me to tell you that the initial impression isn’t holy cow,
it is more like, “Well, fast but not as wild as I expected.”<br />
<br />
<div class="wp-caption aligncenter" id="attachment_16824" style="width: 596px;">
<div style="text-align: center;">
<img alt="2013 KTM 390 Duke headlamp" class="size-full wp-image-16824" height="361" src="http://overdrive.in/wp-content/uploads/2013/05/2013-KTM-390-Duke-headlamp.jpg" width="640" /></div>
<div class="wp-caption-text" style="text-align: center;">
2013 KTM 390 Duke headlamp</div>
<div class="wp-caption-text" style="text-align: center;">
<br /></div>
</div>
First, there are now big single vibes at idle. Which are damped well
enough by the bar-end dampers. But you will notice them as a rhythmic
vibration in the bars. And at 3,000rpm they will disappear leaving you
with a smooth, more authoritative sounding engine. When I came back and
rode the 200 Duke my first impression was that someone had turned the
bass and power on the bike off.<br />
At 4,000rpm, you can already feel the extra urgency of the bigger
motor and by 5,000rpm the sound deepens and the engine is properly
beginning to pull. The thrust keeps increasing all the way to about
10,000rpm, allowing you 500rpm more headroom before you must shift up.
The way the bike arrives at 130-140kmph says that in India, this will be
a fearsome thing to ride.<br />
We saw about 155kmph on the deserted mountain roads and official top
speed is 160kmph. Sekira points out that this speed arrives in sixth but
before redline. The motor (with this gearing) simply cannot cut through
the air beyond that speed. In other words, if you are light or
exceptionally aerodynamic, there is more speed to come. Indeed, the slim
Sekira himself claims to have seen 170kmph on the speedo.<br />
Now to the “not as wild as you expected” bit. The 390 Duke has
changed in nature from the frenetic 200. Each gear, for example, lasts a
while and you aren’t changing up and down the box in the staccato
fashion a la 200. Sixth is a great highway gear – 100kmph is just
5000rpm and 120 is only 6500rpm. And even in sixth, passing Austrian
cars going 130-ish on the highway usually needs only more gas and only
occasionally a downshift.<br />
<br />
<div class="wp-caption aligncenter" id="attachment_16812" style="width: 596px;">
<div style="text-align: right;">
<img alt="2013 KTM 390 Duke" class="size-full wp-image-16812" height="361" src="http://overdrive.in/wp-content/uploads/2013/05/KTM-390-Duke.jpg" title="2013 KTM 390 Duke" width="640" /></div>
<div class="wp-caption-text" style="text-align: center;">
Shumi does a burnout, which is pretty easy on the 390</div>
<div class="wp-caption-text" style="text-align: center;">
<br /></div>
</div>
And that is what I missed in what is otherwise a deeply impressive
motorcycle. I personally loved the frantic nature of the 200 and I am
waiting to ride the Indian spec in India to see if I like the grown-up
nature of the power delivery of the 390 in our environment or not. That
is the only remaining question for me. Because the rest of it is
obvious.<br />
That a motorcycle this quick, this light, this responsive, with this
kind of alert handling is likely to be priced at Rs 2.2-2.5 lakh is a no
brainer for any serious motorcyclist. And Bajaj should confirm the
final price and delivery schedule in the first week of June is our
estimate.<br />
Visually it does look like the 200, only flashier, but the rest of
the package is extremely persuasive. It should also have enough power
and capability to keep up with much larger machines on your favourite
mountain road and absolutely blitz anything short of a well-ridden
sportsbike at the racetrack.<br />
Then again, the RC390 comes out next year…<br />
<b>Source: http://overdrive.in </b></div>
</div>
Anonymoushttp://www.blogger.com/profile/07759071225209410566noreply@blogger.com5tag:blogger.com,1999:blog-1896249845297084179.post-75404420850060328442013-06-30T10:21:00.004+05:302013-06-30T10:21:58.681+05:302013 Honda CBR250R Launched with limited-edition Repsol replica<div dir="ltr" style="text-align: left;" trbidi="on">
<div class="PT10 b_14 lh24" style="line-height: 18px; text-align: justify;">
<span style="font-size: small;">Honda has finally made official the 2013 CBR250R. There are no
mechanical changes over the previous bike, Which means the engine is the
same 25PS DOHC 249cc single cylinder unit we know and love for its easy
torque and excellent highway manners. Refreshed CBR250R comes in 4 new paint schemes including the iconic Repsol racing livery</span></div>
<span style="font-size: small;">
</span><div class="PT10 gL_14 lh24" style="text-align: justify;">
</div>
<div style="text-align: justify;">
<br /></div>
<div style="text-align: center;">
<img align="middle" alt="Honda CBR250R Repsol colours" border="0" src="http://static.zigwheels.com/media/content/2013/Jun/new-honda-cbr250r-repsol-colours-pic-560x420-27062013_560x420.jpg" title="Honda CBR250R Repsol colours" /></div>
<br />Honda has fired a swift response to the KTM 390
Duke, launched just two days ago, by introducing the 2013 edition of
CBR 250R bike. The updates, though, are merely cosmetic and the new
CBR250R is now available in 4 new colours – Sports Red, Black, Pearl
Sunbeam White and the hottest and priciest of the lot – the iconic
Repsol racing livery that also adorns the RC213V MotoGP bike. <em></em><br /><br />Honda
has cleverly kept the Repsol edition a limited one, putting it on sale
only till October 2013 and that too in C-ABS variant. C-ABS, for the
uninitiated, stands for Combined Anti-lock Braking System which
essentially adds more bite to the bike’s braking capabilities. Other
standout features on the new CBR250R include blacked-out alloys and
exhaust heat shield. The Repsol edition, however, gets orange alloys. As
aforementioned, there are no changes to the mechanicals and the
CBR250R will continue to be powered by the same reliable 250cc, 26PS
mill as on the outgoing model.<br />
<br />
<div style="text-align: justify;">
The prices are Rs 1.56 lakh ex-showroom for the red and the black model
and the C-ABS models are an additional Rs 29,000 (Rs 1.85 lakh). The
fetching white colour model costs an additional Rs 1,000 over the red
and black — Rs 1.57 and 1.86 lakh respectively for the standard and
C-ABS versions. The Repsol replica will only come, as we said as a C-ABS
model and will cost Rs 1.92 lakh ex-showroom Delhi, which is a premium
of Rs 7,000 over the base red or black C-ABS CBR250Rs </div>
<br />
<br />
<div style="text-align: center;">
<img align="middle" alt="New Honda CBR250R Pearl Sunbeam White colour" border="0" src="http://static.zigwheels.com/media/content/2013/Jun/honda-cbr250r-pearl-sunbeam-white-colour-pic-560x420-27062013_560x420.jpg" title="New Honda CBR250R Pearl Sunbeam White colour" /></div>
<br />
<div style="text-align: justify;">
The new bikes will be available across all Honda dealerships
by the end of the month and as per prices below. The question that
comes to mind now is whether the changes to the CBR250R are enough to
combat the KTM 390
Duke, which is all new, offers better performance, and comes with a
whole lot of customisation options aside from being cheaper as well at
Rs 1.80 lakh?</div>
<br />
<em>“CBR250R is one of India’s favorite and most Awarded sports bike.
Now, continuing this legacy in 2013, we have enhanced the aesthetic
appeal of CBR250R by introducing 4 new colors catering to expectations
of Indian racing fanatics. The Limited Repsol Edition shall bring the
racing DNA of Honda Repsol team’s MotoGP bike for young racing
enthusiasts and we are confident it will be well received by them”</em>, said Mr. Y. S. Guleria, Vice President – Sales & Marketing, Honda Motorcycle & Scooter India Pvt. Ltd.<br />
<br />
This is the second premium motorcycle launch in two days, following the KTM 390 Duke, which was also launched at Rs 1.8 lakh ex-showroom Delhi.<br />
<br />
<table border="0" cellpadding="0" cellspacing="0" style="width: 440px;"><tbody>
<tr height="17" style="height: 12.75pt;">
<td height="17" style="height: 12.75pt; width: 111pt;" width="148"><br /></td>
<td style="width: 83pt;" width="110"><strong>Standard</strong></td>
<td style="width: 137pt;" width="182"><strong>C-ABS</strong> (ex-showroom, Delhi)</td>
</tr>
<tr height="17" style="height: 12.75pt;">
<td height="17" style="height: 12.75pt;"><br /></td>
<td><br /></td>
<td><br /></td>
</tr>
<tr height="17" style="height: 12.75pt;">
<td height="17" style="height: 12.75pt;">Sports Red</td>
<td>Rs. 1.56 lakh</td>
<td>1.85 lakh</td>
</tr>
<tr height="17" style="height: 12.75pt;">
<td height="17" style="height: 12.75pt;">Black</td>
<td>Rs. 1.56 lakh</td>
<td>1.85 lakh</td>
</tr>
<tr height="17" style="height: 12.75pt;">
<td height="17" style="height: 12.75pt;">Pearl Sunbeam White</td>
<td>Rs 1.57 lakh</td>
<td>Rs 1.86 lakh</td>
</tr>
<tr height="17" style="height: 12.75pt;">
<td height="17" style="height: 12.75pt;">Repsol</td>
<td> </td>
<td>Rs 1.92 lakh</td></tr>
</tbody></table>
</div>
Anonymoushttp://www.blogger.com/profile/07759071225209410566noreply@blogger.com0tag:blogger.com,1999:blog-1896249845297084179.post-27585454299921870722013-06-30T10:11:00.003+05:302013-06-30T10:11:30.951+05:302013 KTM 690 DUKE: THE ESSENCE OF MOTORCYCLING <div dir="ltr" style="text-align: left;" trbidi="on">
<div style="text-align: justify;">
Back then, KTM revived the pure, unadulterated single-cylinder
motorcycle in the form of the "original" Duke. Judging by the latest 690
Duke that stands before us today, much has been gained: smoothness,
room for a pillion passenger, long-distance ability. But what it has
never lost is its intensive and elemental ride dynamics. The most
cutting-edge series production single-cylinder of our times and a
precision chassis with a wealth of outstanding components turn every
trip on the 690 Duke into an incomparable and unforgettable riding
experience.</div>
<div style="text-align: justify;">
</div>
<h2 style="text-align: justify;">
<b><span style="font-size: large;">HIGHLIGHTS:</span></b></h2>
<h3 class="orange" style="text-align: justify;">
<b><span style="font-size: small;">1.STRAPPING, YET REFINED SINGLE-CYLINDER</span></b></h3>
<div class="col-text">
<div style="text-align: justify;">
<b>ENGINE </b></div>
<div style="text-align: justify;">
The new Duke is equipped with the latest version of the
legendary LC4: A whole 690 cm³ of displacement, twin ignition featuring
plug-selective mapping for the best and most effective combustion, plus
extended service intervals of 10,000 km and even lower fuel consumption –
never has it been as elegant, cultivated, sporty and effective to be
powered by one cylinder. And never has the need for more cylinders been
more questionable. 50 kW (68 PS) provide, thanks also to drive-by-wire,
extremely powerful and free-revving thrust at all engine speeds, hence
making light work of the equally lightweight 690 Duke. It has adopted
such well-known standard production goodies such as active engine casing
ventilation and the anti-hopping clutch that effectively prevents rear
wheel chatter when down-shifting hard.</div>
</div>
<div class="orange" style="text-align: center;">
<b><span style="font-size: small;"> </span></b><img alt="" height="400" src="http://www.ktm.com/typo3temp/pics/f7e9c7d23a.jpg" width="290" />
</div>
<div class="bike-content-wrapper">
<div class="bike-content ">
<br />
<div class="col-text">
<div class="col-text">
<div style="text-align: justify;">
<b><span style="font-size: small;">BALANCER SHAFT</span><span style="font-size: small;"> </span></b></div>
<h2 style="text-align: justify;">
<span style="font-weight: normal;"><span style="font-size: small;">The finely balanced crank drive of the 690
single-cylinder converts terrific combustion pressure into unrivalled
single-power - thanks to its balancer shaft, which eliminates vibration
even better than ever without having any detrimental effect on the life
of the super-single.</span></span></h2>
</div>
</div>
</div>
<div class="bike-content ">
<div class="col-image" style="text-align: center;">
<img alt="" height="320" src="http://www.ktm.com/uploads/tx_ktmproduct/Ausgleichswelle_01.jpg" width="270" />
</div>
<div class="col-text">
<div class="col-text">
<h2 style="text-align: justify;">
<span style="font-size: small;">INJECTION / ENGINE MANAGEMENT / DRIVE-BY-WIRE
</span></h2>
<span style="font-size: small;">
</span><div style="text-align: justify;">
<span style="font-size: small;">The electronic engine management system always gets
optimum performance out of the ingenious LC4 engine. More advanced
technology than ever is taken advantage of in 2012 for this purpose:
Twin ignition with individual mapping for each spark plug ensures that
the mixture is always burned effectively, irrespective of load and
engine speed. And then genuine drive-by-wire, in other words
electronically controlled throttle valve actuation without any
mechanical linkage. So that the electronics always apply the power as
perfectly and therefore smoothly as possible, above all on transition
from throttle closed to throttle open. How good does that feel? Simply
indescribable. So check it out!</span></div>
</div>
</div>
</div>
<div class="bike-content ">
<div class="col-image" style="text-align: center;">
<img alt="" height="320" src="http://www.ktm.com/typo3temp/pics/49c850a778.jpg" width="267" />
</div>
<div class="col-text">
<br /></div>
</div>
</div>
<h2 class="orange" style="text-align: left;">
<b><span style="font-weight: normal;"><span style="font-size: small;">2. POLISHED RIDE DYNAMICS </span></span></b></h2>
<div class="orange" style="text-align: left;">
<b><span style="font-size: small;">CENTRALISATION OF MASSES
</span></b></div>
<div class="col-text">
The Duke not only impresses with low weight and perfect
chassis geometry; the centralisation of masses - for example, by
positioning the brushed stainless steel pre-silencer under the engine -
also contributes to its playful handling and razor-sharp precision.<br />
</div>
<div class="bike-content-wrapper">
<div class="bike-content ">
<div class="col-image" style="text-align: center;">
<img alt="" height="260" src="http://www.ktm.com/typo3temp/pics/f0f57a10d8.jpg" width="320" />
</div>
<div class="col-text">
<div class="col-text">
<div style="text-align: left;">
<b><span style="font-size: small;">ABS
</span></b></div>
The disconnectable dual-circuit ABS system with 9M+
modulator tuned in cooperation with Bosch offers total protection
against over-braking, while maintaining the full effect and perfect
feedback of a genuine sports brake thanks to very fine sensors. Weighing
no more than one kilogramme, the ABS system therefore allows extremely
sporty braking. And prevents nose-overs actively and effectively.<br />
<br />
</div>
</div>
</div>
<div class="bike-content ">
<div class="col-image" style="text-align: center;">
<img alt="" height="313" src="http://www.ktm.com/typo3temp/pics/b1f3394802.jpg" width="320" /> </div>
<div class="col-image" style="text-align: center;">
<h3 class="orange" style="text-align: justify;">
<span style="font-size: small;">3. DYNAMIC CORNERING FUN</span> </h3>
<div class="col-text">
<div style="text-align: justify;">
<b>FRAME AND SWINGARM
</b></div>
<div style="text-align: justify;">
Lightweight components in a large, lightweight entirety:
The 9 kg lightweight tubular space frame made from chrome-molybdenum
steel and the 4 kg lightweight, high-quality, pin-jointed, die-cast
swingarm impress with extreme levels of torsional stiffness, providing
the less than 150 kg 690 Duke with excellent tracking stability.</div>
</div>
<h1 class="orange" style="text-align: center;">
<img alt="" height="282" src="http://www.ktm.com/typo3temp/pics/a5f85781dc.jpg" width="300" />
</h1>
<div class="bike-content-wrapper">
<div class="bike-content ">
<br />
<div class="col-text">
<div class="col-text">
<h2 style="text-align: justify;">
<span style="font-size: small;">SUSPENSION COMPONENTS
</span></h2>
<div style="text-align: justify;">
<span style="font-size: small;">
</span></div>
<div style="text-align: justify;">
<span style="font-size: small;">Well-equipped for every situation: The WP upside-down
fork on the Duke with a 43 mm upright tube diameter and the pivot-arm
articulated WP pressurised-gas monoshock excel with perfect tuning and
an unbelievably broad spectrum of use for all demands, from relaxed
cruising to racing around closed circuits.</span></div>
</div>
</div>
</div>
<div class="bike-content ">
<div class="col-image">
<img alt="" height="320" src="http://www.ktm.com/typo3temp/pics/c2e3d08b17.jpg" width="286" />
</div>
<div class="col-text">
<div class="col-text">
<h2 style="text-align: justify;">
<span style="font-size: small;">NEW RIMS IN THE KTM DESIGN
</span></h2>
<span style="font-size: small;">
</span><div style="text-align: justify;">
<span style="font-size: small;">New rims may not appear to be such an innovation at
first sight nowadays. What new rims mean for a manufacturer perhaps
becomes rather clearer measured against the present-day degree of
perfection of practically all the parts of a motorbike: But major
improvements don't just take a couple of minutes these days. KTM has
nevertheless allowed the best technicians to play around with very
clever computation software until an extremely lightweight,
aesthetically elegant but still very stable and durable set of rims
emerged from the casting die. Slightly lighter, but far less
rotationally inert because the weight was saved predominantly at the rim
ring. The result? Faster acceleration, shorter braking distance,
quicker changes of direction – simply a faster motorbike. Cool, don't
you think?</span></div>
<div style="text-align: justify;">
<br /></div>
</div>
</div>
</div>
<div class="bike-content ">
<div class="col-image">
<img alt="" height="317" src="http://www.ktm.com/typo3temp/pics/9426373d3d.jpg" width="300" />
</div>
<div class="col-text">
<div class="col-text">
<h2 style="text-align: justify;">
<span style="font-size: small;">BRAKES
</span></h2>
<div style="text-align: justify;">
<span style="font-size: small;">
</span></div>
<div style="text-align: justify;">
<span style="font-size: small;">The Duke's extremely powerful and easily applied Brembo®
brakes impress with outstanding controllability. At the front wheel, a
radially-mounted, four-piston, fixed brake calliper bites onto a
floating, 320 mm brake disc.</span></div>
<div style="text-align: justify;">
<span style="font-size: small;">
</span></div>
<h2 style="text-align: justify;">
<span style="font-size: small;">
ABS
</span></h2>
<div style="text-align: justify;">
<span style="font-size: small;">
</span></div>
<div style="text-align: justify;">
<span style="font-size: small;">The disconnectable dual-circuit ABS system with 9M+
modulator tuned in cooperation with Bosch offers total protection
against over-braking, while maintaining the full effect and perfect
feedback of a genuine sports brake thanks to very fine sensors. Weighing
no more than one kilogramme, the ABS system therefore allows extremely
sporty braking. And prevents nose-overs actively and effectively.</span></div>
</div>
</div>
</div>
<div class="bike-content ">
<div class="col-image">
<img alt="" height="294" src="http://www.ktm.com/typo3temp/pics/d25eb6bd23.jpg" width="300" />
</div>
<div class="col-text">
<div class="col-text">
<h2 style="text-align: justify;">
<span style="font-size: small;">ERGONOMICS
</span></h2>
<span style="font-size: small;">
</span><div style="text-align: justify;">
<span style="font-size: small;">The new 690 Duke inherits many of the benefits of its
predecessor: for example, the low weight of less than 150 kg, the
first-class handling and the outstanding brakes. Particularly pleasant
is the place of work on the two-piece seat: Comfortable while still
being set up for all dynamic riding situations, because the gathered
sitting position and freedom of movement behind the ideally angled, wide
aluminium handlebar provide perfect support for controlling the bike.</span></div>
<div style="text-align: justify;">
<br /></div>
</div>
</div>
</div>
<div class="bike-content ">
<div class="col-image">
<img alt="" height="247" src="http://www.ktm.com/typo3temp/pics/4166018fa3.jpg" width="300" /> </div>
<div class="col-image">
</div>
<div class="col-text" style="text-align: justify;">
<h3>
<b><span style="font-size: small;">4. LOW FUEL CONSUMPTION
</span></b></h3>
</div>
</div>
</div>
<h1 class="orange" style="text-align: justify;">
<span style="font-size: small;"> INJECTION / ENGINE MANAGEMENT / DRIVE-BY-WIRE
</span></h1>
<div class="col-text">
<span style="font-size: small;">
</span><div style="text-align: justify;">
<span style="font-size: small;">Thanks to the mechanical and electrical refinements, the
new 690 Duke uses even less fuel than ever. Even though the last Duke
had already won international consumption comparison test rides with
ease. Duke riding will therefore be even more economical and
environmentally friendly, while remaining unashamedly fleet-footed,
sporty and dynamic.</span></div>
</div>
<div class="bike-content-wrapper">
<div class="bike-content ">
<div class="col-image">
</div>
<div class="col-image">
<img alt="" height="320" src="http://www.ktm.com/typo3temp/pics/02ffd4da19.jpg" width="267" />
</div>
<div class="col-text" style="text-align: justify;">
</div>
<div class="col-text" style="text-align: justify;">
<h3>
5.NEW LICENCE CATEGORIES FOR EUROPE </h3>
</div>
<div class="col-text" style="text-align: justify;">
<div class="col-text">
<h2>
<span style="font-size: small;">GREATER RIDING PLEASURE AND MORE SAFETY – WHICH MODELS ARE A1 & A2 CAPABLE.
</span></h2>
<span style="font-size: small;">
</span><span style="font-size: small;">New licence regulations came in to force in January 2013
and there have been some incorrect reports over which models fit into
which of the new licence categories. The new rules include a maximum
power to weight ratio for the A2 licence. Contrary to most of the
overweight competitor models, KTM motorcycles are designed to be as
dynamic and lightweight as possible to guarantee maximum riding pleasure
and increased safety at the same time. This does mean they can exceed
the power to weight ratio, however by fitting a difference performance
map they can easily be made suitable for the new licence rules and you
still benefit from advantage of riding a lightweight motorcycle.</span><br />
<span style="font-size: small;">
</span><span style="font-size: small;">Holders of an A1 licence can ride:</span><br />
<span style="font-size: small;">
</span><span style="font-size: small;">• 125 Duke</span><br />
<span style="font-size: small;">
</span><span style="font-size: small;">Holders of an A2 licence can ride:</span><br />
<span style="font-size: small;">
</span><span style="font-size: small;">• 200 Duke</span><br />
<span style="font-size: small;">
</span><span style="font-size: small;">• 390 Duke*</span><br />
<span style="font-size: small;">
</span><span style="font-size: small;">• 690 Duke*</span><br />
<span style="font-size: small;">
</span><span style="font-size: small;">• 690 Duke R*</span><br />
<span style="font-size: small;">
</span><span style="font-size: small;">• 690 SMC R*</span><br />
<span style="font-size: small;">
</span><span style="font-size: small;">• 690 Enduro R*</span><br />
<span style="font-size: small;">
</span><span style="font-size: small;">* With alternative performance map fitted.</span><br />
<span style="font-size: small;">
</span></div>
<span style="font-size: small;"> </span></div>
<div class="col-text" style="text-align: justify;">
<div class="bike-content-wrapper">
<div class="bike-content ">
<div class="col-image" style="text-align: center;">
<img alt="" height="361" src="http://www.ktm.com/typo3temp/pics/6a2f6f4524.jpg" width="400" />
</div>
<div class="col-text">
<h2>
TECHNICAL DETAILS </h2>
<h2>
<span style="font-size: large;">ENGINE</span></h2>
<table class="contenttable"><tbody>
<tr class="tr-even"><th class="td-0" style="text-align: justify;">Design</th>
<td class="td-1 td-last" style="text-align: justify;">
Single-cylinder, 4-stroke, spark-ignition engine, liquid-cooled
</td>
</tr>
<tr class="tr-odd">
<th class="td-0" style="text-align: justify;">Displacement</th>
<td class="td-1 td-last" style="text-align: justify;">
690 cm³
</td>
</tr>
<tr class="tr-even">
<th class="td-0" style="text-align: justify;">Bore</th>
<td class="td-1 td-last" style="text-align: justify;">
102 mm
</td>
</tr>
<tr class="tr-odd">
<th class="td-0" style="text-align: justify;">Stroke</th>
<td class="td-1 td-last" style="text-align: justify;">
84.5 mm
</td>
</tr>
<tr class="tr-even">
<th class="td-0" style="text-align: justify;">Performance</th>
<td class="td-1 td-last" style="text-align: justify;">
50 kW (67 hp)
</td>
</tr>
<tr class="tr-odd">
<th class="td-0" style="text-align: justify;">Starting aid</th>
<td class="td-1 td-last" style="text-align: justify;">
Electric starter, automatic decompressor
</td>
</tr>
<tr class="tr-even">
<th class="td-0" style="text-align: justify;">Transmission</th>
<td class="td-1 td-last" style="text-align: justify;">
6-speed, claw shifted
</td>
</tr>
<tr class="tr-odd">
<th class="td-0" style="text-align: justify;">Engine lubrication</th>
<td class="td-1 td-last" style="text-align: justify;">
Semi-dry-sump lubrication with 2 rotor pumps
</td>
</tr>
<tr class="tr-even">
<th class="td-0" style="text-align: justify;">Primary gear ratio</th>
<td class="td-1 td-last" style="text-align: justify;">
36:79
</td>
</tr>
<tr class="tr-odd">
<th class="td-0" style="text-align: justify;">Secondary gear ratio</th>
<td class="td-1 td-last" style="text-align: justify;">
16:40
</td>
</tr>
<tr class="tr-even">
<th class="td-0" style="text-align: justify;">Cooling system</th>
<td class="td-1 td-last" style="text-align: justify;">
Liquid cooling system, continuous circulation of cooling liquid with water pump
</td>
</tr>
<tr class="tr-odd">
<th class="td-0" style="text-align: justify;">Clutch</th>
<td class="td-1 td-last" style="text-align: justify;">
<em>APTC</em>™ Anti-hopping‑clutch / hydraulically operated
</td>
</tr>
<tr class="tr-even">
<th class="td-0" style="text-align: justify;">Ignition system</th>
<td class="td-1 td-last" style="text-align: justify;">
Contactless, controlled, fully electronic ignition system with digital ignition timing adjustment
</td></tr>
</tbody></table>
<h2>
<span style="font-size: large;"> </span>CHASSIS</h2>
<table class="contenttable"><tbody>
<tr class="tr-odd"><th class="td-0" style="text-align: justify;">Frame</th>
<td class="td-1 td-last" style="text-align: justify;">
Tubular space frame made from chrome molybdenum steel, powder-coated
</td>
</tr>
<tr class="tr-even">
<th class="td-0" style="text-align: justify;">Fork</th>
<td class="td-1 td-last" style="text-align: justify;">
<em>WP Suspension</em> Up Side Down
</td>
</tr>
<tr class="tr-odd">
<th class="td-0" style="text-align: justify;">Shock absorber</th>
<td class="td-1 td-last" style="text-align: justify;">
<em>WP Suspension</em> with <em>Pro‑Lever</em> linkage
</td>
</tr>
<tr class="tr-even">
<th class="td-0" style="text-align: justify;">Suspension travel front</th>
<td class="td-1 td-last" style="text-align: justify;">
135 mm
</td>
</tr>
<tr class="tr-odd">
<th class="td-0" style="text-align: justify;">Suspension travel rear</th>
<td class="td-1 td-last" style="text-align: justify;">
135 mm
</td>
</tr>
<tr class="tr-even">
<th class="td-0" style="text-align: justify;">Brake system front</th>
<td class="td-1 td-last" style="text-align: justify;">
Disc brake with radially mounted four-piston brake caliper; floating brake disc
</td>
</tr>
<tr class="tr-odd">
<th class="td-0" style="text-align: justify;">Brake system rear</th>
<td class="td-1 td-last" style="text-align: justify;">
Disc brake with single-piston brake caliper, floating
</td>
</tr>
<tr class="tr-even">
<th class="td-0" style="text-align: justify;">Brake discs - diameter front</th>
<td class="td-1 td-last" style="text-align: justify;">
320 mm
</td>
</tr>
<tr class="tr-odd">
<th class="td-0" style="text-align: justify;">Brake discs - diameter rear</th>
<td class="td-1 td-last" style="text-align: justify;">
240 mm
</td>
</tr>
<tr class="tr-even">
<th class="td-0" style="text-align: justify;">Chain</th>
<td class="td-1 td-last" style="text-align: justify;">
5/8 x 1/4” (520) X‑Ring
</td>
</tr>
<tr class="tr-odd">
<th class="td-0" style="text-align: justify;">Steering head angle</th>
<td class="td-1 td-last" style="text-align: justify;">
63.5°
</td>
</tr>
<tr class="tr-even">
<th class="td-0" style="text-align: justify;">Wheel base</th>
<td class="td-1 td-last" style="text-align: justify;">
1,466±15 mm
</td>
</tr>
<tr class="tr-odd">
<th class="td-0" style="text-align: justify;">Ground clearance (unloaded)</th>
<td class="td-1 td-last" style="text-align: justify;">
192 mm
</td>
</tr>
<tr class="tr-even">
<th class="td-0" style="text-align: justify;">Seat height (unloaded)</th>
<td class="td-1 td-last" style="text-align: justify;">
835 mm
</td>
</tr>
<tr class="tr-odd">
<th class="td-0" style="text-align: justify;">Total fuel tank capacity approx.</th>
<td class="td-1 td-last" style="text-align: justify;">
14 l<br />
Unleaded premium fuel (95 RON)
</td>
</tr>
<tr class="tr-even">
<th class="td-0" style="text-align: justify;">Weight without fuel approx.</th>
<td class="td-1 td-last" style="text-align: justify;">
149.5 kg
</td></tr>
</tbody></table>
</div>
</div>
</div>
</div>
</div>
</div>
</div>
<div class="col-text">
<b>Source: http://www.ktm.com</b></div>
</div>
</div>
</div>
Anonymoushttp://www.blogger.com/profile/07759071225209410566noreply@blogger.com0tag:blogger.com,1999:blog-1896249845297084179.post-2100935053221838842013-06-25T09:47:00.001+05:302013-06-30T10:12:03.113+05:30Gears - How its Made<iframe allowfullscreen="" frameborder="0" height="270" src="//www.youtube.com/embed/XZgsV0AZJJ0" width="480"></iframe>Anonymoushttp://www.blogger.com/profile/07759071225209410566noreply@blogger.com0tag:blogger.com,1999:blog-1896249845297084179.post-20631044770561730592013-06-11T09:26:00.006+05:302013-06-11T09:44:44.435+05:30Apple unveils iOS for the Car<div dir="ltr" style="text-align: left;" trbidi="on">
<div class="info">
</div>
<div style="text-align: center;">
<a href="http://www.autoblog.com/2013/06/10/apple-unveils-ios-for-the-car/#continued"><img alt="Apple iOs for the Car - video screencap" src="http://www.blogcdn.com/www.autoblog.com/media/2013/06/628x394xios-in-the-car.jpg.pagespeed.ic.SK-z6AH0bG.jpg" style="height: 394px; margin-bottom: 4px; margin-top: 4px; width: 628px;" /></a></div>
<br />
<div style="text-align: justify;">
Today at Apple's 2013 Worldwide Developer's Conference, the House That Jobs built debuted iOS
in the Car, an upcoming feature for iOS devices that mirrors what your
iPhone can do on your car's in-dash screen. A perfect port of your
iPhone's screen wouldn't work, since its dimensions don't match those of
most in-dash screens, so what you'll see, according to the demos shown
by Apple on stage, is something like an auto-optimized version of the iPhone's new operating system, iOS 7.</div>
<div style="text-align: justify;">
<br /></div>
<div style="text-align: justify;">
Apple says that 95 percent of vehicles sold today are already able to
work directly with iOS devices for music and playback control, but iOS
in the Car will expand that functionality to also include phone calls,
maps/directions, and sending and receiving iMessages using your
vehicle's screen or eyes- and hands-free using Siri.
It's basically Apple making a move to replace the built-in hardware and
software that came with your car, and makes us wonder how automakers
will react to all those iPhone users circumventing the OEM's own
full-featured infotainment and navigation systems in favor of mirroring
Apple's.</div>
<div style="text-align: justify;">
<br /></div>
<div style="text-align: justify;">
We'll find out soon enough, as Apple already has a pretty big list of
automakers on board to integrate iOS into their cars by 2014. The list
includes Honda, Mercedes-Benz, Nissan, Ferrari, Chevy, Infiniti, Kia, Hyundai, Volvo, Acura, Opel and Jaguar. To see what iOS in the Car looks like in action, scroll below to watch a clip from today's WWDC keynote.</div>
<br />
<br />
<br />
<script height="353px" src="http://player.ooyala.com/iframe.js#pbid=dcc84e41db014454b08662a766057e2b&ec=xyeTJiYzpXHoK9x-QndwOuQ738LB_hxV" width="628px"></script>
Source: www.autoblog.com</div>
Anonymoushttp://www.blogger.com/profile/07759071225209410566noreply@blogger.com0