caster angle

When carried to the extreme, today's emphasis on automobile mass reduction has significant implications for vehicle ride and suspension design. We therefore review traditional automobile suspension systems and offer comments on the special considerations of suspension systems of extremely low-mass passenger cars.

The ride and handling characteristics of an automobile center on the characteristics of the tires. Tires are the vehicle's reaction point with the roadway. They manage the input of forces and disturbances from the road, and they are the final link in the driver's chain of output commands. Tire characteristics are therefore a key factor in the effect the road has on the vehicle, and in the effectiveness of the output forces that control vehicle stability and cornering characteristics. The tire's basic characteristics are managed by the system of springs, dampers, and linkages that control the way in which tires move and react to disturbances and control inputs.

The bounce and steering movements of the wheels provide for a variety of simultaneous needs. They provide steering input for directional control, they compensate for (or utilize) body roll to improve cornering ability, and they move vertically in response to roadway irregularities in order to smooth out the ride and maintain adhesion. Wheels are connected to the sprung mass through linkages and are therefore affected by the rolling and pitching movements that occur about the suspensions system's reaction centers. The mechanical requirements for directional control, cornering forces, and ride comfort are continuously changing according to roadway and driving conditions. The suspension and steering linkages are designed to allow the wheels to move as needed to meet the dynamic requirements of various combinations of events. However, the designer is normally constrained by mechanical conflicts between structural members, the engine and drivetrain, and other components that also must fit into the vehicle. Consequently, errors in geometry are common, and the actual suspension system often falls short of the ideal in a variety of ways.

glow plugs/heater plugs

If you need to heat your tank as well, you could add a 2nd FPHE in series with the 1st FPHE and use that to reheat the oil in the veg oil return line before sending it back to the tank. Nice and simple, and it doesn't heat the oil too much; just warm enough to keep it nice and liquid to aid the flow and reduce problems associated with the oil's high melting point components clogging the lines and fittings.

While on the subject of heating the veg oil tank, I've seen some designs that extend the main coolant circuit all the way back to the veg oil tank where it heats the oil via a coil, before sending it back to the engine. This is not a particularly good idea for the following reasons:

• increased risk of rupturing the coolant and damaging your engine.
• if the heater coil is metal, particularly copper or aluminium [aluminum to our American friends ;) ], it will contribute to oxidation/polymerisation problems in the tank, because these metals are very good pro-oxidants.
• It could heat the oil too much, and again contribute to oxidation/polymerisation problems.

For a larger pdf version

injectors

Timo Janhunen has developed the Z combustion system with local ignition and air to fuel ratio control. The controlled high velocity swirl in the Z motor enables the use of the Z combustion. The combustion chamber is a circular groove in the piston. The combustion air flows in the combustion chamber at top dead center. The fuel is injected down stream to the highly turbulent air flow. The squish flow turns the swirl flow to screw type flow in the chamber (see the picture). This makes better mixing for its part.

The combustion time is shorter than in common diesel engines, because of the very high turbulence and better mixing. This makes a positive affect to the efficiency of the engine.

fuel pump

If the fuel pump is not delivering adequate fuel pressure and volume to the engine, the engine may not start or run properly. Low fuel pressure can cause hard starting, a rough idle, misfiring, hesitation and stalling. No fuel pressure will prevent the engine from starting, or will cause the engine to quit running if the fuel pump fails while driving.

Fuel injected engines are very sensitive to fuel pressure as well as fuel volume. Low pressure will cause starting and driveability problems. A pump that can deliver adequate pressure but not enough volume may allow the engine to start and idle normally, but it will starve the engine for fuel and cause a loss of power when the engine is under load, accelerating hard or cruising at highway speeds.

oil filter

An oil filter is a filter to remove contaminants from engine oil , transmission oil , lubricating oil , or hydraulic oil . Oil filters ..

cam shaft

The relationship between the rotation of the camshaft and the rotation of the crankshaft is of critical importance. Since the valves control the flow of air/fuel mixture intake and exhaust gases, they must be opened and closed at the appropriate time during the stroke of the piston. For this reason, the camshaft is connected to the crankshaft either directly, via a gear mechanism, or indirectly via a belt or chain called a timing belt or timing chain. In some designs the camshaft also drives the distributor and the oil and fuel pumps. Also on early fuel injection systems, cams on the camshaft would operate the fuel injectors.

In a two-stroke engine that uses a camshaft, each valve is opened once for each rotation of the crankshaft; in these engines, the camshaft rotates at the same rate as the crankshaft. In a four-stroke engine, the valves are opened only half as often; thus, two full rotations of the crankshaft occur for each rotation of the camshaft.

The timing of the camshaft can be advanced to produce better low end torque or it can be retarded to produce better high end torque.

crankshaft

The crankshaft, sometimes casually abbreviated to crank, is the part of an engine which translates reciprocating linear piston motion into rotation. To convert the reciprocating motion into rotation, the crankshaft has "crank throws" or "crankpins", additional bearing surfaces whose axis is offset from that of the crank, to which the "big ends" of the connecting rods from each cylinder attach.

It typically connects to a flywheel, to reduce the pulsation characteristic of the four-stroke cycle, and sometimes a torsional or vibrational damper at the opposite end, to reduce the torsion vibrations often caused along the length of the crankshaft by the cylinders farthest from the output end acting on the torsional elasticity of the metal.

piston

A piston is located in a cylinder and is made gas-tight by piston rings. In an engine, its purpose is to transfer force from expanding gas in the cylinder to the crankshaft via a piston rod and/or connecting rod. In a pump, the function is reversed and force is transferred from the crankshaft to the piston for the purpose of compressing or ejecting the fluid in the cylinder. In some engines, the piston also acts as a valve by covering and uncovering ports in the cylinder wall.

steering damper

1. All the spindles should be quite tight, and setting them so the fork just falls under its own weight is one way to do it. But the instructions all say that you should tighten and lock each spindle such that at least one of the FF10 dust excluders can just be turned. Also, being pedantic, note that the spindles don't turn in the bushes, they are locked by the pad-bolts. Rather, the bushes turn in the links over the spindles. The spindle through the eccentrics does not have or need a lock-nut. That one must be done up tight; the shims, once done correctly, will ensure that the lower-link-eyes aren't locked-up. Re-check spindle clearances at 50, 100, 200, then every 500 miles for the first 2000 as things settle down.

2. Yes, the upper disc FF24 is often tight. The steering-column slotted spigot is usually peened over a bit to keep FF24 in place. A little gentle filing will allow it to be removed, although it may be held by corrosion too. FF27 usually has a little more clearance so it doesn't get stuck; I suspect a previous owner has got a bit over-enthusiastic with the peening.

3. You are right, all the nut-assemblies at the bottom are locked to the shaft. All that happens when you tighten the knob is that the shaft pulls up tighter against the resisting action of the spring-plate FF26.

4. The single-friction-disc damper is very ineffective and was superceded in '53 by a twin-disc version which was a very big improvement - although not without a few niggling problems. These twin-disc variants are strongly recommended on any Vincent if you don't want to change the stock appearance with a hydraulic damper. On a well-fitting assembly, a remarkable amount of 'feel' and damping can be achieved. Needing a number of new twin-disc assemblies for my own rebuilds, I made a batch from stainless; and carefully designed-out the niggling little glitches. Visually it looks identical to the stock item. For your email address only, I have attached 3 photos and also a part-numbered drawing of the complete assembly. I have also attached the description and instructions I send out with the assemblies I have produced. You will find some useful info and tips in there.

There is one simple but fundamental point you are missing. The rod does not turn when the damper knob is turned. The damper knob at the top turns on its thread pulling the whole assembly upwards and tightening the plates together. Peter Barker

Exhaust brakes sytem

Valtra is introducing a new exhaust brake option for T Series tractors specified with electronic hydraulics.

Exhaust brakes are a familiar option on heavy trucks, helping to reduce speeds without having to use the regular service brakes. Excessive use of the brakes on mountain roads, for example, can cause the brakes to overheat and fade. Exhaust brakes are especially beneficial when carrying heavy loads, on hilly terrain and when using the tractor in traffic. Exhaust brakes are used to reduce speed on long downhill sections, lessening the need to use the regular brakes and maintaining their stopping power for emergency situations. Exhaust brakes also slow down the tractor gently, increasing driver comfort and safety.

The exhaust brake works by closing the exhaust pipe by a flap valve between the turbo and silencer. The closing and opening action is done by a hydraulic cylinder using low-pressure hydraulics. When the exhaust is closed, the engine works as compressor, causing the braking effect. The injection pump is adjusted to the idling mode during braking. The exhaust brake can be used at speeds above 10 km/h. When applying the brake the best retardation can be achieved when the Powershift control is in Auto 1 mode. This changes gears for slower speeds and increases braking power as the gear ratio is increased.

The exhaust brake is operated by using either the main brake pedals together or by a separate brake pedal on the cab floor. The driver can choose the operating mode by a switch located on the instrument panel next to the driver. If the driver selects to use the main brake pedals, the pedals must be connected to each other. The exhaust brake is activated by the same electronic impulse that activates the brake lights.

2009 Ferrari 458 Italia

More news on the Ferrari 458 Italia on www.ferrari.com: new photos and interview now on the site in the run-up to the Frankfurt Show

Maranello, 27 August 2009 – In the run-up to the official unveiling of the Ferrari 458 Italia at the Frankfurt Motor Show on the 15th of September, enthusiasts can find out more about the car on www.ferrari.com. There they will find the first photographs of the 458 Italia's interior and of the steering wheel and instrument binnacle which represent a significant step forward in the concept of the ergonomic interface between driver and car.

In fact the main commands are now grouped on the steering wheel, the secondary commands are handily set in two satellite pods either side of the dash and there are now comprehensive instrument displays on the panel ahead of the driver. These solutions represent an important safety aspect, enabling the driver to concentrate fully on driving. Similarly this layout ensures maximum control of the car in highperformance driving, an uncompromising approach that derives directly from Ferrari's F1 experience.

Working closely with the Ferrari Styling Centre, the engineers have thus reinterpreted the positioning of the major commands to provide a truly driver-oriented cockpit. All steering-column mounted stalks have been eliminated, with the indicators, full beam, flash and windscreen wiper functions now being activated by buttons on the steering wheel boss. The button to select the shock absorber setting is now positioned next to the 'Engine start' button where it falls readily to hand. Behind the wheel are a number of secondary functions, such as the stereo, while the gearbox paddles are now longer making shifts even easier from any steering angle.

The right-hand satellite pod on the dash incorporates controls for the infotainment, the Bluetooth connection, sat-nav, digital speedo and rear parking camera. Clustered on the left-hand satellite pod instead are the optional cruise control, buttons for choosing the video setting of the left-hand dash TFT screen and the on-board computer interface. The latter controls the trip computer, the Vehicle Dynamic Assistance and the display of the car's set-up.

2010 Acura ZDX Four-Door Sports Coupe

All-New 2010 Acura ZDX Four-Door Sports Coupe Will Feature Dramatic Styling, Outstanding Performance and Advanced Technology

All-new Acura model on-sale this winter

The all-new provocative 2010 ZDX four-door sports coupe will arrive at Acura dealerships with dramatic styling, outstanding performance and the latest in advanced technology. The segment bending ZDX features stunning coupe-like styling with the added benefit of a commanding presence and flexible utility. Staying true to the prototype model that debuted at the 2009 New York Auto Show in April, the production ZDX will feature the key design highlights of a panoramic glass roof, hidden rear door handles and bold fender flares.

Along with head-turning styling, the ZDX will boast outstanding performance from its 3.7-liter V-6 engine mated to an all-new 6-speed automatic transmission. The 3.7-liter SOHC V-6 all-aluminum engine will generate 300 horsepower and 270 lb-ft of torque for immediate acceleration response, outstanding low- and mid-range torque and superior high-rpm power. The 6-speed automatic transmission with steering wheel mounted paddle shifters gives the ZDX excellent acceleration while also enhancing fuel economy. Standard on the ZDX is Acura's exclusive Super Handling All-Wheel Drive™ (SH-AWD®) system. The SH-AWD® system expands the ZDX's appeal by providing outstanding handling as well as superior all-season capability. Standard on the ZDX are 19-inch, 7-spoke alloy wheels; the largest standard wheel in the Acura lineup.

Inside, the ZDX exhibits the highest levels of refinement and sophistication. Every ZDX interior will feature a hand-stitched leather dash, panels and sculpted center console. The rich leather appointments give the ZDX a warm and inviting feeling while creating an intimate cockpit for the driver and passenger.

The ZDX's flexible utility enables customers to have great utility coupled with sleek styling. The ZDX can seat up to five adults while maintaining a generous amount of cargo space behind the second row of seats. The cargo area can also be expanded to accommodate longer objects, such as golf bags, by removing side panels in the cargo-compartment sidewalls. As an added bonus, there is an integrated under-floor storage area.

When the ZDX goes on sale this winter, customers will have the choice of three distinct trim levels: ZDX, ZDX with Technology Package and the ultra premium, ZDX with Advance Package. Like all Acura models, the ZDX will come generously equipped from the start. The panoramic glass roof with moveable sunshades, hand-stitched leather interior, HandsFreeLink™ Bluetooth® connectivity, power tailgate, and a high powered audio system with CD player, AM/FM/XM radio and USB audio interface with iPod® integration are all standard features.

The Mitsubishi Lancer Evolution X FQ-400

FQ-400 – THE FASTEST AND MOST EXTREME LANCER EVOLUTION EVER RELEASED BY MITSUBISHI MOTORS in the UK

• List price from £49,999
• On sale – June 2009
• The most powerful, accelerative Mitsubishi Lancer Evolution X to date
• Peak power of 403bhp @ 6,500rpm; peak torque of 525Nm @ 3,500rpm
• 0-62mph in 3.8 seconds (est.); top speed 155mph (electronically limited)

The tenth version of Mitsubishi's iconic Lancer Evolution models has a new performance flagship model to top its range, the FQ-400.

Extreme Evolution
The Mitsubishi Lancer Evolution X FQ-400 is the fastest and most extreme version of Mitsubishi's motorsport derived machine. With 403bhp and 387lb.ft of torque on offer from its advanced, lightweight aluminium 2.0-litre turbocharged MIVEC (Mitsubishi Innovative Valve timing Electronic Control) petrol engine the FQ-400 is able to reach 62mph from standstill in an estimated 3.8 seconds before reaching an electronically limited 155mph – where permitted.

Traction and handling
Ensuring all the FQ-400's power is put to good use is Mitsubishi's sophisticated Super-All Wheel Control (S-AWC) four-wheel-drive system which appropriates power to the wheels that can best use it, giving the FQ-400 quite sensational cross-country performance.

The S-AWC system combines a number of electronic systems that both enhance the FQ-400's performance and safety, with Active Stability Control and Active Centre Differential, Active Yaw Control and Sport ABS giving the FQ-400 incredible cornering ability, traction and grip. Depending on the conditions the driver can select the most suitable set-up for the S-AWC system, three choices – Tarmac, Gravel and Snow – being offered via the wheel-mounted button and displayed in the central instrument binnacle.

Cornering stability
Increasing the FQ-400's cornering ability even further over its FQ relatives is a wider track and lowered suspension featuring Eibach springs and Bilstein Shock Absorbers. Lightweight 18-inch, nine spoke alloy wheels fitted with Toyo Proxes R1R tyres enhance the FQ-400's grip, giving it sharper cornering response on the road and more incisive steering. The enhanced agility and performance is backed by a revised braking system which uses aerospace grade aluminium alloys and floating sealed discs grabbed by high performance pads.

Extreme Power
To achieve the incredible 403bhp from just 2.0-litres Mitsubishi has had to significantly revise the FQ-400's advanced powerplant. Motorsport specification high-flow fuel injectors are fitted to the aluminium cylinder head and a new hybrid turbocharger is also fitted. The higher specification turbocharger features low-friction bearings, a high temperature turbine and strengthened thrust bearing to increase response and reduce turbo lag. Feeding the turbocharger cooled air, improving its performance and efficiency, is an enhanced intercooler, while the exhaust's gasses flow from the engine via a 3-inch diameter high flow stainless steel piping and catalytic convertor before exiting through a centrally positioned exhaust.

2010 Mercedes-Benz SLS AMG

Stuttgart/Affalterbach – The new Mercedes-Benz SLS AMG, which is about to celebrate its world premiere on 15 September 2009 at the International Motor Show (IAA) in Frankfurt/Main, embodies a blend of consummate automotive fascination and high tech. The super sports car delivers a compelling mix of purist styling, consistent lightweight design and superior driving dynamics. At the same time, the SLS fully lives up to all the expectations of hallmark Mercedes everyday practicality and optimum safety. In essence, the new 'Gullwing' offers the ideal synthesis of the strengths of Mercedes-Benz and AMG.

The new super sports car from Mercedes-Benz and AMG makes for an alluring proposition with its unrivalled technology package: aluminium spaceframe body with gullwing doors, AMG 6.3-litre V8 front-mid engine developing 420 kW/ 571 hp peak output, 650 Nm of torque and dry sump lubrication, seven-speed dual-clutch transmission in a transaxle configuration, sports suspension with aluminium double wishbones and a kerb weight of 1620 kilograms based on the DINstandard – this superlative combination guarantees driving dynamics of the highest order. The ideal front/rear weight distribution of 47 to 53 percent and the vehicle's low centre of gravity are testimony to the uncompromising sports car concept. The 'Gullwing' accelerates from 0 to 100 km/h in 3.8 seconds, before going on to a top speed of 317 km/h (electronically limited). The fuel consumption of 13.2 litres per 100 kilometres (combined) puts it at the front of the competitive field (all figures provisional).

"Mercedes-Benz is presenting an exhilarating super sports car in the guise of the new SLS AMG, which is bound to set the pulses of all car enthusiasts racing that extra bit faster. The brands Mercedes-Benz and AMG have joined forces to create the SLS AMG– which is set to become one of the most alluring sports cars of all time", says Dr. Dieter Zetsche, Chairman of the Board of Management of Daimler AG and Head of Mercedes-Benz Cars.

"Our customers will experience with the SLS AMG the expertise of Mercedes-AMG, built up over 40 years of motor racing. The unrivalled technology package delivers outstanding driving dynamics coupled with moderate fuel consumption figures – part and parcel of the modern-day AMG," says Volker Mornhinweg, Chairman of Mercedes-AMG GmbH.

"The styling of the new Mercedes-Benz SLS AMG is not only very special because of the exclusive gullwing doors. Our aspiration is to utilise this interpretation to create the classic of tomorrow and roll out the most alluring sports car of the 21st century. Our aim is also to create a new design icon, which shapes the incomparable legend of our brand, alongside Mercedes models like the CLS or the SL. At the same time, the new SLSpaves the way for the design philosophy of forthcoming Mercedes-Benz sports cars", says Gorden Wagener, Head of Design at Mercedes-Benz Cars.

Design: purist, distinctive and passionate

2010 Citroen Revolte concept

Citroën is once more proving its credentials as a bold forward-looking brand with the concept car REVOLTE, an ultra-chic city car combining luxury with a touch of cheek.

A compact city car, REVOLTE sidesteps the difficulties of dense urban traffic with a totally new approach to small car design. This bold, chic car opts for luxury with a touch of cheek, technology and glamour, power and verve.
With its iridescent, glossy colours, silky smooth textiles, and subtle, sophisticated materials, REVOLTE places passengers in a feminine, cosmetic setting, of bold and elegant design.
Spirited and lively, REVOLTE also has an eye on the future with its rechargeable hybrid drivetrain. This ecologically sound technology makes maximum use of electric mode and also contributes to the concept car's agility.
Gloom, conformism and dullness are just not in REVOLTE's vocabulary. Its personality and qualities lend colour to the city and to the world of luxury.

More broadly, REVOLTE reflects a concern with topical issues. Increasing urbanisation, new means of communication and the growing variety of mobility solutions show that we can expect the use of small cars to develop considerably. Mirroring changing social trends and lifestyles, small cars are taking on a new status and expanding their scope of action. Whether as economical cars, second cars, liaison vehicles or fashion accessories, small cars are attention-pullers that dare to be different. They offer particularly fertile ground for progress in automotive technology.
Citroën has long been a key player in the segment of small cars and has made them a preferred medium of expression. The latest events at the Marque are once more turning the spotlight on the small-car segment, with the launches of the new C3 and DS3.

Hyundai Genesis Coupe

he Hyundai Genesis Coupe (Korean: 현대 제네시스 쿠페) is a rear-wheel drive sports coupe from Hyundai Motor Company, released on October 13, 2008 for the Korean market. It is Hyundai's first rear-wheel drive sports coupe, and shares its basic platform with the Hyundai Genesis luxury sedan.

The Genesis Coupe arrived in United States dealerships on February 26, 2009 as a 2010 model.^[1] Hyundai USA acting President and CEO John Krafcik has described the Genesis Coupe as being designed "...to deliver a driving experience that challenges cars like Infiniti G37."^[1] Hyundai has stated the Genesis Coupe is not a successor to the Hyundai Tiburon.^[2] Genesis Coupe is another model totally apart from Tiburon. According to Korean newspaper Autotimes, Hyundai is also ready to release the new Tiburon, which has a 1.6 L/2.0 L Turbo Engine.^[3]

Laraki

Laraki is a Moroccan manufacturer company of luxurious high-performance sport cars. Its owner is Laraki Abdeslam, a 31 year old Moroccan designer who started out creating luxurious yachts (the King of Bahrain is its main client). Laraki currently produces 2 models, the Fulgura and Borac.

Koenigsegg CCXR

The initial design of the Koenigsegg CC was drawn by Christian von Koenigsegg. He then went with his sketches to Industrial Designer David Crafoord in order for him to realize the sketches into a 1:5 scale model. David then laid his personal touch to the design brief and finished the model. This model was later scaled up by Sven-Harry Åkesson in order to create the base plug for the initial Koenigsegg prototype that was finished in 1996. During the next years the prototype went through extensive testing and several new prototypes were built.

Von Koenigsegg got the idea to build his own car after watching the Norwegian puppet movie Pinchcliffe Grand Prix in his youth.^[4] However, he took his first steps in the world of business in his early 20's running a trading company called Alpraaz in Stockholm, Sweden. Alpraaz exports food from Europe to the developing world. The success of this venture gave von Koenigsegg the necessary financial standing to launch his chosen career as a car manufacturer.

Initially, Koenigsegg Automotive was based in Olofström. In 1997, The company needed larger facilities and moved to Margretetorp, just outside of Ängelholm. However, on February 22, 2003, one of the production facilities caught fire and was badly damaged. From 2003 and on Koenigsegg has converted two large fighter-jet hangars and an office building into a car factory. Since the factory is located on the still-active Ängelholm airport, clients can arrive by private jet right next to the factory. Furthermore, Koenigsegg controls and uses the former military runway for shakedown runs of production cars and high speed testing.

The Koenigsegg badge was designed in 1994 by Jacob Låftman, based on the shield of the Koenigsegg family. The shield has been the family's coat-of-arms since the 12th century when a family member was knighted by the German-based Holy Roman Empire. The phantom insignia on the Koenigsegg's rear window is a tribute to a squadron from the Swedish air force wing F 10 Ängelholm, which had the ghost as its emblem.

Koenigsegg received backing from Volvo, which provided access to a wind tunnel as well as providing financial aid. Volvo's parent company, the Ford Motor Company, supplied the original Koenigsegg with a V8 engine; however, Koenigsegg now has developed its own in-house engines that are used in their cars (see Koenigsegg CCX). The company also secured support from Norwegian entrepreneur Bård Eker, whose holding company acquired a 49 per cent share of Koenigsegg's concern.

Maserati GranCabrio

Maserati GranCabrio is a convertible version of GranTurismo S Automatic with canvas roof. In the United States it will be called the GranTurismo Convertible.

The vehicle was unveiled in 2009 Production was set to begin in 2010. The vehicle is built in the Viale Ciro Menotti Maserati factory.