Hirdetés
- Luck Dragon: Asszociációs játék. :)
- sziku69: Fűzzük össze a szavakat :)
- Lalikiraly: Mercis kalandok - Huszonnyolcadik rész - Az újrakezdés
- sziku69: Szólánc.
- N€T0X|N: Talaria tuning: meg kéne tudni állni!
- MasterDeeJay: ASRock B250M Pro4 coffeetime mod! (DDR4)
- f(x)=exp(x): A laposföld elmebaj: Vissza a jövőbe!
- Pengeélen
- MasterDeeJay: Egy nem átlagos Asus videókártya (GTX950M 2GB GDDR3)
- Meggyi001: Áram nélkül....méltóság nélkül.....
Aktív témák
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Integra
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2004 Terminator 350Z by Craig Lieberman
Bővebben: link
ez viszont jól szétgányolt -
Integra
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Gold Top Secret 350Z:
Bővebben: link
ráadásul ez még baromi jól is néz ki!
főleg ha nem lenne agyonmatricázva
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Integra
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na ha ez igaz lesz.............
Car-Mode Magazine: Next NSX-R to feature 500ps turbo V8
The latest issue of Car-Mode (Japanese Magazine) claims to have a scoop on the next NSX-R, predicting that it will feature a turbocharged V8 good for 500ps, which matches the predicted output of the upcoming Skyline GT-R and surpasses Toyota's upcoming GT supercar by 50ps.
While turbochargers haven't been used by Honda very frequently in the past, for the past 18 months or so there have been lots of whispers surrounding the secret development of turbo Hondas. -
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és az örök kedvencem
Honda NSX Type R
The first time we come to the mountain road, the sun most definitely does not have his hat on. Reaching out through the open car window to pay the tollbooth operator, the November air has a real bite to it. There's a dirty great black raven sitting on the Armco. It's got a beak about three inches long. If that flew into the cabin...
So get the window up quick and set the wide tyres rolling across the cold, greasy tarmac. Better have the lights on too. This cloud cover is low, corners white out mid apex without warning. We are operating well outside the comfort zone today. Yet we are in the most user-friendly supercar ever. Japan's first and really only supercar, the mid-engined aluminium-bodied NSX, arrived in 1990. Signed-off by Ayrton Senna, it was capable of wiping the floor with Ferrari's finest. Even in the hands of mortals.
No car lasts forever and 13 years is an awful long time for any modern one to be around. So surely the end of the NSX must be nigh? Indeed, last month we brought you a story on Honda's HSC Tokyo showcar, which strongly hints at how the all-new NSX might look But for now this £70,000 NSX-R is the most hard-core Honda road car yet. Power, from the 3.2-litre V6, is up from 280bhp to just under 300bhp. Weight is down from 1,445kg to 1,270kg. Both the bonnet and rear spoiler are carbon-fibre. The wheels weigh less, the battery is smaller and the rear glass is thinner. Even the carpets are lighter. Other stuff has just been chucked. Interior boot switch, electric mirrors, bulkhead insulation, traction control - who needs 'em?
So, what we're left with, on this most drizzly of days, on what seems to pass for Japan's equivalent of the N?rburgring, is the lightest, most powerful NSX ever built, minus traction control. Oh, and it's riding on harder, more edgy suspension than before. Did I mention that? But I don't care. Let them come. Let them bring their 360s and their 911 Turbos and their mad 900bhp Skylines. Nothing, but nothing, is going up and down this mountain today as fast as this NSX-R. And that, is a promise.
Ah, the old ones are the best ones, are they not? Yes, you've sussed it. I'm safely tucked up in the passenger Recaro carbon-fibre bucket seat. The man behind the Momo steering wheel reaching for the titanium gear lever and preparing to attack the mountain is Takuma Sato...
Takuma Sato. Born in Tokyo on January 28, 1977. Japanese Karting Champion 1997; Macau F3 Grand Prix winner 1999; British F3 Champion 2001; F1 Jordan Grand Prix driver 2002; BAR Honda test driver 2003 - stepping in at the end of the season to fill Jacques Villneuve's vacated racing boots and fill them well, finishing sixth at Suzuka. For 2004 he's signed up for the full season with BAR alongside Jenson Button.
Takuma Sato. He's a bit of a driver then. Even so, as we move off I'm worried. Not worried that he's going to stuff if. I doubt he'd do that in a million years. Anyway, since Antonio Pizzonia nearly wiped out two guys from Autocar in a Jaguar S-Type, every young F1 driver must have had it drummed into them: 'Don't... Kill... The... Media'. No, I'm just worried he's going to get bored.
If he is, he's doing a good job of hiding it. Actually he says he doesn't get bored on pr things as long as there's something to drive. His eyes even light up with enthusiasm when I ask him about Ayrton Senna. It's a little bit of a cheap question, because I know Senna is his big hero. But it is valid, Senna really was involved with this car; just turn to page 290.
Taku recalls the first time he ever saw a motor race. ''1987 Japanese Grand Prix at Suzuka. Ayrton Senna. I watched him start from seventh and come up to second. Even to a 10-year-old boy it looked so good, something special''. But he's careful, under no illusions, drawing no comparisons. ''Ayrton is Ayrton. One of the biggest drivers. I am not Ayrton''.
True. But he does like to attack, does he not? Another smile, and a laugh this time. ''Always. Always flat out. But you have to improve you know. It's not allowed, too much flat out. The beginning of last year I was flat out all the time; too much commitment. But then I learnt a little bit to back off, not necessarily to be slower, but just to relax and it's going better now, more flowing''.
Right now we are getting a demonstration of all three: relaxed, flowing and flat out. That V6 gets worked far into the red zone. The front inside Bridgestone gets punted deep into the corner. Strictly speaking, Taku, I think it should be the other side of that white line, but never mind there must be, oh, at least a couple of inches of cloud between the headlamp bubble and the Armco.
It's perfect. Of course it is. Although the Momo steering wheel is getting a bit of a work out and there seems to be a fair bit of kickback to contend with. Taku says he's operating at about 60 to 70 per cent of his abilities. It looks more like only 40 per cent to me.
What's it like though, driving a Formula One car, where anything less than 100 per cent simply will not do? Even then there can be no guarantees. Something can always go wrong. Like when Nick Heidfield's Sauber slammed backwards - as in gearbox then engine first - into the side of Sato's Jordan during the 2002 Austrian Grand Prix. At 170mph. Surely such a massive impact must rattle you to the core?
''No'', comes the reply ''Nothing at all. I was in one piece. I was very pleased. OK, I was a little bit worried because the week after I had to do the Monaco Grand Prix. But that kind of worry is just a waste of time. One lap in, no problem''.
So he never gets scared then? Ever? Only, he says, when he can't predict the immediate future. ''For example, if you were driving a little 600cc car, but racing in the dark and you don't know which way to go, I would be scared. But if you are totally in control in the F1 car, if you go over 300k with 5.1g, it's no problem.''
Ho, hum. Back then to the mundane world of mere mid-engined supercars. Has Taku any thoughts on how the NSX should be next time around, baring in mind he may well be involved with it? ''Obviously more power would be nice. But it is not so important all the time. The feeling, the balance and the handling are more important. If you put in a bigger engine you may go quicker, but it may not be more fun to drive''.
The way the NSX feels to drive, the way it truly involves the driver, that, explains Taku, is the real magic. Next time around he'd suggest a few fundamental changes, to move the game along, such as lowering the engine for a lower centre of gravity and maybe an F1-style gearbox. All that's for the future, though. We've still got a bit of time left with this NSX-R, now that we've got it out of Taku's hands. It still feels a bit special even just to be close to it, even after all this time. It still turns plenty of heads too. Even in downtown Tokyo. It practically looks retro now with that cab-forward, long-tail Le Mans look. It feels like we could be photographing it for a classic car mag. That slightly cream Championship White paint only adds to the feeling of something from an earlier era.
It's the same when you step inside, a brief blip, a tiny little trip back in time. Nothing dramatic you understand and certainly nothing unpleasant. Far from it, the carbon-fibre seats are fantastic and if the Momo steering wheel and black instruments with yellow needles don't get you in the mood to drive, nothing will.
Well, actually, the V6 engine will. Everybody and their dog might make engines with variable valve timing these days. But nobody gets them to sound like this. Ignore the final change-up warning light - just for a split second, just for a few hundred rpm more - and take the needle up to the 8,000rpm red line and the cry from behind your ears strengthens the sinews and sharpens the synapses.
It's 13 years old and still it can do this. It's like The Pistols' Anarchy In The UK or I Fought The Law by The Clash. Still the anger and energy boil through. But fantastic though those records still sound, they are just a little slow if compared with the latest thrash metal. Despite its lightness, extra power and sharper throttle response, the NSX-R feels 'only' seriously fast - not truly ballistic. Admittedly the 0-60mph time is down from 5.7secs to 5.0secs, but these days you need to shave another second off that to join the real speed metal club.
Yet when you feel the limited-slip diff squirm on a wet road, it feels plenty fast. And the acceleration is virtually uninterrupted, so fast, so slick is the change from the manual six-speed 'box. They've tweaked the brakes too, with stronger pads, retuned ABS and superb pedal feel.
The other day I heard a former RAF pilot explaining that even when you fly a jet fighter in a straight line with nothing to worry about - a serene experience way up in the wild blue yonder, you might think - it still feels like bouncing around on the floor of a fishing trawler in a force 10. The NSX-R isn't quite that bad. But every grain of tarmac registers.
When we come back to the mountain road after having spent all night driving, there are no worries, this is one car more than capable of waking you up. In truth, the whole chassis set-up feels slightly more oriented towards smooth racetrack work than this sort of carry on. Yet the NSX-R tames the road, hammers it into submission. And it really does hammer it, for the rock-hard suspension allows for no serene, soak-it-all-up, experience. Every metre of progress feels hard fought, every mid-corner bump kicked back through the steering wheel.
So if the sun is about to set on this generation of NSX. If it turns out that the R really is the final incarnation, then, to plagiarise Dylan Thomas, it does not go gently into that dark night.
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Mitsubishi Evolution VIII FQ-400
A little over a year ago, I found myself bumbling through Cheddar Gorge at the wheel of a 715bhp Mitsubishi Evo VII. It had been built in an old Nissen hut by a chap called Norris and it was the most ludicrous motor ever to pass through my sweaty paws. At 60mph, on a dry road and in third gear, it span all four wheels. It was fantastic. The boot was full of fuel tank, the rear seat had given place to a racing harness and it was louder than a Darkness CD played full blast in a broom cupboard. For the components alone, Norris had to shell out about 80 grand.
Mitsubishi UK's marketing gurus admit that they flirted with building such a car to celebrate the 30th birthday of the company, but they opined, sensibly, that the exercise would have been futile. Even if they'd built a two-litre Evo with 1,000bhp, an oik from Essex would have built one with 1001bhp and proclaimed himself to be the father of the 'ultimate'. So instead, they set themselves the task of building a 400bhp version of Evo VIII FQ-320 that could be sold with a proper warranty to ordinary folk.
Tuning the car to reliably deliver 400bhp is not the work of a mere moment. Mitsubishi UK's motorsport division, Ralliart, embarked on an overhaul of the engine's electronic and mechanical systems in partnership with tuning specialists Owen Developments, Rampage and Flow Race Engines. In came a new, bespoke Garrett turbocharger, stronger forged pistons and con rods, a steel head-gasket, a high-strength cylinder head and a high pressure fuel pump.
Controlling such explosive potential meant the careful mapping of a new Motec ECU. Boost level, ignition and fuelling are now carefully controlled by a computerised matron, which also carefully logs everything from the engine speed to the oil pressure in its electronic brain. In other words, Mitsubishi technicians will be able to tell that you lunched the engine at the Nürburgring, and not while you were pootling down the high street.
The result of this thoroughness is a car that Mitsubishi claims is 'the fastest accelerating four-door saloon car ever produced by a major manu-facturer.' On a rolling road, the Evo registers 405bhp at 6,400rpm and a no less impressive 355lb ft of torque at 5,500pm, but the real pub-bore figures are to do with the acceleration. With the aid of four-wheel drive, this Evo pummels its way from 0-60mph in just 3.5 seconds and hits 100mph in 9.1. Consider, for a moment that BMW's M3 takes 4.9 seconds to reach 60mph or that the Porsche Carrera GT requires 3.9 seconds. This is one mighty chariot.
If anything, it feels even faster on the road. There's a pregnant pause at 3,000rpm as the huge turbo takes a breath before it exhales its venom all to way to the 7,400rpm rev limiter. As a driver, you are not so much propelled as flung down the black top in a manner that's faintly primeval. Only a Caterham can match its guttural appeal.
The engine also proves to be an ideal foil for the six-speed gearbox. The mechanicals themselves are unchanged, but Mitsubishi's engineers have introduced a heavy duty, race-derived clutch. This requires some delicacy about town, but the gearshift itself remains as crisp and positive as ever. You can actually feel the cogs engaging, which is exactly as things should be.
Sensibly, the engineer's have also left steering and suspension systems well alone. The Evo remains, by conventional standards, an extremely focused machine, but it's not so stiff that it threatens to lob you off the road at the first sign of a pot hole. A firm, jiggly ride about town is replaced by superb body control on the open road. The VIII has a degree of subtle sophistication that was missing from the early Evos, and it's all the better for it. It makes the experience both more accessible and more enjoyable.
The extra thrust also makes it easier to exploit the car's performance. It's a testament to the Evo's trick differentials, to its Yokohama boots, and to the basic brilliance of the suspension set-up that this car feels far from overpowered. Unleash the engine's potential in a tight, second-gear corner and the car does no more than lean slightly. To get it out of shape on the road you either need to drive it badly or employ gonads the size of Jupiter. It really is that capable.
The steering is also nothing less than stupendous. Crisp, accurate and communicative, it imbues the car with a sense of agility that is unrivalled. Without such a positive helm, this supercar would be 10 times more challenging to drive than it actually feels. And similar sentiments can be applied to the brakes. The FQ-400 boasts larger, track-derived discs that stop proceedings with the alacrity of a jab from Lennox Lewis.
It would be fun to explain that the aerodynamic modifications such as the deeper chin spoiler, the carbon-fibre wing mirrors and windscreen wipers, not to mention the bizarre roof-mounted 'vortex generator', also add to the driving experience, but I'd be lying. Even Mitsubishi's boffins admit that the changes are simply to differentiate this über-Evo from its lesser brethren. And inside, the workmanlike interior is enlivened by no more than a discreet, numbered plaque.
There can be no doubting that this new Evo is a magnificent tool and, in dynamic terms, the greatest of the breed. But such ability does carry a hefty price. The FQ-400 costs £46,999, or £14,000 more than the FQ-340, which boasts just 65bhp less. It also only boasts a three year/36,000 mile warranty, when normal Evos have no mileage restriction. Nor will it be cheap to run: our first tank of fuel lasted just 114 miles and like every Evo, it needs servicing every 4,500 miles.
From a rational perspective, it's therefore difficult to make a case for the FQ-400, but then no Evo could ever be described as truly sensible. For the few who simply must have the 'ultimate', the FQ-400 offers a dose of motoring nirvana. Happy Birthday, Mitsubishi.
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Type-R
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Itt kezdődne a hatüléses, teszt: Honda FR-V 1.7: Bővebben: link
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B.Kox
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Japanese performance: Bővebben: link
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jdm fit video
Bővebben: link -
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Honda has best retained value
Bővebben: link -
Integra
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12/07/2004 -- American Honda Motor Co., today was recognized by the Union of Concerned Scientists (UCS) as the 2004 Greenest Automaker in the organization's biennial ranking of car manufacturers' environmental performance. It's the third consecutive number one ranking of Honda in the UCS study. Compared with the UCS's 2002 findings, Honda actually increased its lead over other automakers in reducing both greenhouse gas and tailpipe emissions across the full range of its product lineup.
According to the UCS, Honda increased its lead by building vehicles that produce less than half the smog-forming pollutants of the industry average and 18 percent less heat-trapping emissions
''Honda is in a class of its own when it comes to producing clean cars and trucks,'' said David Friedman, Research Director of UCS's Clean Vehicles Program and lead author of the report.
''This award reflects our commitment to apply the latest technologies for reduced emissions and improved fuel efficiency across our complete product line,'' said Ed Cohen, vice president of government affairs, accepting the award. ''It's a commitment that goes to our core objective of being a company that society wants to exist.''
The UCS study, titled Automaker Rankings 2004: The Environmental Performance of Car Companies, is the third installment of the only comprehensive ranking of automakers' environmental performance. The report analyzes the six largest automakers in the U.S. market, which together account for nine out of every 10 vehicles sold in this country. The study evaluates data on smog-forming pollution and heat-trapping emissions from each vehicle manufacturer's fleet using model year 2003 sales information and certification standards. The report rates the pollution performance of the average vehicle produced by each company; total sales volume does not influence the results.
Honda has a long history of environmental leadership including the introduction of America's first hybrid, the Honda Insight, and the first vehicles to meet stricter emissions standards, including the first Low Emissions Vehicle (LEV), the 1996 Honda Civic, Ultra-Low Emissions vehicle (ULEV), the 1998 Honda Accord and Super Ultra-Low Emissions Vehicle (SULEV), the 2000 Honda Accord. Fully 60 percent of the company's 2004 model cars and light trucks, more than any other automaker, meet the U.S. EPA's Tier 2 Bin 5 emissions standard, well in advance of regulatory requirements.
On fuel efficiency, Honda vehicles -including two Honda hybrid models (Insight and Civic Hybrid) - captured four of the top five spots in the EPA's 2004 fuel economy rankings. With the introduction of the Accord Hybrid at Honda dealerships nationwide this Friday, Dec. 10, Honda becomes the only automaker to offer U.S. customers three distinct hybrid models and the first company to offer a V6-powered hybrid.
Honda also leads in the development of alternative fuel technologies including hydrogen fuel cells. The company's FCX fuel cell vehicle is the only Fuel Cell Vehicle (FCV) to earn certification from the EPA and CARB for regular commercial use. Today, there are twelve of these zero emissions vehicles in operation with five different customers in California and New York. Yesterday, the State of New York took delivery of the first of two 2005 FCX fuel cell cars that it will lease from Honda and put into daily fleet use in Albany. The 2005 FCX is unique in that it is powered by Honda's own fuel cell stack (Honda FC Stack) and is the first FCV with the ability to start and operate in below freezing temperatures, along with significant improvements in range, fuel efficiency and performance over earlier models.
In addition, Honda has taken a leadership role in developing the hydrogen refueling infrastructure required to support fuel cell vehicles. Honda is operating a unique experimental solar powered hydrogen fuel station at Honda R&D American in Torrance, CA. This winter in the Northeastern U.S., Honda will begin testing the second generation of its experimental Home Energy Station (HES II) developed in conjunction with partner, Plug Power, Inc. HES II is a home refueling unit that provides hydrogen from natural gas for vehicle refueling, as well as heat for domestic hot water use and electricity for the home.
Based in Torrance, California, American Honda Motor Co., Inc. was founded in 1959 as the U.S. sales & marketing subsidiary of Honda Motor Co., Ltd. Honda currently produces automobiles, motorcycles, all-terrain vehicles, personal watercraft, lawn mowers and engines at its nine major U.S. manufacturing operations, using domestic and globally sourced parts. Honda also maintains three major R&D centers in Los Angeles, Ohio and North Carolina that design and develop many of the products sold in America. Currently, Honda employs more than 25,000 associates in the U.S. -
Type-R
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Együttműködésre készül a Nissan és a Mitsubishi: Bővebben: link
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Type-R
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''35. évfordulóját ünnepli a Nissan legismertebb modellje, a Z-sorozat. A gyártó erről szokás szerint egy limitált szériával emlékezik meg, melyben még erősebbre és még egyedibbre hangolják a 350Z-t.''
Bővebben: link -
Type-R
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A Honda is beszáll az európai miniautók piacára : Bővebben: link
Nem éppen a legszebb Honda
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Several weeks ago we provided a summary of some of the things we had heard to that point with respect to the '06 Civic. Recently we've heard a few more things regarding the Si model in particular and we thought we'd once again summarize what we've heard:
1. The Si will definitely be a coupe
2. The body is said to be low and wide and quite sporty in appearance, borrowing some styling cues from several current Honda and Acura models, particularly the flared wheel wells with circular arches. The A-pillar has a dramatic sweep, very similar to the rake shown in the spyshots of the European Civic that were published earlier.
3. The projector headlight housings are said to be shaped like the TSX's
4. Track-tuned suspension sits as much as 1'' lower than stock, wheel well gaps are said to be minimal.
5. The Si will use 17'' wheels with 205 or 215mm width tires.
6. The transmission will be a standard 6MT
7. The engine is said to be i-VTEC, with at least 200hp. Supposedly the possibility exists that it will get 210 hp or more
8. The seats will be quite sporty with fairly aggressive bolstering
9. A Navi system is rumored to be an option
10. Si will launch slightly later than regular coupe and sedan models, late in Q4.
With these developments, there are whispers floating about that the RSX's days could be numbered.
tartok tőle hogy nem lesz egy idő után DC5...
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Type-R
őstag
Itt az új Toyota Yaris!: Bővebben: link
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Type-R
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Jön a kompresszoros Toyota Corolla :Bővebben: link
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sétálok ma a nyugatitól az arany jános utca felé, és meglátok a másik oldalon egy gyönyörű 2004-es metálezüst S2000-ret hardtoppal.
át is nyargaltam a túloldalra megcsodálni, mert 2004-es modellt még nem láttam élőben.
18-as OZ felnik voltak rajta, maga a kecses brutális, ahogy ott állt az autó egymagában.
aztán megjött a tulaja, aki nem volt más, mint bárándy péter volt igazságügy miniszterünk!!!
azt hittem a hajam lerakom magam mellé....
eddig is nagy tisztelője voltam, de most...
bárándy Honda S2000-rel nyomja! mekkora arc
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Type-R
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''A tüzelőanyag-cella a vízbontás elvét fordítja meg: katalitikus felületén hidrogén és oxigén egyesül, miközben elektromos áram jön létre a két pólus között, ami villanymotor hajtására használható. A tüzelőanyag-cella a jövő egyik ígéretes energiaforrása, mivel működése során nem keletkezik káros végtermék, csupán víz. Hátránya, hogy a reakcióhoz szükséges hidrogén szállítását vagy kinyerését (például metanolból) bonyolult megoldani.''
[Szerkesztve] -
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tyűűűűűű, ezt ne tőlem kérdezd
Bővebben: link
Bővebben: link
[Szerkesztve] -
Type-R
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''A Toyota úgy tűnik zászlajára tűzte a környezetvédelmet, amivel most erős reprezentációt szeretne végrehajtani a világ és a konkurensek előtt. A Genfben bemutatott Italdesign Alessandro Volta 402 lóerős hibrid tanulmányautót ugyanis ők - a többiekkel ellentétben - véresen komolyan gondolták és gőzerővel készítik az utcai változatot. Az autóról persze - rossz japán szokás szerint - még semmilyen információ nem szivárgott ki, a koncepció 4,1 másodperces 0-100 km/órára sprintelési idejénél bizonyára valamelyest alább adja majd. Sokkal azonban elvileg nem lehet, ugyanis a Toyota főnöksége előzetesen olyan ellenfeleket szemelt ki hibrid sportautójának, mint a Nissan Skyline GT-R, vagy a Honda NSX, melyek bizony igen komoly gépek, megszorongatásukhoz így komoly dolgokat kell mutatni. A japánok mindenesetre abszolút magabiztosak dolgukban, így pedig messze nem kizárt, hogy 2007-ben tényleg ott figyel majd a szalonokban a takarékos szupersportautó. Na persze Európába már most kérdéses az elhozatala, Amerikában és Japánban viszont - ahol a környezetbarát autók komoly adókedvezményeket kapnak - sikeres lehet a modell.''
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The following e-mail appeared in my inbox yesterday. I'm not quite sure what to make of it and it had a false return e-mail address, so for now I'll be optimistic and give it a credibility rating of ''5''
From: confidential
To: jeff
Date: Tue, 16 Nov 2004
Subject: '06 Acura EL/Civic
Hi Guys
I saw the '06 Acura EL / Civic. Here are the facts for the '06 Acura EL. 2.0 DOHC i VTEC engine 200 HP, ''possible'' DSG trany, paddle shift levers behind steering wheel, drive by wire, engine is reversed (intake at front) NAVI AM FM CD DVD XM Sat ready, 5.1 suround sound system...with 8'' sub in center of rear deck, electric steering, pump lever seat adjustment for height, split instrument display. Display closest to steering wheel displays tach, fuel ect. display closest to front window displays speed digitally. P205/55/16 tires. full auto climate control (digital display). The car sits a little closer to the ground and the suspension is a little different but basically the same multi link rear setup. I'm not sure how many of these features would be passed down to the Civic line. -
CRX
csendes tag
válasz
_Volkovy_
#429
üzenetére
Nem tudom hanyadik generációs CRX-re gondolsz, de egy ilyen fék upgrade 2000 - 2500 euro, ha komplett kitet veszel. Ha csak tárcsát cserélnél nagyobbra, akkor is készül fel komolyabb kiadásra. Szükséged lesz féknyeregre, csonkállványra, rosszabb esetben féltengelyre. Ja és új felni, abroncs, mert a régi alatt nem fér el a cumó.
Sportosabb futómű?
Feküdjön rá az útra kanyarban? 
Te még nem ültél CRX-ben. Ne felejtsd el, hogy elöl - hátul double wishbone futóműről beszélünk és nem McPershon felfüggesztésről. Alapból befekszik a kanyarba, mint cica az ölembe. 
Én megfejeltem egy Koni (sárga) - Eibach Pro Kit párosítással, ami 200 eFt-ba fájt.
A 2nd gen CRX-ben eredetileg jó oldaltartású, kényelmes sportülés van.
Turbósításra eleddig, tudtommal, még csak egy emberke vetemedet Magyarországon, az egy 6th gen civic VTI, ha jól emlékszem.
Szvsz engedélyeket felejtsd el, azt úgysem kapsz. Apróbb dolgokhoz elvileg elég a műbizonylat, motorcserénél csak azonos beépítését engedik. Marad a remény, hogy a hék nem veszik észre a nitrodat, vagy beveszik, hogy hengerenkénti vízhűtéses az autód. -
Integra
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a legutolsó limited edition RX-7
Bővebben: link
ez még igazi mazda volt -
Integra
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2006-os 8gen civic kémfotók itt!
Bővebben: link
Spy Shot: Honda Civic 2006
Here are the first shots of the 2006 Honda Civic: lower-slung, sportier and altogether less MPV-like than the current car. Expect three- , four- and five-door versions in Europe, and we may also get a Coupe - said to have an S2000-like long nose - this next time around. The European and American versions will share far more components in the new range, in a bid to cut production costs. Hot Type-R and fuel-saving hybrid versions are certain. -
CRX
csendes tag
Ez egyenlőre csak találgatás, nincs semmi hivatalos állásfoglalás. Megha lenne is, bármikor változhat. Tény, hogy jön a 8 gen Civic 2005. végén - 2006-ban. Meglátják miként fogy belőle és ha megéri, akkor esetleg CRX is lesz. Tudod hányszor repült fel a kacsa, hogy jön az új generáció?
Ha lenne is 4th gen, akkor is nagyon bele kell húzniuk a mérnököknek, mert már a DelSol (3rd gen) fogadtatása sem volt megfelelő. Túl gömbölyded, kissé csajozós stílusú lett. A 2nd gen túl szépre sikerült, ezt nem tudják felülmúlni, nem hiába nekem is ilyen van. Legjobban akkor járnának, ha elővennék a terveit és a kor követelményeinek eleget téve fejlesztenének rajta. Forma marad, jöhet a nagyobb törés biztonság, felfrissített belső tér, elekronikai finomságok (szigorúan kikapcsolhatóan 
), bele egy B18C vagy K20A blokk. Na, álmodik a nyomor. -
CRX
csendes tag
-
Type-R
őstag
Az év autója a Toyota Prius lett.
Bővebben: link -
Integra
titán
az új Legend az év autója japánban 2004/2005
és megkapta a legfejlettebb technika díjat is
press release:
Bővebben: link
3 video
az autóról:
Bővebben: link
az SH-AWD rendszerről:
Bővebben: link
az éjjellátó rendszerről:
Bővebben: link
[Szerkesztve] -
Type-R
őstag
A Top Gear angol szaklap idei felmérése legjobb autók, legmegbízhatobb autók, ..stbBővebben: link
-
Integra
titán
válasz
_Volkovy_
#429
üzenetére
a határ árban a csillagos ég...
lehet venni kurva jó KONI gátlókat is a cerkába darabját 40 rugóért, de lehet bele hozni japánból mugen-t 80rugóért is, szóval...
tudtommmal minden értékesített alkatrész már rendelkezik a megfelelő engedélyekkel, de erre oda kell figyelni -
_Volkovy_
nagyúr
Igen,az alap hogy ne legyen borult,meg törött,meg ilyenek.
Mondjuk az én listám valahogy így néz ki:
-elsőként valami komolyabb fékrendszer(300mm-es brembo tárcsák)
-futómű átépítés - sportosabbra,feküdjön rá az útra a kanyarban..
-flip-flop fényezés,láttam hirdetésben hogy már 300 körül csinálnak
-valamennyi ültetés,de nem túl sok,a magyar utak nem tennének túl jót neki
-vmi egyszerűbb bukókeret
-belül sportülések,sportkormány,új pedálok,alu taposólemez,de semmi neon
-zene?jó kérdés,valami 30 centis láda,nem túl brutális kiszerelésben,olyan 150-ből jó lenne megúszni az egész hangcuccot
-16'' alufelni,vmi szebb darab - van egy olyan érzésem hogy ez sokba lesz..
-körbe szolidabb spoilerezés,küszöbök
-hátulra lexus-lámpák,hátsó üvegek fóliázva
aztán a komolyabb dolgok,mint turbó buherálás,neadjisten nitró?fene tudja,ha még nem unom,lehet az is lesz,mondjuk az már tényleg kurvasokba lesz
és a legfontosabb:kell mindenre papír,hogy ne baszhasson meg az első rendőr akivel találkozom..
szted az engedély mennyi?
Ahogy ezt így összeszámolom,lassan annyi lenne,mint Némethonban venni egy használt Ferrarit -
Integra
titán
válasz
_Volkovy_
#425
üzenetére
ez esetben a legfontosabb a kasztni állapota.
ne legyen szerkezetileg sérülve, csavarodva, rapityára törve.
ez egy jó alap.
de azért azt gondold meg, hogy ha egy ilyen teljes újraépítésbe vágod a fejszét, akkor bizony sok pénzbe fog kerülni.
kezdjük csak a kasztnival.
szétkapod, homokfúvás az egész kasztnin, újrakezelés újrafényezés, mindent kompletten.
őrült pénzekbe kerül
de ha ezt a cerkát akarod més sok-sok éven keresztül használni, akkor viszont ha így állsz hozzá, idővel egy kuriózum verdád lesz, az biztos.
de tisztában kell lenned hogy rengeteg pénz, idő és ráfordítás. csomó alkatrészt hozatni kell főleg ha tuning cuccokra gondolsz, mint futómű, komplett fékrendszer csere és így tovább -
Integra
titán
válasz
_Volkovy_
#421
üzenetére
szvsz csak második generációs CRX-et érdemes venni ha a cerkát veszel, vagyis a legutolsó szériásat. a harmadik generációs crx jövőre jön ki a nyoldadig generációs civic-kel egyidőben.
az a baj a cerkákkal, hogy elég nagy a valószínűsége hogy roncsokat fogsz megnézni, mert amik szépek és gyönyörű állapotban vannak, azokat tuti nem fogod tudni megvenni, mert nem eladók, azokat a tulajok már felújították és szinte semmi sem gyári rajtuk.
van egy-két döbbenetesen szép crx az országban -
#414
B.Kox
tag
Cray Tyler
#409
B.Kox
tag
válasz
Cray Tyler
#409
üzenetére
Télleg, most valahogy nekem sem akarnak bejönni a képek, pedig pár hete még minden bejött...
Kár mert Skyline témában ez a legprofibb oldal ami létezik. -
Integra
titán
TopRPM.com:
Bővebben: link
RacingFlix MKIV Supra
Bővebben: link
AB Flug S900 Supra
Bővebben: link -
#411
Integra
titán
Cray Tyler
#407
Integra
titán
válasz
Cray Tyler
#407
üzenetére
itt sok skyline-ból lehet csemegézni:
Bővebben: link
itt meg az oldal alján NFS: High Stakes-hez a hivatalos skyline, ha valakinek még megvan a progi
Bővebben: link
Injen Technology
Bővebben: link
[Szerkesztve] -
#410
Integra
titán
Cray Tyler
#409
Integra
titán
válasz
Cray Tyler
#409
üzenetére
ne kapcsold ki a tűzfalat, annak ehhez semmi köze.
ha egyszer egy port nyitva van a browsernek, akkor onnantól nincsen gond az adatforgalommal, hiszen minden azon jön. ha pedig nem,akkor ott a másik oldalról van gebasz -
#408
B.Kox
tag
Cray Tyler
#404
B.Kox
tag
válasz
Cray Tyler
#404
üzenetére
Asszem valami ilyesmire gondoltál:Bővebben: link
-
#405
Integra
titán
Cray Tyler
#404
Integra
titán
válasz
Cray Tyler
#404
üzenetére
huhh, holnap ok?
amúgy google-n keress rá nevekre meg típusokra az a legjob
sok linkem nincsen, ált magazin oldalakat mentek le és azokat olvasom
sokkal inkább videóim vannak, meg igyekszem begyűjteni a BMI dvd-ket, de elég nehéz dolog. -
#404
Cray Tyler
senior tag
Cray Tyler
senior tag
Integra! Tudnál nekem adni pls egy linket a LEGERŐSEBB Skyline-okról? Meg úgy általában a LEGERŐSEBB japán tuning-verdákról. Csak kíváncsi vagyok.
-
Integra
titán
ez tecc
Bővebben: link
full japán gyári tuning, 400 lovacska
[Szerkesztve]
, és ebben a szegmensben most csak a Hondának van ilyen.
Feküdjön rá az útra kanyarban? 
Te még nem ültél CRX-ben. Ne felejtsd el, hogy elöl - hátul double wishbone futóműről beszélünk és nem McPershon felfüggesztésről. Alapból befekszik a kanyarba, mint cica az ölembe. 
), bele egy B18C vagy K20A blokk. Na, álmodik a nyomor. 
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