There are few auto racing legends that are aptly titled for scary movies. However, in Ponoco, a developing Nissan GTP would earn the moniker: California Coffin. It all started in 1985, where race driver Tony a2z Adamowicz had a frightening rear suspension failure in an experimental version of a ZX Turbo. a2z came off the banking and was able to limp into the pits without causing major damage to the ZX Turbo. Later, he told me that often he never knew what was going to break next on the car. Brian Redman indicated that further development of the Nissan ZX Turbo should be discontinued. The machine's primary sponsor was "California Cooler" maxisys elite review, but the monster had developed a reputation as the "California Coffin".
a2z Tony was a brave driver in the early years of engineering of this Nissan. Many said the same things regarding the early engineering of the famous Porsche 917K in the pre 70's. Frightning, but both of the chassis needed a period of time to develop into the championship cars they eventually became. Tony Adamowicz regretted not being able to benefit from all his rigorous testing and developing on the GTP. Politics kept him from enjoying the fruits of his development as a driver of this promising Nissan GTP.
What made the black Nissan GTP promising was that it had more aero downforce than any road racing machine up to this time. At Leguna Seca, a2z Tony brought the Nissan to finish 11th. At Sears Point Raceway, in 1986, the machine finished 7th. Sadly, mechanical problems forced the car out of competition for the remainder of the season. Failure after failuer forced the Nissan Performance team to skip 24 hours at Daytona and 12 hours at Sebring. Debuting in Miami, the Nissan GTP continued to be plagued with mechanical trouble and failures. Finally, the machine finished in 7th place in mid-Ohio; its career best. Nonetheless, despite other successful future races, the Nissan GTP continued to have mechanical failures. Unthwarted, they continued development of their ZX Turbo machine.
Late in 1987, Electramotive was able to improve the ZX Turbo greatly, and again, in Miami, the Nissan GTP pulled ahead of a Porsche 962 by 11 seconds. Sadly, the machine returned to its 'coffin' reputation, with clutch and several other failures, and an accident. Nissan is still in the racing game. Despite trouble in the automotive markets autel maxidas ds808. Much of their discoveries on the track have trickled down to their personal vehicles. The Turbo Nissan ZX is a perfect example of what goes on in developing on-the-edge technologies for the real world. To not have a race car team as part of your research and development arm, seems almost haphazard. Still there are some auto manufacturers that don't have a race team. Many Exotic cars don't, like lamborgini. How is it they can design such 'supercars', when they don't dare take it to the track, like Nissan and ferarri do?
More can be read about Ponoco and the Nissan effort at Tony a2z Adamowicz's website.
Tanabe gets his racing Tanabe drives a 93 Mazda RX7 for sport. He has learned many driving/racing techniques through his racer friend, Tony 'a2z' Adamowicz.
The Jaguar XKE (export USA version) known in Britain as the Type-E was a most distinctive Autel MaxiSys, fast yet relatively inexpensive sportscar that sent that auto markets head turning and spinning. Yet for all its positive virtues the model had its share of shortcomings and even detractors.
First of all - well known as a fast ultra sleek sport scar - this automobile did not win races as per Jaguar legends - well not initially.
The first public appearance of the Jaguar "E-Type" was at Le Mans in 1960, when the "Cunningham Racing Team" was asked to run a works-built light-alloy version. True the car was fast, yet overall it was somewhat of a disappointment and instead of the greatest of expectations afforded to the setup - did not even finish the Le Mans race itself.
Buyers, drivers and passengers soon found out to their dismay that early cars were "none too large" inside and in addition had poor ventilation. Jaguars and indeed British cars all the way back to early Austins had a well deserved and earned reputation of running to hot and overheating rapidly in heavy traffic and /or summer time climates more temperate than a London foggy day in the British mild and overall moderated climate Advanced Version of DS708. These and most over basic problems, were finally rectified in 1964, when the engine was updated and enlarged to 4,235 cc and the first all-synchromesh gearbox transmission units were popped in. Over the lifetime of production and years of production of the model range engine power did ultimately drop due to having to meet stringent US auto exhaust emission standards, the headlight cowls were discarded, and the interior was revised. Disc wheels supplanted wire-spoke "knock ons" and the creature comfort of power steering was offered as a Jaguar factory option fitting a luxury car as well as the sports car automotive market segment to increase its overall sales appeal.
The biggest change however was in 1971, when the 6 cylinder E Type was replaced and "dropped" ( moved up into a new dimension and stratosphere) with a brutal and most rapid auto racing killer 12 cylinder V12 fine motor car. This like the XK engine was a quantity-production "first "in the whole world and global auto making industry. That was at least in terms of any V-12 12 cylinder automobile power plant that could be called both modern in its time frame and technologically advanced as well.
Jaguar home office factory management fully intended the V12, also for their "Saloon" cars for the firm long-term and for the long term health of the Jaguar franchise in the automobile sports and sports / luxury marketplaces.
It can be said that at point, of the introduction of the V12 motor, that the rest of the vehicle remained basically "unchanged". Over time and production the kinks and shortcomings of the XKE E-Type seemed to been worked out and evolved away as a matter of due course and experience.
True fatter wheels and "tyres" from the XJ6 were added, which meant that the bodywork had to be adapted and modified to fit. All in the all the car was not in final fitting and tested form and format.
In the end the last of the run - the V12s were produced and rolled out in the winter time of 1974/75. Indeed for notoriety and as a final tribute to this sports car legend the last two were painted black and especially "plaqued". Who knows what these command on the Barrett-Jackson or other vintage and classic car auto auction circuits?
In the end the line had an amazing sales figure total for its day with a total of 72,507 units sold being recorded for the record books, with more than 15,000 being of the V12 standard.
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Thanks to the Chrysler Group抯 relationship with Mercedes ?both companies are owned by DaimlerChrysler ?the automaker markets a successful group of full size, rear wheel drive cars powering the Dodge and Chrysler brands. Tapping Mercedes technology in the form of their suspensions, rear differentials, and automatic transmissions three vehicles, including the Dodge Magnum, are now gracing North American highways with their 揷an抰 miss?presence. The Dodge Magnum wagon, as the first vehicle based on the LX platform, has successfully erased most people抯 concept of what a 搒tation wagon?should be. With its menacing front end, rakish body lines, and abundant hauling capacity the Magnum is no mere 搈om mobile?instead, the car is a true sport wagon. Taking that theme to the extreme is the Magnum SRT8, the ultimate fusion of sport wagon and muscle car.
When it comes to engines, Magnum owners have plenty of choices. From the 2.7L V6 powering the SE, to the 3.5L V6 found underneath the hood of the SXT, to the explosive intensity generated by the 5.7L Hemi V8 that comes with the sporty R/T, Magnum owners have a variety of choices not found in many vehicle抯 of its class. Thinking that some Dodge fanatics would want even something more powerful than the R/T, the brand released the SRT8 in 2005 which features a 6.1L Hemi V8 that bangs out an extraordinary 425 horses and 420 lb.-ft of torque. Add on the 20 inch aluminum wheels, firm up the suspension, and equip the model with bigger brakes and you have one untamable Magnum!
Even with its added luster, the Magnum SRT8 isn抰 keeping Dodge devotees from pimping their rides to help them achieve the look and feel that they want. Some popular, highly desirable aftermarket parts for the Magnum SRT8 include:
Cool/Cold Air Intake Systems ?If you want even more horsepower and improved torque, then an air intake system for your Magnum is in order. Airaid and Dub Air are two brands that have effectively created systems that have been specifically made for your Magnum SRT8 autel maxisys ms906. With the Airaid you have a choice of two models; the premium version comes with a Ram air scoop for added good looks autel online. Both Airaid systems bump up horsepower by 14 and torque by 17, while the Dub Air produces near equal power improvements as well. Enjoy the throaty tone of an air intake system with your SRT8!
Performance Exhaust Systems ?The Magnum SRT8抯 exhaust system is adequate, but a Magnaflow Exhaust maximizes performance with its cat-back design and stainless steel properties. You get a rich exhaust tone, see horsepower and torque increase by 16 and 19 respectively, and you get a lifetime warranty with your Magnaflow exhaust system. Yes, the same stainless steel used by Boeing and Airbus in their jets is the steel that is used by Magnaflow.
Of course, many enthusiasts are installing both the performance intake system and the exhaust system to help them achieve the ultimate driving experience that a Dodge Magnum SRT8 can possibly offer to them.
Yes, there is nothing 搒tation?about the Dodge Magnum, a car with the potential to effectively haul people, haul stuff, and to haul ass!
If you've ever needed roadside assistance in South Africa, chances are you've come away from the experience disappointed. Its not like the towing services aren't out there - just look around and you'll see them all over the place: Sitting under a tree autel maxisys ms906, parked at a busy intersection, just waiting for you to have an accident.
Sadly however, when your car breaks down and you urgently need help, they all seem to have disappeared. Call any of the assistance services that seem to come free with everything these days (and of course are not free at all), and you will find that delays of an hour plus are quite common. Would you believe that even the occasional 24-hour delay is not unheard of?
Picture the scene: You're standing next to the road worried about your car, or your family's safety, or your next appointment, and the operator's saying "Don't worry sir, our service provider will be there tomorrow!"
In fact if your car broke down it would probably be better if you drove into a ditch just before you came to a standstill - as ridiculous as that may sound you would have several tow truck operators all over you like a rash before you could reach for your phone!
Over 40 million people in South Africa have to deal with emergencies on a daily basis, whether it is medical, home-related, motor-related, mental trauma or pertaining to various legal issues. Most of them do not always know where to turn to for help, or how to handle basic health issues and personal trauma. There is no doubt that the assistance industry deserves to change.
The motoring public are still not exactly spoilt for choice; apart from the AA and a few lesser known groups such as McCarthy Club there is not much else. Apart from the AA, other reputable assistance companies like Europ Assistance concentrate on corporate assistance. However, the level of crime on the roads keeps increasing so we need better roadside assistance, more reliable response times and most of all accountability.
Roadside Assistance: Where it all began
According to the AA the first motoring organisation was the Automobile Club of SA, formed in Cape Town in 1901. This body began to lobby for improved roads and amenities for cars. The effect was a mere ripple in the pond for the motoring numbers grew slowly. The Anglo Boer War ended in 1902, the first car in Johannesburg was registered in 1904, the first American imports arrived in 1906, and the first motor show was held in 1908. The local motor assembly commenced in 1923. In January of 1930 the Federation of Clubs was liquidated and reconstituted as the Automobile Association of SA.
Roadside Assistance: The situation at present
There are many examples of corporate assistance schemes, including those offered on a compulsory basis by several motor manufacturers and insurance companies. If your vehicle is covered by an assistance product from the manufacturer (while under warranty) and/or your insurance company, you might not feel that something like an AA membership is necessary.
But, it is an accepted fact that owners of (especially new) vehicles may now be covered many times over by various different assistance schemes, with the result that an AA member could also be a member of BMW-on-Call, or Delta Assist, or Santam Assist.
While this holds true, it is also a fact that the average age of the over 6 million vehicles in South Africa today is approximately 13 years (as reported by the RMI). Most of these are no longer under warranty and many of them are not even insured Autel MaxiSys Pro, so does that imply that they do not need access to a reliable assistance service! Obviously not - in fact themost vulnerable of individuals may own vehicles that fall into this category, including students and the aged.
While price is a factor, clearly service levels are even more important. Moreover, what makes the assistance industry so different that guarantees of some kind are not in order? Surely, services that are promised should be backed up - at least to the extent that there is an offer on the table to repay the member should the service not be satisfactory!
40/FLAT™ Assistance () sets new standards in Roadside Assistance, utilising its extensive Service Provider network to respond to emergencies within 40 minutes FLAT (80 minutes in outlying areas). In addition it facilitates access to other emergency services, such as emergency medical and legal assistance.
Over the past five years GPS vehicle tracking systems prices have dropped considerably and business owners are reaping the benefits of low priced vehicle tracking devices with an ROI of only a few months.
Fleet vehicle tracking can bring numerous benefits to a business from increasing productivity to reduced costs but before engaging on a long term contract with any vehicle tracking company, there are some vital facts you should know. This article will help you make a wise decision.
What is Vehicle Tracking and how does it works?
Vehicle Tracking systems use a combination of GPS technology, mobile phone network, internet, digital mapping and vehicle tracking devices with software to enable business owners to monitor their vehicles exact locations, as well as a complete set of information that tells what route was used, when the vehicle was turned ON/OFF, speed and even fuel consumption.
The principles of Vehicle Tracking Systems are quite simple. Using information sent by GPS satellites orbiting the Earth, a GPS receiver calculates the vehicles exact location on the Earth's surface and sends the information via the mobile phone network to a remote server which can then be accessed by a computer via the internet, all the information is overlaid on a digital map area allowing you to see the location of each and every one of your vehicles with street level accuracy Autel MaxiSys Pro.
The Benefits of Vehicle Tracking Systems
Dispatch and allocate new jobs to the nearest vehicles Provide transparency to your team's whereabouts Improved health and safety Control and reduce your overtime costs Confirm ETA's and offer enhanced customer service Control personal vehicle usage and eliminate moonlighting Improve your route planning Reducing the average speed of your vehicles Lower insurance premiums Let employees take vehicles home at night Tax reductions Proof of parking ticket validity
Choosing the best Vehicle Tracking Supplier
With so many vehicle tracking suppliers claiming to be the best, it is easy make a mistake and choose one that won't fulfil your fleet needs. Bare in mind that there is no such thing as the best vehicle tracking supplier. The best supplier is the one that meet your fleet requirements, offers good customer support at low costs, are reliable and well established. Watch out for hidden costs!
Hidden Costs - There are a number of potential hidden costs with a tracking system, such as:
* Installation fees
* Monthly subscription fees
* Annual software licence fees
* Separate mobile carrier fees for GPRS data transfer
* Polling Fees (when you want to discover where a vehicle is right now)
* Callout fees for repairs even if under warranty
* Uninstall/Reinstall fees when you want to move the hardware from one vehicle to another
* Software update fees
* Additional software user fees
Ask your sales rep for all of the potential costs of their vehicle tracking systems - in writing! That way if you suddenly start receiving surprise invoices you are on solid ground to contest them.
By following the instructions on this vehicle tracking guide I'm certain you will choose the right fleet vehicle tracking system to keep track of all your vehicles Autel Maxidas DS808.
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