DVVT, VVT-i, Vtec and i-DSI

The main change between Perodua Viva and it's predecessors (Perodua Kelisa and Perodua Kancil) would be their engines. Then it came the term of DVVT, and Perodua claiming their 1.3l DVVT saves fuel and provide power as same as normal 1.5l engines.

Let us get back to the basics, DVVT or it's full name Daihatsu Valve Variable Timing is based (copycat) on Daihatsu mother company Toyota engine, which is VVT-i (Variable Valve Timing - intelligence). We believe that DVVT is just VVT-i's engine brand name for Daihatsu cars.

DVVT and VVT-i is based by Yamaha's YPVS (Yamaha Power Valve System). Yamaha was bought over by Toyota for it's YPVS because Toyota afraid of losing to Mitsubishi's MIVEC and Honda's Vtec. Yamaha has been provinding Toyota and Daihatsu engines since.

DVVT and VVT-i engines are always put together to be compared with V-tec (Variable Valve Timing and Lift Electronic Control System), i-DSI (intelligent Dual and Sequential Ignition) that is developed by Honda earlier.

All of the Vs (DVVT, VVT-i, i-DSI, Vtec, CVCC, MIVEC, CVVT...) was meant to increase fuel efficiency which is to use less fuel and produce more power from the engine. The objective is the same, the only difference would be their methods.

to describe DVVT, VVT-i, Vtec and i-DSI.

DVVT and VVT-i

Normal engines is good in the low RPM. However, when the RPM reaches higher level, the amount of power produced per fuel is lesser. This is because the air from outside the engine couldn't get into the combustion space in a short period of time. That's what Yamaha sees, and they developed YPVS, VVT-i and DVVT.

DVVT and VVT-i valve works like a normal engine while in low RPM. However, as the RPM increases, the valve timer shifts the time of opening of the valve a little bit earlier. The higher the RPM goes, the earlier the valve opens.

By doing this, air would hav enough time to go into the ignition room, thus making the fuel burning in high RPM more efficient than conventional internal combustion engine.

Vtec

Vtec have the same idea with DVVT and VVT-i. It acts like a normal fossil combustion engine in low RPM, however when the user revs until certain limit (usuall 5000rpm). The valve timer would activate (this is what people usually calls Vtec change) and produce a noisy sound.

It sounds a little bit like a 2-stroke motorcycle engine revs high. You feel like the torque suddenly increases and you have more power to accelerate.

What actually happens is that the valve intake open longer than normal. Allowing more air to come into the combustion chamber. The more air in the chamber, the more efficient the fuel burns.

i-DSI

i-DSI is a new technology by Honda. Instead of changing the valve timing of an engine, Honda put two spark plugs on each piston. The reason is the same.. to burn the fossil more efficiently.

These spark plugs however have the main and secondary plugs. The main plugs usually sparks first, followed by the secondary plugs to burn the remaining gas in the chamber.



The interval between two sparks was calculated in such a way to its most efficient fossil burning. In the highest RPM level, those two spark plugs might sparks at the same time to produce the largest power from the engine.

Conclusion

DVVT, VVT-i, Vtec and i-DSI is a good way developed by Japanese car automaker (Toyota and Honda) to improve the burning of fossil gas. All of them have the same objective (increase efficiency) and they do achieve their goals.

For the best fuel efficiency, i-DSI would be the best choice. For power, Vtec is the best.. and DVVT and VVT-i is in between those two.

Gemballa Conversion Based On 957 Cayenne Turbo

GEMBALLA GT 600 AERO 3
Sport Design Consists Of:

- AERO 3 Aerodynamic Kit
- Front Bonnet GT
- Logo Kit
- Electronic Lowering
- 22" GEMBALLA RACING Wheel Set
- GEMBALLA Brake System
- 600 HP Engine Kit


- Exhaust System
- SPC Seats In The Front
- Interior Design Kit

MINI John Cooper Works

2009 MINI John Cooper Works Review




always thought that the MINI Cooper was a “cute” car, which was as much a marketing gimmick as anything else. With its available bonnet stripes and white, black, or body-colored roof, the car was really only on radar as one chosen by drivers who are personally expressive and want their cars to be noticed. also known the vehicles to be competitive in autocross competitions, but assumed the drivers who autocrossed their MINIs simply preferred the Cooper’s look to that of a Miata, Solstice, or Golf.

the opinion changed abruptly when a Mellow Yellow 2009 MINI John Cooper Works was dropped off for a week of evaluation. The huge wheels and brakes, with lowered chassis, give the JCW an aggressive stance. The car’s incredibly direct steering, coupled with nimble handling and a comfortable, spacious driver’s environment made realize that people buy MINI Coopers because they are fun to drive.

Of course, the John Cooper Works car is a more-potent version of the Cooper. With 208 HP and 192 lb-ft of torque from its direct-injection turbocharged 1.6 liter four, the JCW has 90 HP more than the base Cooper offered in the US, and 36 more HP than the turbocharged Mini Cooper S. Additionally the JCW has a bespoke sport suspension, bigger brakes, and sport exhaust. Stated 0-60 MPH time is 6.2 seconds, with a top speed of 147 MPH. It is truly the maximum MINI.

Uneven suburban pavement combined with the extremely firm chassis caused the front wheels to lose contact with the tarmac quite readily, thereby losing traction. Over repetitive expansion joints on the freeway, the firm suspension and short wheelbase causes the car to pitch fore and aft, leading to a very choppy ride. The JCW’s wide tires were eager to follow pavement grooves on acceleration.

While the choppy ride and extreme power may seem like a bit much for the daily commute, getting out to twisty, rural roads really allowed the John Cooper Works to shine. Selecting Sport mode (which alters the throttle response, stability control settings, and steering input) causes the car to truly come alive, with quick acceleration and nimble responses. The sport suspension does an excellent job communicating with the driver, letting the driver know exactly what the car is doing. The JCW was nearly telepathic to drive at extra-legal speeds around winding rural roads.



While loved driving the John Cooper Works, wasn’t a fan of some of the ergonomics in the MINI’s cockpit. To start the car, the circular key fob must be docked in a semi-circular port on the dashboard above the driver’s right knee. Though the fob is nearly symmetrical top-to-bottom, it only works top-side up. least a half-dozen . After getting the fob in the right spot, the Engine Start/Stop button is pressed to start the car.

The MINI’s incredibly-large analog speedometer is mounted in the center of the dashboard,. Fortunately there is a redundant (digital) speed display on the steering-column-mounted tachometer. At the bottom of the speedometer is a display for the audio system, which contains two lines of text. The controls for the audio system (including controls for the optional iPod interface and Bluetooth phone interface) is comprised of a bunch of tiny buttons arranged in the general shape of the winged MINI logo. The control was not intuitive to use, though once read the unit’s instructions before it was sufficiently able to operate . The non-automatic HVAC controls are also arranged in the shape of the MINI logo, and are also less-than-intuitive. Functionality of the iPod interface and the Bluetooth phone interface were top-notch, actually very impressed.

Though the front seat of the Cooper is spacious enough for a 6’4” driver , nobody could sit behind because the back of seat touched the front edge of the back seat. able to install three year old daughter’s car seat in the back on the passenger side of the car, using the ISOFIX/LATCH attachment points after removing the back seat’s adjustable headrest on that side. The upper tether strap interfered with the rear parcel shelf, which also had to remove.



The go-go-go acceleration, a result of the John Cooper Works’ 208 HP and just 2700 lbs curb weight, made me pretty much forget everything else. looked for every curvy road and open lane could find, because the JCW is fun to drive, and becomes even more fun the faster it is driven and the more curves it takes. The bespoke exhaust with its large, center-exit pipes below the rear bumper make a magical sound. vocabulary might not have enough depth to describe the euphoric feeling of the turbocharged car tearing up a curvy road, its grippy tires doing a spectacular job holding the car to the tarmac, while the JCW’s direct, go-kart steering reads mind from apex to apex. It really was that good. Of course, all of that pleasure comes at a price.




The car tested wore Mellow Yellow paint, with black bonnet stripes, and black C-pillars and roof. The interior was black cloth with a checkered-flag motif, including matching floor mats. Standard equipment includes a smooth-shifting six-speed manual transmission, 17” alloy wheels with grippy, run-flat 205/45R-17 tires, six-way manually-adjustable seats (without lumbar adjustment), Brembo brakes (12.4″ front/11.0″ rear discs) with red-painted calipers, Antilock Brakes (ABS), Corner Brake Control (CBC), Electronic Brakeforce Distribution (EBD), Dynamic Traction Control (DTC), Electronic Differential Lock Control (EDLC), six airbags including side curtain, air conditioning, AM/FM/CD stereo with six speakers, tilt/telescope steering wheel, and anthracite headliner. The only options included on this car were multi-function steering wheel , black bonnet stripes , and Bluetooth/USB/iPod adapter package , plus the destination charge . don’t get heated outside mirrors, sunroof, leather or heated seats, xenon headlamps, or any other creature comforts you might expect in that price range. What you do get is a solid little hot hatchback, which feels substantial in almost every respect.

Suzuki Swift Sport

The eye-catching good looks and European-inspired driving dynamics of Suzuki’s Swift form the perfect basis for a higher performance derivative. That potential has now been realised with the launch of the new flagship model, the Swift Sport 3-door hatchback, which offers an exciting driving experience in a highly practical and stylish package.

Building on feedback from the Company’s motor sport programme, the latest Swift derivative blends a sports-tuned version of the capable chassis with a Junior World Rally Championship-honed, high-revving 1.6 litre VVT engine to deliver an intoxicating mix that’s of instant appeal to the enthusiast driver.

Agile handling is matched with scintillating performance and the 0 to 62 mph benchmark comes up in just 8.9 seconds – considerably quicker than the Citroën C2 VTR and MINI One and an improvement even on the MINI Cooper.

Among the external features unique to the Swift Sport are a deeper front bumper incorporating a distinctive lower grille, redesigned rear bumper and lights and stylish 17 inch alloy wheels. They are complemented inside by a striking red and black trim colour combination, sports seats and stylish highlights such as brushed stainless steel pedals.

The uprated chassis features stiffer springs and dampers, with ESP® (Electronic Stability Control) providing an added sense of security. Standard equipment includes automatic air conditioning, curtain airbags, MP3-audio compatibility, front foglamps, steering wheel audio controls and Keyless start.



The Sport, along with the rest of the Swift range for Europe, is built at Magyar Suzuki Corporation, Hungary, although such is the demand that current production constraints are likely to limit supply.
Swift in name, swift in nature

The Sport’s newly developed twin-cam 1.6 litre VVT petrol engine has been fully tried and tested in the heat of top-level rallying competition, since it forms the basis of the JWRC Swift.

The M16A 16-valve, 1586 cc unit delivers a maximum power output of 125 hp at 6800 rpm. The 109 lbs-ft peak torque is reached at 4800 rpm. 62 mph from standstill is dispatched in 8.9 seconds, while top speed is 124 mph. Despite the new Swift’s sporting credentials, it still returns a creditable 37.7 mpg on the Combined cycle.

The engine’s exciting performance comes courtesy of components tuned exclusively for the Swift Sport. Variable valve timing optimises efficiency for abundant torque and strong acceleration across the rev range, with high-lift intake and exhaust cams boosting engine performance at high revs.

An electronic throttle provides close control and maximises responsiveness, while the intake manifold is specially widened and has polished internal surfaces that enhance the incoming airflow for higher power. Features such as pistons warm-forged for strength and oil jet cooled enhance durability and permit a high compression ratio of 11.1:1 for greater output.

And a high capacity exhaust system plays its part in boosting efficiency, as well as sounding great thanks to a resonant, full-bodied note that never fails to heighten the exhilaration of driving the Swift Sport.

The 1.6 litre engine is mated to a close-ratio five-speed manual transmission and uprated clutch. Suzuki has paid particular attention to tuning the quality of the gear selection mechanism and the result is an effortless and slick shifting action, allowing rapid and positive changes that enhance the driving experience.
Inspires driving

The Swift Sport’s size and exceptional packaging mean it excels in a city environment, but its performance and dynamics will undoubtedly encourage driving on open and challenging roads, simply for the pleasure of it.

Designed to inspire excitement and confidence in equal measures, the chassis’ wide track and 2.38 m wheelbase form the ideal foundation. Specially stiffened and strengthened components provide even greater agility and control than the standard models and an inherently stiff bodyshell ensures there is no undue twisting or bending. Yet the Swift Sport still manages to achieve a sophisticated and comfortable ride.

MacPherson strut suspension at the front is matched by a torsion beam and coil springs at the rear, the low unsprung weight enabling effective control of camber angle and toe-in to deliver accurate and predictable handling. Unique to the Sport are carefully selected Monroe shock absorbers for enhanced damping characteristics and uprated springs and bushings.

As part of the standard package, there’s also the added security of ESP® (Electronic Stability Control) for stable and exciting driving performance, but tuned so as not to be overly intrusive. ESP® identifies potentially dangerous driving situations and through the use of engine torque control and selective braking of individual wheels, works to bring the car back into line in the event of either oversteer or understeer before the onset of complete loss of control.

The Sport’s new-specification, electronically controlled power steering system gives an optimal balance between effort and feel, ensuring the driver feels in touch with the road and is provided with instant feedback.

Finally, the 17 inch alloy wheels with low profile tyres provide excellent grip, while confidence inspiring stopping power with a linear feel comes from large disc brakes all round, ventilated at the front.



----
Packaged for excitement

Driving enjoyment depends as much on a driver-focused cabin design as it does on the car’s dynamics. Exclusively designed, bucket-type sports seats with large side bolsters provide front seat occupants with excellent support, while the driver grips a leather-wrapped and tilt-adjustable three-spoke steering wheel. The pedals, fabricated in stainless steel with rubber inserts, are ideally placed – and are also designed to collapse in the event of a frontal impact in order to mitigate leg injury.

The sporty black and red combination upholstery is complemented by red trimmed armrests and aluminium-effect strips along the tops of the door panels, while red stitching is used on the steering wheel, on the seats and on the black gearshift boot. Other fine detailing includes chrome plated inner door handles and a silver-finish gearshift knob.

The instrument binnacle is set relatively low to ensure good forward visibility and reinforce the sense of openess. A triple gauge instrument cluster features a tachometer with a needle that rests in the six o’clock position, reflecting sports bike convention; unique to the Sport are chrome rims. Centrally mounted at the leading edge of the fascia is a digital information display that shows time, instant or average fuel consumption and outside temperature.

The standard radio/CD player is neatly and seamlessly integrated into the central fascia which can be operated using either the simple, one touch push button controls, or those conveniently mounted on the sporty three-spoke steering wheel. Usefully, the system features both speed-sensing volume control and MP3-compatibility. Located beneath the radio/CD are large, dial-type controls for the standard equipment automatic air conditioning.

For even greater driving enjoyment, the controls are positioned to ensure their use is readily intuitive, while each has just the right weighting for a natural, confidence inspiring feel. Trim materials carefully selected for their tactile qualities and tight fit and finish contribute to an overall sense of refinement.

At 1690 mm, the Swift has one of the widest bodies in its class and together with a long wheelbase, permits a spacious cabin that realises exceptional people and luggage carrying flexibility, the latter helped by the compact nature of the torsion beam rear suspension.

Storage spaces for mobiles, CDs and other every day motoring paraphernalia are spread around the cabin and include a compartment in the instrument panel, a glove box, front and rear cup holders (three in total), front door pockets – large enough for A4-size road atlases – and rear quarter trim pockets. The cube shaped ashtray is conveniently moveable and can be placed in any of the cupholders; and of course it can provide other uses for non smokers.

There’s an ample 213 litres VDA of luggage capacity behind the rear seat and the rear seatback can be folded down to expand that to 495 litres VDA. A tyre repair kit replaces the spare wheel of other Swift models.
Subtle styling enhancements for considerable on road presence

The Swift Sport builds on the distinctive good looks of its siblings, which in turn develop styling themes first seen in the Concept-S and Concept-S2 show cars. It therefore retains the muscular flared wheel arches, bold sills and wheels ‘in each corner’.

In particular it features the broad-shouldered beltline that extends the length of the car, from the outer edge of the headlamps through to the tail lights, which, together with the car’s firmly planted stance, provides the Swift with its distinctive and ‘cheeky’ appeal.

Other features which give the Swift its unique identity are the strong curvature of the nose, together with the wraparound glasshouse effect created by black A- and B-pillars, and headlamp housings that sweep rearwards into the wings to mirror the rear tail light treatment.

The Swift Sport’s more aggressive look, instantly suggesting its sporting potential, is provided by new front and rear bumpers, a roof spoiler and striking 10-spoke alloys shod with Goodyear Eagle F1 195/45 R17 tyres which fill the wheel arches.

The twin ‘creases’ that characterise the bonnet flow downwards into a deeper bumper and define the outer edge of the upper honeycomb grille and the new lower grille which extends to the lower edge of the bumper. The air dam elements on either side of this lower grille incorporate the standard front fog lamps which are contained within cylindrical elements bisected by single horizontal bars, for added distinction.

At the rear the lower section of the redesigned bumper incorporates chunky chrome-tipped twin exhausts. Both front and rear light housings have also been subtly restyled. And the Swift Sport’s dynamic lines are set off by a choice of three paint colours: silver metallic, black metallic and a very distinctive pearlescent red.
Easy entry

Like Swift GLX models, the Swift Sport features keyless entry for simple door unlocking, engine start-up and locking. With this system, there’s no fumbling in bags or pockets for keys to gain access to the car, and there’s no need to press a remote button. Instead, as long as the key is being carried, or it’s in a pocket or bag, the system detects its presence and unlocks the car. The doors are then opened simply by pressing a button on either front door handle; in turn, the engine is started by twisting the ignition key housing. Further convenience, particularly when you have your hands full, is provided by an electromagnetic tailgate catch that needs just a light touch to release it.
Comprehensive safety measures

The Swift range features an outstandingly crashworthy structure – awarded 4 Stars for occupant protection by Euro NCAP – including extensive use of high tensile steel and tailored blanks to achieve strength without the penalty of added weight.

There are standard driver and passenger front and side airbags, as well as full length curtain airbags, and these are complemented by leg-injury mitigating brake and clutch pedals, front seatbelt pre-tensioners and force limiters, energy absorbing trim, three point ELR seatbelts for all seats and child seat ISOFIX attachments on the rear seat. Each seat also has a head restraint, those in the rear designed to minimise obstruction of the driver’s rear view.

Pedestrian protection measures too – which received a 3 Star Euro NCAP rating, particularly impressive for a compact car – have been given careful consideration, and bonnet, wings, wipers and front bumper are all designed to be crushable and to absorb impact energy more progressively. And helping to avoid an accident in the first place are anti-lock braking, electronic brake-force distribution (EBD), a brake assist function and ESP® (Electronic Stability Control), all complementing the responsive, agile chassis.

GTE engine-TOYOTA specials

Toyota has a reputation for building bullet-proof engines with efficient designs and the engines are often over-looked in the search for big power. Some of the larger Toyota engines are currently making some serious jaw dropping horsepower, as more and more people realize how well engineered these engines are.

ENGINE CODE EXPLANATION

Before "-":
The letters indicate the engine family, for example the engine family is JZ, in 2JZ-GTE. The number (s) at the beginning are the number of a certain/specific bottom end version (block, bore, or stroke). The larger the number, the newer the bottom end version. Some may think that the larger the displacement is the larger the number but it is not always the case.

After "-":
G = twin cam (wide angle, 45 degrees or more between the intake and exhaust valves)
T = turbocharged
E = Electronic fuel injection

The Engines:
GTEpowered.com is about cars that sport the GTE engine. The 7MGTE, 1JZGTE(1.5JZGTE as well) and the 2JZGTE. You will see all kinds of powerplants on here from mild to wild . Browse through and witness the best of the GTE engines around the world pushing out gobs of jaw dropping horsepower.

The M Family:



7M-GTE
The M family is a straight-6 engine design used from the 1960's through the 1990's All M-family engines were OHC designs with a chain-driven camshaft giving way to a belt after 1980, and they all used a cast-iron block with an aluminum head.
The turbocharged 7M-GTE was Toyota's top performance engine from 1987 through 1992. Output was near 230 hp (172 kW) at 5600 RPM and 256 ft/lbs (325 Nm) at 4000 RPM for most 5 psi/0.35 bar versions. Many cars that sport the 7M have proven that this engine still has what it takes to go big.

For all that didn't know:
A special 7M-GTEu version, with a modified CT26 high-flow turbocharger and large volume intercooler, pushed output to 267 hp (199.1 kW) at 5600 RPM and 264 ft.lbf (357 Nm) at 4400 RPM. This was used only in the racing homologation Toyota Supra Turbo A road and race cars. The Turbo A models also measured air based on manifold pressure rather than using an air flow meter, had a larger intercooler, larger throttle body, and various other differences. In fact, for the short time it was produced, it was the fastest Japanese car ever made.

The JZ Family:
1JZ-GTE
The 2.5 L (2491 cc) 1JZ version was produced from 1990 through 2005 (still in production with the Mark II Blit Wagon). Cylinder bore was 86 mm (3.39 in) and stroke was 71.5 mm (2.81 in). It was a 4-valve DOHC engine with a belt-driven camshaft.
Although rated at Japan's self-imposed maximum rating of 280 hp (209 kW), this was probably quite conservative. A later unit (with VVT-i and a single turbo) probably produced well more than 300 hp (224 kW). Torque was rated at 278 ft·lbf (376 N·m) at 2400 RPM. lf-imposed maximum rating of 280 hp at 6200 rpm, this was probably quite conservative, as many 1JZ-GTE equipped cars have actually dynoed around 270-280rwhp while remaining stock.
You will see this engine in anything from Supras to Cressida's to Corona's! (Yes, that's right!) If it can fit, people swap the stock engine out and put the 1J in.

2JZ-GTE
The 2JZ-GTE was developed to power the fourth generation of the Supra sports car. It was based on the 2JZ-GE, but differed in its use of twin turbochargers. The use of twin CT12B turbochargers raised its power output from a mere 166 kW (225 bhp DIN) to 206 kW (280 bhp DIN) at 5600 rpm, officially limited in the Japanese and European markets, although the real undisclosed figure was well in excess of 300 bhp (224 kW).
In the North American and European market, power was raised to 239 kW (320 hp SAE)/243kW (330hp [DIN]) at the same engine speed of 5600 rpm. The export version of the 2JZ-GTE achieved its higher power output due to different turbochargers (stainless steel for export models, ceramic for Japanese models), camshafts, and larger injectors (550 cc/min for export markets, 440 cc/min for Japanese models). Because the primary mechanical differences between the export (CT12B) and Japanese (CT20A) model turbines are the size and material of the exhaust-side shaft (stainless steel exhaust-side shaft for export models vs ceramic shaft for JDM models), one can replace the JDM's ceramic shaft with the steel variant found in export model. In tuning groups, in spite of the lack of actuators for both turbines, the factory turbochargers are often retained after mild engine modification due to the highly durable housings and use of stainless steel for the impeller and turbo fins in the export models. In light of the above as well as the due to the use of forged internals throughout the engine, the 2JZ-GTE is well-known for requiring no internal modification to cope with the stress associated with high-boosting turbines, and has actually achieved 1000HP at the flywheel hp with bone stock internals.

This engine is considered the main rival of Nissan's RB26DETT, and is very popular with the tuner niche for its upgrade flexibility and reliability that is supported very strongly by the after market scene. When upgraded with large turbochargers and other tuner parts, 2JZ-GTE's have produced in excess of 1400 BHP.

The 2JZ-GTE had a long career in motor sport, powering the factory prepared Supras to victory in the Japanese GT Championship in 1997, 2000 and 2001

R34 skyline. 5th generation (1999–2002)

5th generation (1999–2002)

Fifth generation

Production	1999-2002
Assembly	Tochigi, Tochigi, Japan
Body style(s)	2-door coupe
Layout	Front engine, rear-wheel drive / all-wheel drive
Engine(s)	2.6 L I6
Transmission(s)	6-speed manual

The GT-BNR34 (R34) Skyline GT-R and GT-R V-spec models were released in January 1999. The R34 GT-R was also made to be shorter (from front to rear), and the front wheels were made closer to the front. The valve covers were also painted glossy red, rather than dull black.

A new feature on the R34 GT-R is a 5.8" LCD multifunction display on the center of the dashboard, which shows seven different live readings of engine and vehicle statistics such as turbocharger pressure (1.2 bar max), oil and water temperature, among others. The GT-R V-spec model added two extra features to the display: intake and exhaust gas temperatures. Nismo Multi-function Displays (MFD)can be bought at an extra cost, they include a lap timer and an increase in boost pressure measurement to 2 bar. The R34 GT-R was made shorter to increase handling and stability.

Like the R33, the new R34 GT-R V-spec models come equipped with the ATTESA E-TS Pro system and an Active LSD at the rear, while standard GT-R models come with the non-Pro system and a conventional mechanical differential. The V-spec model also had firmer suspension, and lower ground clearance. The V-spec model also included a plastic front air diffuser (covering the underside of the engine), and also a rear carbon fiber air diffuser, designed to keep air flowing smoothly under the car.

Another special model of the R34 GT-R is the M-spec. It was similar to the V-spec, but had special "Ripple control" dampers and a leather interior with heated front seats.

At the time of the R34's release, like the R32 and R33, Nissan released an R34 N1 model. The R34 GT-R N1 was equipped similar to the R32 and R33 N1 models - a homologation special. It was sold without ABS, air conditioning, audio equipment, rear wiper, or carpet in the trunk. The new R34 N1 was also given the new R34 N1 engine. Only 45 R34 N1 models were produced from the factory, 12 of which were used by Nismo for Super Taikyu racing. The rest were sold to various customers, mostly racing teams, and tuning garages.

In August 2000, Nissan released a newer V-Spec II GT-R model. The V-Spec II has increased stiffness in the suspension (even stiffer than the original V-spec) and had larger brake rotors on the rear. It also comes equipped with a carbon fiber hood, which is lighter than the aluminum that all other GT-R hoods are made from. Also different on the V-Spec II was an iridium center console and aluminium pedals. The seats were also made with black cloth rather than the gray cloth used on previous R34 GT-R models, and the amber turn lenses were replaced with white versions. From this point on the standard trim level GT-Rs and V-Specs also received these updates, with the exception of the carbon fiber bonnet.

In February 2002 Nissan released a final production model of the R34 GT-R called the Nür. Nissan also released a limited Manufacturer Special model designated the M-Spec. This came in two forms, the base M-Spec, and the Nür. The Nür was sold in 2 different models: the Skyline GT-R V-spec II Nür and the previously mentioned Skyline GT-R M-spec Nür. The Nür was named after the famous German Nürburgring racetrack, where the Skyline was developed. The Nür model featured an improved RB26DETT based on the N1 racing engine, used by Nismo in Motorsports. The V-spec II Nür is based on the regular V-spec II model, and the M-spec Nür was based on the regular M-spec model. Other than the addition of the Nür engine, the Nür models also included a different color of stitching on the interior trim, as well as a speedometer reading up to 300 km/h (186 mph).

Production figures

• Standard Cars = 3,964
• V-Spec = 7,301
• N1 Race Version = 45^[12]
• Total = 11,310

Z-Tune

Nismo originally designed the concept of the Z-tune in 2002 when Nissan was putting an end to the R34 Skyline production. The first Z-tune was built in 2003, using a used 2002 Skyline GT-R V-Spec II. It was built with a concept RB26DETT 'Z1' engine. The cylinder diameter was bored out, and the crankshaft was designed with a longer stroke. The engine was now a 2.8L, and produced about 500 hp (370 kW).

Nismo was then given the approval from Nissan to build Z-tune models for the nismo anniversary. Nismo then purchased 20 used R34 GT-R V-Specs, each with less than 18,000 miles (29,000 km) on the clock, they were then completely stripped and were resprayed to a "Z-tune Silver" (A special color exclusively for the Z-tune).^[13] For each of the 20 production models, the 2.8L engine was revised to allow it to reach 9000 rpm. The turbochargers were supplied by IHI in Japan. The engine is advertised as making as much as 500 hp (for warranty reasons). This second revision of the Z-tune engine is called the 'Z2'. The bodywork is designed with the same functional components used in Nismo's GT500 racing cars, such as engine bay vents on the hood and fenders, as well as wider fenders for wider wheels. The Z-tune is also improved with an aggressive suspension setup from öhlins/sachs, and a specially designed Brembo brake setup.

The entire car is essentially handmade, with the car being completely stripped and re-built from the chassis up. Engineers reinforced and stiffened the chassis seam welding in key areas such as the door seams and door frames and added carbon fiber to the strut towers and transmission tunnel and the engine bay, completely redesigning the suspension, drivetrain, engine, gearbox and other components so as to work at maximum efficiency and reliability as is expected of a road-going vehicle. Although Nismo planned on building 20 cars, they ceased production on only 19 (including 2 prototypes).^[14] The Z-tune is often regarded as the most expensive (prices for some have been known to exceed $180,000 usd) street legal GT-R ever built.

Replacement

Main article: Nissan GT-R

Following the end of R34 production in 2002, Nissan announced their plans to separate the GT-R model from the Skyline name, creating an entirely new vehicle although it would remain on the same platform as the Skyline. This new car, now known simply as the Nissan GT-R, debuted in 2007 in Tokyo. It will be the first GT-R available worldwide, entering the North American market for the first time.

Although based on the FM platform used by the V36 generation Skyline, the GT-R uses an evolved Premium Midship (PM) platform. The car retains its heritage by using the chassis code CBA-R35, or simply R35.

Powertrain

The RB26DETT as used in the R32 and R33 Skyline GT-Rs. The R34 later added painted valve covers.

A modified RB26DETT in an R33 Skyline GT-R.

The GT-R of the 1990s included a 2.6 L straight six-cylinder twin-turbo engine producing 206 kW (276 hp). The turbo-chargers were of a hybrid steel/ceramic design allowing them to spool up faster due to the light nature of the ceramic exhaust wheel.

Power was delivered to all four wheels using an electronically-controlled all wheel drive system referred to by Nissan as the ATTESA-ETS system. The ATTESA-ETS system uses two G-Sensors mounted underneath the center console, which feed lateral and longitudinal inputs to the ECU. The ECU would then control the feed of power by allowing a limited amount to be delivered to the front wheels via an electronic torque split converter. In 1995, the ATTESA-ETS Pro was introduced as an option for R33 GT-R customers, and came as standard equipment in GT-R V-spec models. It was later standard equipment in all GT-R models for the R34 Skyline GT-R. The ATTESA-ETS Pro added an Active Limited Slip Differential, which was controlled by the onboard ATTESA computer. This was only for the rear differential, as the front differential remained as a normal Limited Slip Differential. The ATTESA-ETS Pro was also advertised in brochures as adding an electronically controlled 4-channel ABS brake system. Although it is not related to the all wheel drive system, it uses much of the same sensors, and the same computer. The R32 could be switched from AWD to RWD by removing the 4WD fuse, but R33 and R34 models had to have the front tailshaft removed, or the centre diff can be depressurised for 'towing mode' as specified in the owners manual.

The car also had computer-controlled all wheel steering system referred to as HICAS. The HICAS system activated when the vehicle exceeded 80 km/h (50 mph) and controlled the steering of the rear wheels in the same direction as the front to improve turn in on entry to corners. It should be noted however that this feature is often seen as more of a hindrance than help in race applications. The system tends to favor less advanced drivers, and can make the rear suspension unstable during high speed cornering. For this reason many kits are available to override this system usually by looping its hydraulic lines back on themselves. This is seen to make the car much more predictable when driving at the limit of grip.

While the published figures from Nissan were as quoted above, practical tests showed the car had a factory power output of closer to 330 PS (325 hp) at the flywheel. The lower published figure was Nissan's response to the need to abide by a gentleman's agreement between the Japanese auto manufacturers not to release a car to the public exceeding 280 PS (276 hp) of power output.

N1 engines

The RB26DETT N1 is an upgraded version of the standard RB26DETT engine. It was first developed by Nismo for Group A racing purposes. The standard RB26DETT, although known for its durability, proved to require too much maintenance for Group A racing conditions. The N1 engine is built from the standard RB26DETT block. The water cooling channels in the block are enhanced to increase flow. The block, and internal components are also strengthened. The pistons have 1.2 mm (0.047 in) top rings, but otherwise as standard. The connecting rods are the same as standard, and the crankshaft is standard but balanced. The specifications of the camshafts were also improved for power. The N1 engine uses the same parallel twin turbocharger layout but with improved turbochargers. The N1 engine also received an upgraded oil pump and water pump, to improve the cooling and lubrication of the engine. The N1 engine is identified by its 24U number stamped on the block, as opposed to the 05U stamp on standard RB26DETT engines.

The first model of the N1 engine was the R32 N1 engine. It uses a pair of larger turbochargers compared to the standard R32 GT-R. The turbine wheels on the new turbochargers are made from steel, rather than the weaker ceramic used for all standard GT-R models. The R33 N1 engine was slightly revised, with larger turbochargers than the R32 N1 engine, supporting more power if the engine were to be modified.

The R34 N1 engine saw further improvement. The camshafts were slightly improved for even more potential power, the turbochargers were about the same size as the R32 N1 turbochargers, except now they use ball bearing technology, which operates much more quickly than any other model used.

The most improved N1 engine is the R34 Nür engine. It is based on the R34 N1 engine. The camshafts were further improved for power, and the crankshaft was further balanced for higher engine speed. There were 1000 Nür engines made for use in the R34 V-spec II Nür, and R34 M-spec Nür models, however an undefined amount of extras were made and sold through Nissan dealers. They were advertised as making the same 280 PS (276 hp) as the standard model, but with the lighter engine parts, and more efficient turbochargers, the engine would make closer to 350 hp (260 kW).

Daihatsu Charade Turbo

The story of the 3-cylinder Daihatsu Charade Turbo. It's a great fun little car that responds to power-ups like you wouldn't believe!

Before the mid-1980s, Daihatsu Australia had never marketed a high performance vehicle - it specialised in basic passenger and commercial vehicles at affordable prices. Typifying this were the 3 and 5-door G11 Charades of 1983, which carried over the same three-cylinder CB60 engine as used in the previous G10 model. This transverse 993cc motor used a balance shaft, belt-driven single overhead cam, 6-valves and a dual-choke Aisan carburettor. With 38kW and 75.5Nm, the little engine could propel the standard G11 Charade over the quarter mile in around 20 seconds - certainly a long way short of being 'high performance'.

However, not long into the Australian life of the G11, an interesting sales avenue opened up - the Nissan Pulsar EXA and Mitsubishi Cordia GSR had created a niche for cheap turbocars. Recognising this, Daihatsu decided to import its Japanese-market G11R turbo variant to Australia. This pint-sized ball of fun arrived in June 1984 with the performance to compete closely with the established Nissan EXA. But the Daihatsu held one major advantage - it was the only Australian turbocar to retail for under $10,000.

The Charade Turbo's force-inducted 3-pot engine was a joint venture between Daihatsu Japan and IHI-Hitachi. Using the standard CB60 993cc engine as its base, the project called for a lowered static compression ratio (from 9.5:1 to 8.0:1), an electric fuel pump and associated regulator, a water-to-oil cooler, a larger diameter exhaust and a revised air filter system. The chosen V04-trim IHI RHB32 turbocharger was one of the smallest in the world; this was used to pressurise a downdraft Aisan carburettor to around 7 psi. Due to the mild boost level, no form of intercooling was required.

The Daihatsu-IHI turbo package saw power climb to 50kW at 5500 rpm, along with 106Nm of torque at 3200 rpm.

Due to the availability of this newfound grunt, a heavier duty clutch was roped-in to link the (mandatory) 5-speed manual gearbox. The gearbox ratios remained identical to the atmo's, though the open-centre diff ratio was lowered to 4.642:1. Gearbox operation - like the clutch - was wonderfully light and precise.

With an 'awesome' 50kW to haul around its 700kg mass, the diminutive turbo hatch could accelerate from standstill to 100 km/h between 10.4 - 10.8 seconds and cover 400m in around 17.1 seconds. The turbocharged threesome was never a smooth-running engine, but - nevertheless - it did deliver some unexpected performance. It was also very responsive, as the tiny IHI turbocharger was ever-so eager to climb onto boost. As you might expect, fuel consumption was truly amazing for a car with such performance - try less than 6 litres per 100km!

The Charade Turbo's relatively simple FWD suspension was based on the atmo model, though it was mildly upgraded to suit. The rear suspension used the hereditary beam axle located by four links and a Panhard rod, with the turbo model also receiving a hollow 21mm swaybar. At the front were MacPherson struts (using uprated springs) and a solid 24mm anti-roll bar. The Charade Turbo handled reasonably well, though it would push into mild understeer at extremes. As an around-town throw-about machine, however, it was fantastic fun - so long as you weren't expecting a seamless ride...

The atmo G11's steel rims were swapped for 13 x 4.5-inch alloys wearing wider 165/70 tyres, while a quicker-ratio (non assisted) rack-and-pinion steering box also made its way into the turbo variant. These changes teamed to make the car's steering quite direct and provided excellent feel. Slowing the 700kg bantamweight was the atmo model's 208mm solid front discs and 180mm rear drums; despite not being upgraded, their performance was quite adequate.

On the outside, Daihatsu were keen to identify their new hot hatch as a turbo. Turbo badges and stickers were splashed on the grille, side protector strips, rear hatch, steering wheel and the front seats. However, the turbo model's 5-door body varied little to the atmo Charade - having only a revised grille, slightly deeper bumpers and black doorframes. The aforementioned alloy wheels were the largest distinguishing feature (if you can call 13-inch wheels large...).

Indoors was a colour scheme that was - to put it mildly - eye catching. Bright red fabric inserts combined with black trimming certainly set the car apart. Additional bolstering improved the seating - but they still weren't up to the standard of the contemporary EXA or Cordia GSR. The standard Charade's instruments were also upgraded with a 180 km/h speedo, tacho and a green boost light. Surprisingly, the Charade gave quite generous front headroom and legroom - though front width and rear space (overall) was quite limited.

G11 Update (aka Series 2)

An update of the G11 Charade Turbo was released in late 1985, which has since been dubbed the 'Series 2'. Amongst its claimed 151 improvements was a new nosecone with flush headlights and a different grille, a revised rear with new tail lights, deeper bumpers, double door seals, twin exhaust tips and a relocated Panhard rod. Wider lacy-style alloys - 13 x 5-inch - were also fitted to compliment the more pleasing aesthetics.

Inside were more highly bolstered sports seats (as good as those in the Cordia GSR), a grippy three-spoke steering wheel, remote adjustable mirrors and other trim changes. Thankfully, the overall colour contrast was also turned down a notch. These interior changes - like the external ones - certainly created a more appealing package. The updated G11 turbo remained exactly the same under the bonnet and, interestingly, the 1986 introduction of unleaded fuel (and its accompanying catalytic converter) apparently resulted in no loss of power or performance.

Daihatsu continued to sell a reasonable number of Charade Turbos thanks to their updated model - even though its RRP did rise by over 10 percent.

The G100 Attempt

With the next generation of vehicles fast approaching, Daihatsu introduced their all-new G100 Charade during 1987. Wider, longer and taller than the G11, this car lost a lot of the previous car's 'skateboard' feel. On the other hand, it was much more refined - largely due to its independent rear suspension.

At the time of its low-key 1987 release, the turbocharged G100 Charade was thrown into a market where engines had advanced massively; multi-valves, double overhead cams, intercoolers and multi-point EFI were now the custom. The poor G100 Turbo - which was still using the 1-litre G11 carby turbo engine in its heavier body - simply couldn't compete. With its 50kW output, the G100 model struggled to overcome its 60-odd kilograms of extra weight and taller final drive ratio (4.642 down to 4.5:1); 0 - 100 km/h now took 12.1 - 12.9 seconds and the quarter mile stretched out to 18.3 - 18.5.

Without doubt, the Charade Turbo's sparkle had all but gone.

Just like the original 1984 Charade Turbo, the body of the G100 Turbo was barely distinguishable from the NA car. Only a couple of turbo stickers made their way on, along with a front bumper extension and 13-inch alloys (14-inch alloys were optional). Overall, it was a much less of 'lout' car, with the interior also adopting a neutral grey-on-grey colour scheme. Instrumentation, as before, received a tacho, speedo and a boost light. Air-con remained as an option.

Under the skin, the G100 moved up to MacPherson struts all 'round - its dual-link IRS improving the ride quality dramatically. Swaybars also continued to be fitted to the turbo model front and rear. Out on the blacktop, the G100 Charade Turbo's handling maintained the typical FWD bias of mild understeer when pushed. Braking performance remained average with just drums fitted at the rear.

Up against cars like the AWD Ford TX3 Turbo, the turbocharged G100 understandably sold very poorly and for only a short time in Australia. Unfortunately - despite lending a trial example to the contemporary motoring press - Daihatsu decided not to pursue the option of importing the stove-hot Japanese-market GT-ti Charade. The GT-ti model sported a twin-cam, 12 valve, EFI version of the original carby turbo engine, called the CB70. Factory equipped with a much larger RHB5 turbocharger and an air-to-air intercooler, this powerhouse generated an awesome 74kW at 6500 rpm along with 130Nm at 3500.

So - without the performance derived from this updated Japanese-market engine - the Charade Turbo quietly died off in the Australian market. Such a tiny turbocharged car has not been released here ever since.

A Used Charade Turbo?

Charade turbos are now becoming quite rare. This is primarily due to their age and - importantly - the fact that repairs can cost nearly as much as the value of the car. A typical 1984 Charade Turbo sells for $2000-3500, a Series 2 might cost an extra $500-1000 and a G100 turbo - if you can find one - goes for around $5000.

Certainly, the Charade turbo is a car that can cost a lot to repair if not properly maintained. The small IHI turbocharger can wear out ultra-fast if quality oil changes have not been performed - and the valvetrain is also prone to wear out for the same reason. Typically, it will cost around $800 to have the turbo rebuilt (drive in, drive-out) and a head rebuild might cost around the same. The bottom-end is typically only good for around 140,000 kilometres before it will require a full rebuild. Note that secondhand import Charade Turbo engines have now become almost impossible to find and the same goes for their little RHB32 turbochargers. This means, if something major goes wrong with your Charade Turbo, you'll need to rebuild it - or change to a different turbo and/or engine.

And this is where we get to the fun bit!

Instead of fixing the standard engine and returning to as-standard performance, quite a few people have transplanted in the DOHC CB70 motor out of the later GT-ti. A second-hand import G100 GT-ti front-cut typically cost around $2500 (complete with ECU and loom) and the conversion into the G11 chassis is relatively straightforward. A custom top engine mount needs to be fabricated, a higher-pressure fuel system must be installed (preferably with a swirl tank) and the rest is pretty much "easy" (so we're told). The standard G11 turbo gearbox can be left in place for service, or - if you want added durability - it is possible to install the stronger GT-ti gearbox along with custom driveshafts.

Because the GT-ti was built on a G100 platform, it's even easier to transplant the DOHC CB70 engine and driveline into the local G100 Turbo body. If you're stripping all the bits off a half-cut, the only mod that "should" be required is to adapt the EFI fuel system.

Note that the Japanese-spec GT-ti engine with - maybe - a big exhaust, modified air intake, bigger intercooler and more boost should easily be good around 100kW. This kind of power is enough to push a G11 or G100 Charade into the 14s over the quarter mile. Not bad, eh?

Pulling back a bit, however, it is still possible to get good performance from the standard CB60 SOHC carby turbo engine. In AutoSpeed's experience, just a K&N filter straight on the side of the turbo, a large (secondhand) front-mount air-to-air intercooler, high-flow 2¼-inch exhaust, larger secondary jet in the carburettor and around 15 psi boost gives the car proven 15.6-second quarter mile performance.

That is, so long as the engine and turbo are still in sound condition...

Reduced Road Tax, Excise Duty

Festive Cheer In The Form Of Reduced Road Tax, Excise Duty

PEKAN, Dec 30 (Bernama) -- As the country celebrates Aidiladha Sunday and ushers in the new year on Monday, Malaysians Saturday received news of an early gift from the government in the form of lower road tax and excise duty on vehicles effective Jan 1.

Deputy Prime Minister Datuk Seri Najib Tun Razak said the reduction in road tax and streamlining of excise duty on cars and motorcycles effective Jan 1 is aimed at lifting some of the financial burden faced by the people.

"The government will incur a revenue loss of about RM250 million annually from this exercise to reduce road tax and streamline excise duty," he told reporters after presenting cash prizes to excellent students of the Ujian Pencapaian Sekolah Rendah (UPSR) examination, here.

The reduction in road tax covers eight categories -- private cars owned by individuals, private cars owned by companies, and vehicles owned by individuals or companies apart from cars, motorcycles, taxis, rental cars, buses and commercial vehicles.

"The amount of tax reduction is according to engine capacity while for commercial vehicles it is based on the weight and load," Najib added.

The rate of reduction differs between petrol and diesel engine vehicles and those in the peninsula and Sabah and Sarawak.

Road tax for privately owned cars of less than 1000cc (petrol and diesel) drop by RM10, petrol engine vehicles of 3001cc to 5000cc by RM30 while for diesel engine vehicles of 3001cc to 5000cc it is a RM130 drop.

For individual and company vehicles apart from cars (petrol and diesel engines), with 1000cc it is a drop of RM10, while for 3001cc to 5000cc petrol engine vehicles it is a RM25 drop and diesel engine vehicles with 3000cc to 5000cc it is a big drop of RM237.

For taxis (petrol) with 1400cc to 5000cc engines the road tax drop is between RM22 and RM198.

For diesel engine taxis with 1400cc to 5000cc capacity, the drop is between RM66 and RM363.

For hire cars (petrol engine) with 1400cc to 5000cc, it is a drop of between RM22 and RM175 while for diesel engine vehicles it is a drop of between RM66 and RM363.

For commercial goods vehicles (petrol engine), with load capacity of 1000kg to 52,500kg the road tax is reduced by between RM28 and RM118 while for diesel engines, the drop is between RM201 and RM486.

On the streamlining of excise duty on cars and motorcycles, Najib said cars with engine capacity of more than 3,000cc will pay the same duty as that of those with engine capacity of between 2,500cc and 3,000cc.

"Motorcycles with engine capacity of more than 200cc will pay the same excise duty as that for motorcycles engine capacity of between 150cc and 200cc," he added.

Najib had earlier handed over 299 head of Aidiladha sacrificial cattle, 12 of them his own contribution, for distribution to 52 mosques and 124 suraus in his Pekan parliamentaryconstituency.