pagani zonda c12 s

Soft and aggressive, elegant and original, classic and with an eye to the future. This is Zonda C12 S, synonym of exclusiveness and privilege.

The design of the Zonda C12 S, the result of Horacio Pagani’s creative ability, is the maximum expression of aesthetic, aerodynamic and ergonomic research generating strong emotions.

The spirit of improvement of the Zonda C12 S 7.3 is based on a simple concept that we want to defend and exalt: the stubborn rigour in the search for perfection and originality. The car has soft and clean lines, optimized internal and external air intakes and the special pointed “nose”, which was already foreseen in the early sketches examined in 1988 by Juan Manuel Fangio.

The aerodynamic pressure centre is positioned even further back thanks to the displacement of the original dual spoiler, complete with two flaps on the engine bonnet. The overall structure ensures a high aerodynamic efficiency for the entire car, contributing to the considerable aesthetic impact.

The rear lights, the network of air outlets and the round housing of the four exhaust terminals create an original and unique geometry: a real “trademark” for the Zonda C12 S. Today, more than ever, Zonda C12 S represents fascination, power, and aggressiveness in a pure form.

The extremely lightweight bonnets, under which the carbon “speaks”, house the mechanics, exposed like a work of art in a central position and supported by two small Cr-Mo tubular frames.

Engine

The new 7.3 engine with titanium connecting rods is equipped now with a specifically designed and entirely handmade air intake system; this new feature enwraps the engine and gives the unit an even more impressive overall appearance. The air intake positioned in a high-pressure area contributes to enhance the efficiency of the 7.3 engine that with a maximum power output of 555 bhp and confirms the excellent work done by the Mercedes AMG technicians.

The excellent performance is achieved while complying with the most demanding technological standards; producing a torque figure of 458 lb-ft already at 2,000 rpm which increases up to 554 lb-ft at 4,050 rpm. The redline at 7,000 rpm heightens the aggressive sporting character, which was already a feature of this engine, without overshadowing its flexible and progressive qualities.

The Euro III type approval completes the attractive features of this racing engine and allows the engine to be used normally on standard roads.

The central carbon chassis is produced by implementing aeronautical methods and incorporates the Cr-Mo and composite roll bar.

The front sub-frame has a high impact absorbing capacity, ensuring an excellent degree of protection; passive safety is optimum in the event of a crash or rollover. The rear sub-frame is designed to support the load of the mechanics and of the sophisticated aluminium suspensions. In addition, the new Zonda C12 S 7.3 is equipped with ABS, Traction Control, adjustable suspensions with Ohlins shock absorbers, Brembo braking system, with 4 very generously sized self-ventilated discs, 18” OZ Racing alloy wheel rims and specifically designed Michelin Pilot Sport tires. The engineering in the construction of the Zonda is as innovative as its design concept, and is a statement about the philosophy that guides Haracio Pagani and his team: a search for visual and technical perfection in every detail, even the smallest and most insignificant.

The Pagani Automobili company and Modena Design, the partner in this project, hope that they have reached their goal: the final word in the matter is left to the fortunate owners who are the real fans and connoisseurs of this category.

Road Performance

The dynamic characteristics, which can always be exploited in every condition, combine to make the Zonda C12 S a real “object of pleasure”.

The silent running Mercedes engine, the luminous dome roof, the excellent soundproofing and the virtual total absence of vibrations (the result of careful design) offer incredible comfort.

To the real car enthusiast the Zonda C12 S presents itself as a reactive car in every condition, free from roll and pitch effects and with extremely precise steering.

The road holding capacity is good and safe: not only thanks to the excellent suspensions and the very rigid chassis, but also to the high aerodynamic efficiency of the bodywork which offers an overall negative lift equal to 1102 lb at a speed of 186 mph.

The Zonda is capable of being placid and comfortable in normal driving conditions, or becomes a racing car unleashing the “beast” that Zonda harbors inside.


this is one of the pics i got from a recent motor show!

modifications!

Cylinder Head Airflow

One of the most talked about things in the performance industry today is cylinder head airflow. The subject of airflow has come a long way since the old days of the guy in his garage with a grinder in one hand and a beer in the other. It is a science. The top race teams of today in any type of motorsport from the mud boggers to fully sponsored Nascar or Indy teams are trying to get the absolute most from their machines. The only way to get maximum power is to get the most airflow into the engine as possible, and this article should shed a little light on how they are accomplishing this.

Basic Engine Theory "101":
The overall workings of an internal combustion engine must first be understood before you can delve into any real performance gain enhancements. "The internal combustion engine is little more than an air pump." This phrase has been used many times to describe the action of the engine displacing air. When a piston travels down the bore during the intake cycle, it creates a pressure differential, or a low pressure area. The air outside rushes in to equalize the pressure, thus filling the cylinder. The exhaust side of the coin is basically the same in reverse but this time the exhaust also has the added bonus of being pressurized by the combustion that just took place.
Okay, now with that aside you can realize that the path the air has to maneuver through must be very unobstructed to promote good flow or it will have a tough time getting through the port and into the chamber in the nanoseconds that it has at 6000-8000 rpm! This is our challenge, to allow the air to move freely through the port on its way to the cylinder, but there are many potholes you can fall into if you are not careful.

Moving More Air:
The concept of moving more is easy to grasp but it is not as easy to accomplish as most people might think. We have noticed that the more people we talk to, the more we see that people are trying to learn, but still think the old addage of "the bigger the better" is true, when in fact it is far from it!! The larger you go with the runner size, the slower the air moves, yes - it is moving more air in a larger runner, but there is more to it than that. The slower the air moves, the less mass and inertia it has, and therefore it doesn't carry as much momentum into the cylinder. In turn, it doesn't pack in as tightly as it could if it were moving faster. The trick is finding that perfect mix of air, speed and sheer volume that makes everything work just right.

Porting Tips:
In general, when porting it is better to keep the removal of metal to a minimum and try to shape the runner in a way that would be conducive to flow, or that is "easier to flow". That being said there is much to learn when porting, but it can be learned much quicker with a flow bench. The old way was to try, try, try again and sometimes you would not gain a thing, but you would try again! The new way to do things is to try, test, and actually see the results immediately and go in the direction that is working, rather than taking a shot in the dark and probably not gaining anything.

Summary:
Basically there is much to learn in this field. Hopefully some of the concepts we have discussed here will help you to better understand (when you take your heads to be ported) what the person is saying and also help you choose wisely when you pick a company to do the port work. When there is no flow bench, I would advise taking it to a properly equipped professional, or you may end up with something that flows even less than it did before the work!

air suspension system

Air suspension system is an air operated, microprocessor controlled, suspension system that replaces the conventional coil spring suspension and provides automatic front and rear load levelling.
OPERATION:
The air suspension system operates by adding or removing air in the air springs to maintain the level of the vehicle at a pre-determined front and rear suspension height. The pre determined distance is known as the vehicle trim height. The trim height is controlled by the height sensors. Distance of the body to the ground will change with tyre size and inflation pressure.
The height sensors are attached to the body and the suspension arm will lengthen or shorten with suspension travel. Normally three height sensors are used. One for the left front wheel, One for the right front wheel, and another will go to the rear wheels.
The system works in a manner that as the weight is added to the vehicle. The body will settle under the load. As the body lowers, the height sensors shorten creating a signal to the control module(ECU) that activates the air compressor(through a relay) and opens the air spring solenoid valves. As the body rises, the height sensors lenghthen . When the pre set trim height is reached the air compressor is turned "off" and the solenoid valves are closed by the control module.
A similar action takes place whenever weight is removed from the vehicle. As weight is removed, the body will rise, causing the height sensors to lengthen, generating a signal to the control module that opens the air compressor vent solenoid and opens the air spring solenoid valves. As the body lowers, The height sensors shorten and when the pre set trim height is reached, the air compressor vent solenoid is closed and the air spring solenoid valves are closed by the control module.
Air required for levelling the vehicle is distributed from the air compressor to each spring by four nylon lines that start at the compressor dryer and terminate at the individual springs. The dryer contains a desiccant(selica gel) that dries the compressed air before delivering the air to the air springs.

mr2 spyder!

The Toyota MR2 Spyder is all about affordable fun. It’s a two-seat, mid-engine, rear-wheel drive roadster designed for the sports car enthusiast on a budget.Capable of performing with vehicles that cost nearly twice its price, the MR2 Spyder has had an enormous impact on the way consumers think about Toyota products.Developed to deliver true driver enjoyment, the lightweight MR2 Spyder features a wide, low-slung platform, a long wheelbase, and a mid-mounted engine for superior handling.Power is supplied by the same 1.8-liter twin-cam 16-valve four-cylinder engine offered in the new Celica GT. The engine features VVT-i cylinder head technology, which is a variable-valve timing with intelligence system similar to the design currently used in Lexus engines. Rated at 138 hp at 6,400 rpm and 125 lbs.-ft. of torque at 4,400 rpm, the MR2 Spyder’s favorable power-to-weight ratio has contributed to a zero-to-60 acceleration time of 6.95 seconds.Power is applied to the rear wheels of the MR2 Spyder through a standard five-speed manual transmission or a new-for-2002 sequential manual transmission (SMT). The MR2 Spyder is the first U.S.-market Toyota model to feature this new, sophisticated transmission. The clutch pedal and gear selector have been replaced with a single shifter. The SMT clutch and gear selector operations are performed by ECU computer controlled actuators and the engine is also equipped with electronic throttle control to allow the ECU to reduce torque during shifts.Upshifts or downshifts are achieved by moving the selector to the + or - positions. SMT includes standard steering wheel mounted shift buttons and cruise control. The lack of a clutch pedal provides the convenience of an automatic transmission with the interaction of a manual transmission.

Panoz, esperante

The creation of something truly great, something that wakes us up and makes us feel, has always come from those hungry enough and courageous enough to do it. And standing defiantly in the midst of automotive conformity is the Panoz Esperante. A car built for the purpose of rekindling the love affair with the American sports car. A car designed to redefine the expectation of what a great sports car should be.

The Esperante's design and the philosophy behind it are both a respectful nod to the great sports cars of the past and a bold look to the future. Its sweeping lines and subtle curves, reminders of a time when cars meant something different to each of us and yet stirred the same excitement and desire in us all. A time when a car's individuality was found in its look, sound and feel and not just its name.

Wrapped in the Esperante's refined shape is pure, state-of-the-art automotive design and manufacturing. The result of a belief that a sports car's exotic looks don't have to come at the expense of reliability, and that high performance lies in the whole of the automobile and not just under the hood.

The Esperante's performance is enhanced because its chassis and body are made almost entirely of lighter weight aluminum.

Aluminum has all the strength and rigidity of steel, but is much lighter. The chassis is assembled by using aluminum extrusions that are bonded together as opposed to welded, making the chassis much stronger. Its body panels are formed using the aerospace industry's SPF (Superplastic Forming) technology. A method Panoz pioneered in the automotive industry. By using SPF to form the body panels, the aluminum endures less stress and therefore better retains its strength. Body panels formed with SPF are also more dent resistant and accept paint better, making for a finish that is nothing short of art.
Under the Esperante's hood revs a limited-production, 4.6 liter Ford Cobra V8, generating 320 horsepower. The Cobra V8 is hand-built, and its block personally signed, by two-man teams at Ford's Special Vehicle Teams facility in Romeo, Michigan. It delivers world-class performance and a forty- year history of endurance.

Only behind the wheel of the Esperante can this blend of graceful design, hand-built craftsmanship and modern technology be truly appreciated. The smell of hand-sewn leather seats. The taut throw of the stick shift. The guttural roar of its 320 American horses singing as you go from a standstill to sixty miles per hour in less than five seconds. Its muscular suspension carving through hairpin turns with nimble precision. It is a relationship that is as much spiritual as it is physical. A relationship that is rare and special. One that cannot be produced for the masses. Nor understood by them. A relationship that could only be understood by driving.

variable valve timing and lift (part two)

This type of VVt can change both valve timing and valve lift. It gives the engine a smoother engine speed and better high speed performance.
The multi valve DOHC engine uses shaft mounted rocker arms to transmit cam lobe movement to the valve stem.
The camshaft has three lobes for each pair of intake valves and exhaust valves. The third rocker arm is the mid rocker arm. It is betweem each pair of valves. each rocker arm has a built in hydraulic piston. Operation of the piston engages or disengages the rocker arm. The difference in performance occurs because each cam lobe is different. The centre cam lobe is for high Rpm. The primary and secondary cam lobes is for lower Rpm.
Sensors on the engine sends information on engine speed, engine load, vehicle speed and coolant temperature to the ECU. At pre-determined switchover point, the ECU sends a signal to solenoid. As the solenoid opens and closes, the engine oil pressure is sent to the piston in the selected rocker arms. the rocker arm then engages or disengages . This changes the cam lobe operating the valves. The change from the low lift of the outboard lobes to the higher lift and longer duration of the centre lobes take about 0.1 second. The system does not engage at low speed or when the engine is under no load.

vvt (part 1)

variable timing camshaft with solenoid

Engines have a low volumetric efficiency at high speed. As intake valves are opened at a much shorter time during high speed operation therefore causing lesser time for the air fuel mixture to enter the cylinders. If intake valves opened earlier at high speed, air fuel mixture will be able to to enter the cylinder, so more would get in.
One way to open the intake valves at an earlier period on high speed is to use variable valve timing camshaft.
It has a flexible connection between the camshaft sprocket and camshaft. The connection includes a a hydraulic piston operated by engine oil pressure and a solenoid operated control valve.When the ECU sends a signal to the solenoid to close the valve, the oil pressure forces the piston down towards the camshaft. as the piston moves,the internal teeth of the piston slide up the inclined teeth on the helical drive gear. this moves the camshaft ahead and advances camshaft timing to about 10 degrees. thus making the intake valves open earlier.

vvt-I (variable valve timing-intelligence)

Variable valve timing is one of the engine designs used in toyota and lexus. In fact it is the latest and the most effective designs in the market. due to this design it has been able to increase volumetric efficiency, developing higher engine torque(output). It has also benn able to control the vehicles fuel economy. how u might ask? simple by having a few kinds of design. first is the variable valve timing with solenoid, 2nd is the variable vlve timing and lift.as far as my knowledge spands, honda is also currently using this design except for a different name and slight difference in the mechanical design aspect.I will gather as much information as i can before i can actually explain what is variable valve timing. so wait for my coming posts......so check u later and peace out!

sorry....

its been some time since i last put any post up. sooner or later i will, i am thinking of sumting diff. been thinking about posting things that are more technical.....hmmm. shall think about it....c ya....peace out!