Honda Mobilio VS Toyota Avanza Veloz

Head to head antara si "Pendatang Baru" ( Honda Mobilio ) dan "Penghuni Lama" ( Toyota Avanza ) dikelas Low MPV Indonesia di yakini akan bertarung habis-habisan di tahun 2014 ini. Kedua mobil ini memiliki Kapasitas mesin yang sama yaitu 1500 cc.

Tetapi di atas kertas mesin Honda Mobilio unggul dalam Daya Maksimum sebesar 118 PS versus Toyota Avanza yang 'hanya' 104 PS.

Pun begitu Honda Mobilio unggul pada Torsi Maksimum sebesar 14,8 Kgm versus Toyota Avanza 13,9 Kgm. Di bawah ini adalah Perbandingan Spesifikasi Honda Mobilio dan Toyota Avanza Veloz.

HONDA MOBILIO

TOYOTA AVANZA VELOZ

Dimensi

Overall Panjang / Length	4.140
Overall Lebar / Width	1.660
Overall Tinggi / Height	1.695
Jarak Poros Roda / Wheelbase	2.655
Jarak Pijak / Tread (Depan/Front)	1.425
Jarak Pijak / Tread (Belakang / Rear)	1.435
Jarak Terendah / Ground Clearance	200
Radius Putar / Turning Radius	4.7
Berat Kosong / Curb Weight	-

Sasis

Transmisi / Transmition	4 speed A/T
Perbandingan Gigi / Gear Ratio 1st	2.731
Perbandingan Gigi / Gear Ratio 2nd	1.526
Perbandingan Gigi / Gear Ratio 3rd	1.000
Perbandingan Gigi / Gear Ratio 4th	0.696
Perbandingan Gigi / Gear Ratio 5th	-
Perbandingan Gigi / Gear Ratio 6th	-
Perbandingan Gigi / Gear Ratio Reverse	2.290
Perbandingan Gigi / Gear Ratio Final	5.125
Suspensi Depan / Front Suspension	Macpherson Strut with Coil Spring
Suspensi Belakang / Rear Suspension	4 Link w/ Lateral Rod with Coil Spring
Rem Depan / Front Brake	Disc
Rem Belakang / Rear Brake	Drum
Sistem Rem Tambahan / Additional Brake System	Anti-Lock Brake System (ABS)
Steering Gear	Rack & Pinion
Ukuran Ban / Tires Size	185/65 R15

Mesin

Seri Mesin / Machine Serial	3SZ-VE
Tipe Mesin / Engine Type	IL, 4 Cyl, 16 V, DOHC, VVT-i
Isi Silinder / Displacement (cc)	1.495
Diameter x Langkah / Bore X Stroke (mm)	72.0 x 91.8
Daya Maksimum / Maximum Output (Ps/rpm)	104/6000
Torsi Maksimum / Maximum Torque (Kgm/rpm)	13.9/4400
Sistem Pemasukan Bahan Bakar / Fuel System	EFI
Bahan Bakar / Fuel	Unleaded Gasoline
Kapasitas Tangki / Fuel Capacity (liter)	45
Steering (Power Steering)	with (Electric Power Steering)

Fitur

SRS Airbag Depan / Front SRS Airbag	Dual SRS Airbag
SRS Airbag Samping / Side SRS Airbag	-
ABS
EBD	-
BA	-
Immobilizer	-
Side Door Impact Beam	-
GOA Body
VSC	-
TRC	-
Child Protection
Seat Belt Baris pertama / 1st Row Seat belt	with pretensioner and force limiter
Seat Belt Baris kedua / 2nd row Seat Belt
Seat Belt Baris ketiga / 3rd row seat belt
Wireless Key System	with Alarm
Kamera Belakang / Rear Camera	-
Window Defogger	-
Auto Lock berdasarkan Kecepatan / Speed Auto Lock system	-
Collapse Steering Column

Reference :

honda-indonesia.com

toyota.co.id

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https://www.youtube.com/user/rinoalock/videos

http://www.olx.co.id/iklan/rumah-2-lantai-75947330.html

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MV Agusta Brutale 800 Dragster

The latest machine from the Italian company is based largely on the Brutale 800. The Dragster shares the same 798cc inline triple engine, including its bore of 79.9mm, its stroke of 54.3mm, its compression ratio of 13.3:1, its redline of 13,000 rpm and its claimed power output – 125 horsepower at 11,600 rpm and 58.5 lbs.-ft. of torque at 8600 rpm.

The bikes have a six-speed cassette-style transmission with Electronic Assisted Shift (EAS) for clutchless, full-throttle upshifts. Like the Brutale 800, the Dragster also comes with an Eldor EM2.0 Engine Control Unit (ECU) and Mikuni Ride-by-Wire throttle bodies that make up part of the Motor & Vehicle Integrated Control System (MVICS).

With MVICS, the Brutale 800 Dragster has a traction control system with nine settings including Off and four different riding modes (Sport, Normal, Rain and Custom). In the Custom riding mode, the rider can tune engine response, the rev limiter, engine torque response, throttle sensitivity and engine braking to their liking.

The powerplant is mounted in a frame composed of a tubular steel trellis and aluminum alloy swingarm pivot locator plates. The single-sided swingarm is made out of aluminum alloy, as are the 3.50 x 17.0-inch front and 6.00 x 17.0-inch rear wheels. Those wheels come wearing Pirelli Diablo Rosso II sport radials, a 120/70-ZR17 on the front and a 200/50-ZR17 on the rear.

The front braking system includes dual 320mm Brembo discs and radial-mounted four-piston Brembo calipers, and a Bosch 9 Plus Anti-lock Braking System (ABS) is standard equipment. The inverted 43mm Marzocci forks and the Sachs rear shock are both adjustable for spring preload, compression and rebound damping. And most of the specifications are the same on the Dragster as they are on the Brutale 800, including wheelbase (54.3 inches/1380mm), seat height (32.5 inches/811mm), and claimed dry weight (368 pounds/167 kg).

motojurnal

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Suzuki Gixxer 150 2014

The new Suzuki Gixxer is a beautifully styled motorcycle. Suzuki's target group for this bike is the younger, college going lot along with young executives. And we think this styling alone will hold it in very good stead in this crowd. The chiselled tank, the upswept tail piece and that twin-holed, large oval exhaust, not to mention the 140 section rear tyre, give it street presence that's currently unparalleled in its class. The Gixxer is, in fact, the best looking motorcycle in the affordable 150cc category.

it's not an engine that it shares with the GS 150R; Suzuki's other more commuter centric 150cc motorcycle. According to Suzuki, the Gixxer's engine is all new; it uses new piston and combustion chamber design; lighter and more slippery components; and it doesn't even sport the same bore and stroke values as the GS. The Gixxer's engine also uses SEP or Suzuki Eco Performance; a technology Suzuki says enhances fuel economy without eating into the power stakes. It is a single cylinder engine with a single overhead cam operating two valves. The power or torque figures for the motorcycle haven't been revealed yet, but according to the Japanese two wheeler giant (which hasn't acquired that status in India yet), the Gixxer's engine will have best in class performance.

The engine is mated to a 5-speed gearbox and not a 6-speed as on the GS. The rationale? Officially, the gear ratios for the new 'box work so well throughout the rev range of the engine that there was no need for a 6-speed. Unofficially, the Indian junta never warmed up to a 6-speed 'box in this class of motorcycles. So the new one thus developed, was designed and optimised to deliver similar if not better performance (read rideability, acceleration and fuel economy) as the 6-speed unit.

Muffler and LCD

How pity Suzuki India not installed liquid cooling for the engine. If sale on Indonesia, Suzuki had to installed a radiator and full injection for better fuel consumption. Cos Indonesia is move to Euro-3, and i think is to late.

Engine

Picture :
zigwheels.com

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https://www.youtube.com/user/rinoalock/videos

http://www.olx.co.id/iklan/rumah-2-lantai-75947330.html

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Volvo V40 Auto Parking

Believe it or not in modern day a car can automatic parking it self. The Volvo V40 prototype is believed to do autonomous parking. It’s one of the first as we’ve only heard of autonomous driving before. I never doubted a self-parking car is possible because technology is quickly innovating. The future when cars are perfectly lined up in parking lots and roads are possible.

This Volvo can interact safely with other vehicles in the car park. Autonomous Parking is a new concept that helps the driver and save him time finding a space and actually parking. It’s like hi-tech valet parking.
The Volvo parking itself is made possible thanks to a service that includes sensors and transmitters installed in vehicles and road infrastructure accessed via a mobile app.

The V40 R-Design features an optional interactive dashboard with three driving set-ups – elegance, eco and performance – to suit your driving mood. LEDs placed across the interior gently light your cabin at night and add a real sense of occasion to your journey. You can also adjust the LEDs’ brightness as well as choose from seven different theatre light modes to create your desired ambience.

The V40 features a range of class-leading safety systems including the world’s first Pedestrian Airbag technology and City Safety as standard - which automatically brakes the car in an emergency at speeds of up to 31mph. Plus optional safety features include Adaptive Cruise Control with Full Auto Brake, which automatically adapts the cars speed to match the one in front, keeping you at a safe distance.

volvo
youtube

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Picture of Jerez F1 Testing 2014

Jerez test Day One timesheet @ 3.14pm UK time
1. Raikkonen, Ferrari, 1:27.104, 24 laps;
2. Hamilton, Mercedes, 1:27.820, 18 laps;
3. Vergne, Toro Rosso, 1:36.530, 15 laps;
4. Gutierrez, Sauber, 1:42.257, 7 laps;
5. Perez, Force India, No time, 4 laps;
6. Ericsson, Caterham, No time, 1 lap;
7. Bottas, Williams, No time, 1 lap;

If looking at Caterham’s new CT05 has offended your sensibilities then the team’s Technical Director, Mark Smith, has stressed that the car’s nose could well change fairly quickly.

“At the front of the car, the area that will obviously inspire most debate, we have focused a lot of effort on optimising flow structures around the nose, the front of the chassis and the reduced width front wing area, all in response to the 2014 regulation changes,” he said.

“However, the package we start testing with is by no means our definitive answer and we fully expect to evaluate alternative solutions throughout the course of 2014.”

No laps from Vettel and Button so far. Lewis Hamilton crashes heavily into the barriers; Red Bull still yet to appear; McLaren unlikely to run today.

Ted Kravitz has been down at McLaren – who are yet to appear out on track today - and I’m afraid to say that the news isn’t good, folks:

“It is a hydraulic and electrical installation problem – in other words, everything won’t fit together. Part of the problem is that to fix it, you have to take everything apart, then identify the problem, repair it and then put everything back together again. And such is the complexity of these cars, that’s more or less a four-hour plumbing job each way.

“It’s therefore no surprise that the team are saying it is very unlikely they are going to be testing today. Jenson’s interview slot at 5pm has been cancelled as he is probably not going to have much to say. Hopefully we will hear from him tomorrow.”

skysports

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Caterham CT04 2014

New Caterham recruit Kamui Kobayashi has thanked his fans for their support, saying they provided him with extra motivation to return to Formula One racing in 2014. 

Fans sent donations to the Japanese driver after he lost his Sauber drive at the end of the 2012 season, with the hope that the funds would help him secure another slot on the grid. In the end, no F1 drive was forthcoming and Kobayashi spent the 2013 season racing for Ferrari in the World Endurance Championship. 

Nevertheless, Kobayashi says the contributions he received were invaluable. 

“I want to give special thanks to all the fans who have made donations to KAMUI SUPPORT,” the 27-year-old said. 

“Their donations and gestures gave me extra strength to come back fighting and I am very pleased that the money they raised not only helped me but will now go to helping Caterham progress this year. Every single one of you who helped with KAMUI SUPPORT will race with me in 2014 and that makes me very proud.”

Kobayashi is optimistic that the changes to F1’s technical regulations in 2014 can help Caterham progress up the grid after finishing at the bottom of the constructors’ standings in 2013. 

“I first visited the factory in Leafield just before Christmas and it’s clear how hungry the whole team is to make progress. Last year was a tough season but the new rules this year mean that everyone in F1 is starting again and that means everybody has a chance to improve. 

“From what I’ve seen, Caterham now has everything in place to progress this year and for many seasons to come. We’re all realistic about what we can actually achieve this year, and until we’ve run the car properly at the tests it’s still too early to see where we are compared to the other teams, but whatever happens we have to move forwards this year. 

“For me, it’s a chance to start again with a new team but one that’s serious about progressing, and for the team, 2014 is the first chance to show what they can do with all the people and infrastructure they’ve built up in Leafield since moving there in 2012.

Caterham will roll-out their 2014 Renault-powered challenger on January 28, the first day of pre-season testing at Jerez, Spain, and Kobayashi is expected to be in action immediately. 

“I can’t wait to start work again, and one of the benefits to making this announcement so close to the start of the tests means I only have a few days to wait to get back on track!” he said.

“Before then I’ll be at the factory as much as possible, working in the simulator and with everyone there to prepare as much as we can for the tests in Jerez and Bahrain. Physically and mentally I’m fully prepared, now I just want to get back to work!”

Caterham have revealed that they are switching their wind tunnel programme to Toyota Motorsport’s high-tech facility in Cologne, Germany. 

Team principal Cyril Abiteboul explained that using the tunnel, which was once the hub of Toyota’s works F1 team and was also used by Ferrari last season, moves Caterham into a similar technological bracket as other F1 teams. 

“The TMG (Toyota) facility allows us to run at 60 percent scale, more than the 50 percent scale we have been using to date, and that has obvious benefits in increasing the accuracy of the data generated in the tunnel,” he said. 

“Ally that to our increased partnership with Dell/Intel and it’s safe to say our design office now has an IT infrastructure and wind tunnel that are on a par with any team in F1.”

Caterham finished the 2013 season bottom of the constructors’ championship table, but the team’s founder and chairman Tony Fernandes says that they now have “everything in place to make serious progress” in their fifth year of competition. 

formula1
skysports

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Toro Rosso STR9 2014

Toro Rosso took the covers off their 2014 car at Jerez on Monday, just hours before the first pre-season test of the year begins at the Spanish circuit. The STR9 will be raced by France’s Jean-Eric Vergne and his new team mate, Russian rookie Daniil Kvyat.

The new machine will be powered by Renault’s new 1.6 litre, turbo power unit and brings the Italian squad in line with sister team Red Bull, Toro Rosso having used Ferrari engines for the last seven years.

“It has been a fantastic challenge but very hard work,” said Toro Rosso’s chief designer Luca Furbatto in reference to 2014’s wide-ranging rule changes. “Pretty much all the systems on the car are brand-new and that’s certainly a concern from a reliability point of view as the season progresses, because we won’t have known reference points from the past few years.

“Everyone in Faenza and Bicester has worked very hard and we have invested in different technologies and simulations in order to be as best-prepared as possible.”

Work on the STR9 began in the summer of 2012, initially purely on the simulation side. Current technical director James Key joined the team late that year and focused mainly on the 2014 car in terms of planning, simulation targets and internal resourcing. Toro Rosso were able to perform the first STR9 wind tunnel test shortly before Christmas 2012, much earlier than the team’s previous projects.

“The aero side was by far our biggest priority, as we wanted to put that department into a much more current and competitive shape,” said Key. “Over the past 12 months, we’ve been working on increasing the size of the aerodynamics department. It’s grown significantly, and we now have many new people with very relevant F1 experience.”

On the engine side, Toro Rosso announced their new agreement with Renault at last year’s Monaco Grand Prix and work between the two parties began immediately in order to ensure as smooth as transition as possible.

“Changing your engine partner is always a bit of a step into the unknown for both parties, until that working relationship is established and everyone understands how best to operate together,” commented Key. “Renault were very supportive from the outset, making sure we had a very good overview of what they’ve been up to with the PU [power unit] and their plans for development, so we were able to get up to speed very quickly with it.

“To switch from a process where you’ve got a well-established and understood way of working with the previous engine supplier to a situation where you have not only a new engine supplier but also a totally different type of power unit that we’re not familiar with at all, is quite a big leap. Not only are you trying to establish the relationship, you’re doing it through what is a very complex project for both sides. I have to say, Renault has been excellent at recognising that and helping us out a great deal. They are very proactive and we have daily discussions between our design team and theirs. We have already built up a good working relationship with them.”

Toro Rosso finished a slightly disappointing eighth in the 2013 constructors’ championship and the team’s build-up to March’s season opener in Melbourne will include not only the specific tasks of testing the STR9, but also the continuation of improvements to their factory infrastructure and working practices.

“As far as the team is concerned, the summary is it’s a work in progress,” concluded Key. “We were quicker than the points scored suggested in 2013, if you could look behind the numbers, but we didn’t make the most of our opportunities. Therefore, we’re putting all our efforts into ensuring we have a better situation for this year.”

The STR9 will test for the first time at Jerez on Tuesday with Vergne at the wheel, alongside the new cars from all teams bar Lotus.

Reference :

formula1.com

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Red Bull RB10 2014

Red Bull launched their new RB10 at Jerez on Tuesday, billing the car as their "first interpretation" of the new rules.

This season, in light of the new regulation governing the lowering of the tip of the nose, there have been some interesting designs and the RB10 is no exception.

Opting for a sharp finger pointing towards the ground, the RB10 marks Red Bull's 10th entry into the Formula One World Championships.

The most successful team in recent years, Red Bull and Sebastian Vettel will be chasing their fifth Championship double this year with the help of new signing Daniel Ricciardo.

"The reset button has essentially been pressed for 2014 with the regulation changes so it is a clean sheet of paper," said team boss Christian Horner.

"It is an opportunity for the design teams to get their teeth into a new challenge but of course the biggest challenge is in the power unit and that's where we rely heavily on our engine partner Renault to make sure we have a power unit that is competitive with our rivals."

As for Red Bull's chances of securing a fifth successive double this season, he added: "I think it is dangerous some times to be over confident that you have all the elements in place for the start the any season.

"We have enjoyed great continuity the past few years, we have a strong driver line-up, we have a strong technical line-up and we have great strength in depth within the team.

"But you can't take anything for granted and Formula One like any sport can be unpredictable at times." Adrian Newey not only dislikes the new-look F1 noses but doubts whether they really will improve safety.

This season, because of the regulations lowering the tip of the nose, the Formula One teams have launched cars with dolphin, platypus or twin tusk tips to the nose.

The general consensus in the paddock and amongst fans is that the new look is ugly, something Newey feels no F1 should ever be.

Explaining the noses, he said: "We have a lowered nose which I think is supposedly been done on the grounds of safety to reduce the chances of a car being launched if one car hits another in the manner for instance that Mark Webber went up the back of Kovalainen a few years ago.

"Whether it really makes a difference or not is a much more moot point because it has been deemed safer so that's what we've had to go for.

"It's a funny regulation, basically what the regulation does is call for a maximum side view height and then on top of that there is an area 50mm behind the front of the nose which we have to meet and that area is quite low down, much lower than the side view.

"So what you end up with of course is almost two noses. One of which is the main bulk of the nose and then almost a bulb sticking out of that to satisfy the area rule lower down."

So rather than improving F1 in any way, the Red Bull technical guru reckons they have in fact taken away from the beauty of the sport.

"To varying degrees everyone will have these rather ugly and ungainly noses which I think is an awful shame," he added.

"To me the aesthetics of a F1 car is important, the car should look good and not many of the owners of these noses could love them."

Reference :

Planetf1

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