Subaru Impreza WRX Cars Modifications

Specifications :

Tuner : Alex Witkin
Basic Car : Subaru Impreza WRC 2002
Power : 403 hp
Bodykit : C-West bodykit
Bumper : APR carbon-fiber air splitters
Other : installed a remote map selector, a test and up pipe and a high-performance boost controller all straight from the Turbo XS catalog, To mix quality-fed fuel into the chambers, Witkin fit in a dual Walbro high-flow fuel pump, and customized and flow tested 780cc fuel injectors

Sport Cars Tuning Audi A4 Special Executive Vehicle

Unlike the A2 model which was originally designed as a three door hatchback vehicle which later all and became more of a luxury family car, the Audi A4 which is also manufactured by the same German automotive maker "Audi" is a luxury executive car which can also be classified as a compact vehicle. According to the enumeration you might think that this is the successor to the A2 but, it actually is a successor of the Audi 80.

This version became available as an "Advant" which is the name that Audi gave to station wagons and also to estate cars. The A4 was also available as a Cabriolet and sedan. The production of this vehicle started in 1994 and ever since its introduction to the market there have been for generations (or versions) of this model.

The B5 platform-based Audi A4 was sold between 1996 and 2001. The top Audi A4 engine in Europe was a 2.8l V6, one of nine engines shoppers could choose from in Europe. In North America the only Audi A4 engine available at launch was the 2.8l V6, which was also the sole engine available in its predecessor, the 80 model.

This Audi A4 engine is a 90 degree V6 with a cast iron block and alloy cylinder heads. In its original form it has twelve valves opened by single overhead cam (SOHC) heads. It produces 174 horsepower and 184lb ft. torque.

Note that while Audi often shares parts with its parent company Volkswagen, this Audi A4 engine is not related to VW's VR6, even though this engine was offered in similar sizes and power outputs. In more recent years both the 90 degree motor and the VR6 have been place in the Audi A4's engine bay. While Audi A4 engine is smoother and more powerful, it is heavier than the single head VW unit.

The Audi A4 engine uses a variable length intake manifold. This manifold has two intake tracks. At slow speeds, air is directed through a long intake track for better torque, while at high speeds air comes through a very short track for improved breathing, providing top end power. This gives similar performance to early two-stage variable intake valve systems without the complexity.

While the Audi 80 used the AAC version of the 2.8l, the Audi A4 engine got the revised AFC version. These changes mainly affect the head design, using a lighter camshaft with revised valve timing, a simpler, lighter valve spring assembly, and smaller diameter intake and exhaust valves. The oiling system was also upgraded, with a larger oil cooler, larger filter, and more effective oiling system. While it may be possible to put an AAC motor in an A4, the original Audi A4 engine is more reliable thanks to these upgrades.

A new head with five valve per cylinder was developed by Audi Sport for use in touring car racing and eventually made its way onto several of Audi's engines, starting with the new 1.8l turbo, and eventually the 2.8l. This Audi A4 engine choice included this new 30 valve layout in Europe starting in 1996, and would replace the 12 valve engine in the American market when the car was refreshed in 1998. Power went up to 190 hp 203 lb. ft. of torque. The head also has dual overhead cams, but everything outside of the heads is similar to the twelve valve engine.

The Audi A4 engine gained twin turbochargers in the S4, the A4's sports model. Different pistons were used changing displacement slightly: Officially it is a 2.7l engine, although it was sometimes quoted as being a 2.8l. This engine produces 261 horsepower and 295 ft. lbs. of torque. The 2000 and 2001 A4-based RS4 used a version of this engine modified by Cosworth Technology to produce 375 horsepower and 325 ft. lbs. of torque. This car was never sold in America, and the engine doesn't make a good Audi A4 engine swap candidate due to the width of the engine. The RS4 uses wider front body panels to accommodate the extra piping and larger turbo added by Cosworth.

Audi A4 engine choices expanded with the introduction of the B5 platform in 2001, but the 2.8l was replaced by a new 3.0l after being used for over a decade in Audi's lineup.

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Performance BMW Z4 2011 The BMW Twin Turbo Power Unit

1.BMW Z4 2011 The BMW Twin Turbo Power Unit

The twin-turbo straight-six power unit already giving the BMW Z4 sDrive35i truly impressive dynamics and all-round performance is characterised in particular by its spontaneous and direct response to the gas pedal, fascinating free-revving performance, and unusually economical use of fuel for a car in this class.the BMW Twin Turbo power unit uses two small turbochargers which, through their low inertia, cut in from the start at relatively low engine speeds, each supplying three cylinders with compressed air. As a result, power and performance are built up with a level of spontaneity quite unusual on a turbocharged engine. The turbocharger system developed for the power unit of the new BMW Z4 sDrive35is maintains a high boost pressure throughout the entire load range. Peak torque now increased to 450 Newton-metres or 332 lb-ft comes from a low 1,400 rpm and is maintained consistently all the way to 4,500 rpm. Maximum output of 250 kW/340 hp, in turn, is delivered at 5,800 rpm.

2.BMW Z4 2011 The BMW Twin Turbo Power Unit

Modified engine management on the BMW Z4 sDrive35is also allows the use of an Overboost function briefly increasing engine torque under full load by another 50 Newton-metres or 37 lb-ft. The peak thus offered of 500 Newton-metres/369 lb-ft gives the car particularly fast, dynamic and powerful acceleration, the BMW Z4 sDrive35is completing the sprint from a standstill to 100 km/h (62 mph) in just 4.8 seconds. When accelerating in the BMW Z4 sDrive35is, the driver feels the additional torque and muscle particularly at medium and high engine speeds. Following the policy of the BMW Group, finally, top speed of the BMW Z4 sDrive35is is limited electronically to 250 km/h or 155 mph.

3.BMW Z4 2011 The BMW Twin Turbo Power Unit

The BMW Z4 sDrive35is offers its outstanding power and performance consistently at all times.This unusually good balance of performance and fuel consumption results from the fundamental design and layout of the six-cylinder combining BMW Twin Turbo Technology with High Precision Injection. So once again, the qualities of direct gasoline injection featured in this engine come out very clearly, piezo-injectors positioned in the cylinder head between the valves and therefore in the immediate vicinity of the spark plugs ensuring particularly precise dosage of fuel and a clean combustion process.

4.BMW Z4 2011 The BMW Twin Turbo Power Unit

Further technologies offered as standard by BMW EfficientDynamics such as Brake Energy Regeneration, EPS Electric Power Steering and on-demand control and management of ancillary units likewise help to reduce both fuel consumption and emissions.

5.interior BMW Z4 2011 The BMW Twin Turbo Power Unit

The seven-speed Sport Automatic with double clutch operation featured in the BMW Z4 sDrive35is likewise offers the very best in driving dynamics and efficiency. A particular highlight in this case is the two-mass flywheel laid out particularly for an even higher level of power and performance, offering even greater strength and stability and naturally handling high engine torque of up to 500 Newton-metres or 369 lb-ft without the slightest problem.
6.BMW Z4 2011 The BMW Twin Turbo Power Unit

The control map on the seven-speed Sport Automatic transmission with double clutch has naturally been tailored to the particular power and performance of the engine, thus further enhancing the superior sportiness of the BMW Z4 sDrive35is to an even higher level. Particularly when shifting gears manually and in conjunction with the SPORT and SPORT+ modes of Dynamic Driving Control, the transmission offers a most dynamic experience through modified gearshift points, optimised selection of gears and an even greater increase in torque before shifting.

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Honda Civic R Type White Bodykit Style

Honda Civic R Type White Bodykit Style

Honda Civic Type R View Engine

Honda Civic Type R View Interiors

Honda Civic Type R

People say school days are the best days of your life but I disagree. For me university was quite simply brilliant fun (and hard work I promise), for three years which quite frankly outstrips anything else I've encountered. Whether it was learning about something I actually had an interest in (handily for this article I studied journalism), the social aspect which encompassed partying, constant football playing and music shopping, or living away from home and growing up, I'm not sure. Throughout the three years there was one motivation to actually sit down and write my essays and it was a picture on my bedroom wall. Neither of Kelly Brook, nor great literature scholars but of a Honda Civic Type R.

The thing I loved about the Honda was that the standard Civic was so boring to look at and drive that you seemingly needed at least 65 years of life experience before being able to own one. Don't get me wrong, just because it was boring to drive doesn't mean it wasn't a good car, it was just very safe and sensible and, well it was for old people. The Type R badge didn't just add a few thousand pounds to the price tag; it transformed the retirement home company car into a snarling piece of motoring exotica that I aspired to own one day if I studied hard.

I'd struggle to win the argument that it looks much different from the standard model, with 17 inch alloy wheels, a rear spoiler and twin exit exhaust the only obvious external differences. This however was more than enough for me to start salivating and by the time I read the performance figures I needed oxygen. A 2 litre VTEC engine lurked under the bonnet producing 197bhp, revving to a crazy 8,250rpm and dragging the car from 0-60mph in a mere 6.6 seconds. To put it more succinctly, it was as if Honda had strapped a rocket to a mobility scooter.

Inside you weren't met with the most luxurious cabin but racing seats, white dials and a brushed aluminium gear knob offered further evidence that speed really was the only priority for this car. The gearbox is mounted on the dashboard which appears odd at first but it falls so easily to hand and changes so slickly, you'll be converted in minutes. Despite it being front wheel drive, the car handled superbly thanks in no small measure to it's expensive independent rear suspension (something Honda have skimped on with the latest derivative) and communicative feedback through the steering wheel.

Quite rightly in the little Honda's lifespan (2001 - 2006) it became the biggest selling fast hatchback, smashing all modest targets Honda HQ in Japan had. Priced at a tad under £16,000 and delivering all you could want in a driving experience, this was hardly a surprise.

The big question then is, three years on from graduating from university do I have a Honda Civic Type R on my driveway? Um, no but my 'I really want one of those' radar is still twitching very strongly. The very exciting news however is that prices are now reaching a level where this extraordinary car is accessible to the majority - and very possibly me too. A low mileage four-year-old car is now valued at £8,000 (add £400 for air conditioning).

This being a Honda, there should be very little to worry about with a car of this age, the VTEC engine is one of the most reliable in the world and the car itself is well put together, so don't expect to find doors hanging off. As with any used car though it's important to check some key points.

Firstly the car was available in red, black and silver. If the one you're looking at is white it's an import from Japan which may have an extra 20bhp but will be difficult to insure, will depreciate quickly and will have your Honda dealer running for the horizon. The turning circle isn't great on the Type R so check the alloy wheels for signs of a struggle against the kerbs and whilst you're there, have a look at the side skirts for speed hump damage.

Other than that the Type R is as widely praised now as it was when new and with the new model now on sale this version should become more readily available. As a final plus point (if one was needed) it's faster and handles better than the new model. Right I can't wait any longer...I'm off to buy one.

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Mazda gives us a preview of it’s new B-segment hatchback, the Mazda 2. Updated to modern Mazda design language, gone is the boxy outlook of it’s predecessor, instead you get a sporty hatch which is reminiscent of the Toyota Yaris. The new Mazda 2 is shorter at 3880mm, however it still keeps an identical wheelbase of 2490mm.

It has a sporty front, with a large air dam flanked by two smaller ones hosting fog lamps, and large headlamps, however I have to disagree with their choice of front grille design – something bigger would have looked better. Trunk space is rated at 250 liters, but with the seats down it enlarges to 469 liters of space. The 2008 Mazda 2 is expected to be unveiled with three engine options, a 1.3 liter petrol (two variants – 74hp/118Nm and 83hp/121Nm), a 1.5 liter petrol (103hp/136Nm) as well as a 1.4 liter turbodiesel.

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