DJTaurus

The gearbox of 159 1.9/2.2 will be fitted also to opel-saab?

Suzuki belongs to Gm?When you say floorpan also the suspensions and 4wd system is suzuki's? The rear axle is unbending?....low tech solution.

Brera has incredible desing details....but if you look it from the front/side(side face) you discover a disharmony.....the front doesn't seems to match with the fantastic rear....also i don't like the desing of the mirrors and the small rear spoiler....despite all that i think that Brera is in desing terms what TT was in 90es cause it has character and i think is more alfa than 156/Gt. For those who have seen Brera what colour do you prefer...Nero or Rosso Alfa?

Sedici is 100% same with Sx4 except the desing?...the construction takes place in Hungary?The gasoline engines are suzuki and the diesel fiat-gm?

Does anyone know what the TI package will contain? Or will there be different versions?

A great story,motortrend drove FXX on the track with the Grandson of Enzo Ferrari. The FXX is an incredible 8 seconds faster than the Enzo around Fiorano. 0-60 is the same as Schumacher's F1 car......we are waiting to upload the article!!!!!!!!

I read in a greek magazine that in braking the vdc activates(on)....is this true?

.............................

18R Toora http://img259.imageshack.us/img259/3797/picture0214oo.jpg http://img259.imageshack.us/img259/5482/picture0231ku.jpg http://img259.imageshack.us/img259/7866/picture0265vv.jpg http://img259.imageshack.us/img259/6248/picture0404kb.jpg http://img477.imageshack.us/img477/9747/picture0128mb.jpg http://img459.imageshack.us/img459/2268/picture0195ok.jpg http://img356.imageshack.us/img356/1981/picture0437io.jpg

http://img495.imageshack.us/my.php?image=copertinaevo9ad.png http://img495.imageshack.us/my.php?image=evo20rb.png http://img252.imageshack.us/my.php?image=evo35ep.png http://img252.imageshack.us/my.php?image=evo41vg.png http://img252.imageshack.us/my.php?image=evo56ev.png http://img252.imageshack.us/my.php?image=evo60gj.png

Times The build quality is a quantum leap forward and FIAT seems to be waking up to the idea that they need to sell cars outside of Italy as well, so the 159 is aiming for "World Class Quality" Alfa has the basics here to build a 320 beater..... after you've seen an Alfa, you just think other manufacturers should put a paperbag over their cars.

Teksid Aluminum was bought by Questor Fund in Sept 2002....is this true? http://www.questorfund.com/portfolio.html#

Been at the press shop this morning and discovered the first short tests of the Brera. Even not sport-biased, French magazines say that the car is impressive as far as outlook is concerned, and has a very good balance and handling. Unfortunately it totally lacks feeling and feedback, and the engines are far from what is expected due to lack of character and, of course the weight. L'automobile (F) had the good idea to provide in the same issue the news test of the Brera and a comparative one between Alfa GT 3.2 (Alfa engine!) and Peugeot 407 coupé. I reckon their bias toward the Peugeot in their overall rating (407 wins shortly despite the Alfa getting way more point for driving issue - only the internals and comfort issues are at the Pug advantage). That allows them to conclude the Brera test that the sporty customer rather should consider the GT 3.2 that give you a real, enthusiasming Alfa engine and costs 6000 euros less. And the 3.2 GT is weighed there at a not slim, but not insane either, overall of 1435 kg.

Which company is Teksid?

Merksangaben Alfa Romeo BMW kW (PS) bei U/min 118 (160)/6500 110 (150)/6200 Nm bei U/min 190/4500 200/3600 Höchstgeschwindigkeit 212 km/h 220 km/h Getriebe 6-Gang manuell 6-Gang manuell Antrieb Frontantrieb Hinterradantrieb Bremsen (vorn/hinten) Scheiben/Scheiben Scheiben/Scheiben Testwagenbereifung 215/55 R 16 V 205/55 R 16 W Abgas CO2 205 g/km 178 g/km Verbrauch* 12,2 l/6,6 l/8,7 l 10,7 l/5,6 l/7,4 l Tankinhalt/Kraftstoffsorte 70 l/Super 63 l/Super Vorbeifahrgeräusch 73 dB (A) 72 dB (A) Anhängelast gebremst/ungebremst 1500 kg/500 kg 1400 kg/695 kg Testwerte Bremsen kalt/warm aus 100 km/h 37,5/38,4 m 35,9/35,9 m Beschleunigung 0-50/0-100 km/h 3,3/10,4 s 2,9/9,5 s Elastizität 60-100/80-120 km/h** 10,0/15,4 s 9,5/16,4 s Verbrauch min./max./gesamt 6,7/14,0/9,6 l/100 km 6,1/11,2/8,1 l/100 km Reichweite 730 km 780 km Innengeräusch 50/100/130 km/h 58/65/69 dB (A) 60/67/70 dB (A) Gewichtsverteilung vorn/hinten 61/39 % 49/51 % Leergewicht/Zuladung 1585/415 kg 1450/390 kg

...........................

I read that every time you push the pedal of brake the vdc activates(on)...is it true?

.....................................................

http://news.bbc.co.uk/sport1/hi/motorsport/world_rally/4472642.stm

SPORTIVA EVOLUTA The lightening of an automotive vehicle structure, whether it is an engine support, or a complete car body, demands a specific planning so that the mechanical characteristics of the material being used can be exploited to the maximum. It is therefore necessary in the first place to ask oneself what the structural mission is of the member in question, so that the general proportions can be determined. As such, the first large task is to ensure that the rigidity requirements are satisfied. For example, if a car body is being developed, one of the most important tasks is to ensure that the windscreen mounts are strong enough. Structural members also have to take full advantage of resistance, in the same way as crumple zones do. A simple geometrical shape (e.g slab, solid beam) has to be derived, which can be used to assimilate the member under study, with the aim being to partially determine by means of analytical processes the state of stress or rigidity. At this point simple functions can be derived for different load situations, that depend on the mechanical characteristics of the material (modulus of elasticity, density, yield value, breaking resistance). Moreover, the same method can be applied not only in terms of investigating the weight, where the prevailing parameter can be the rigidity or the specific strength, but also towards minimal cost (employing parameters like “density per Euro”). A comparison between the various materials for each case of basic geometrical shape can then be drawn up (e.g. a slab stressed by bending). As a material of reference, TRIP 800 is chosen, which is a high performance Steel. For collisions members, such as cross sections, Titanium alloy represents a 60% weight advantage over Steel, and a 30% weight advantage over Aluminium. Sportiva Evoluta makes use of this benefit. For high volume car production the use of Titanium is not feasible however, due to the requirement of sustainable costs. After detailed structural analyses were conducted for vehicle rigidity, it was decided to use a composite carbon fibre material for the main member.To obtain suitable deformation in impacts, the front and rear crumple zones have been made out of aluminium and titanium. The main module of the so called “Split Frame” chassis design is fixed with a set of elastic mounts, ensuring a desirable compromise between comfort and handling. Two processes have been used in the manufacturing of the prototype chassis, which ensure a strong design capable of resisting the high forces imposed during high speed handling and crashes; “hand lay-up” manual lamination, and “RTM” resin transfer moulding.The main chassis is split into two parts, the bulkhead and backbone, which are connected by two rows of bolts. Manual lamination was used for the backbone member,using a sandwich type structure to increase the strength whilst remaining light in weight. This solution consists of two carbon-fibre sheets, between which an ultra low-density honeycomb panel is inserted to improve rigidity characteristics. The carbon-fibre sheets themselves consist of many layers of overlapping pre-impregnated woven carbon fibres. To optimize torsional rigidity, and to absorb forces transferred from the suspension, the main backbone tunnel has closed sections. There are two disadvantages of the manual lamination process, the main one being the fact that it would only be possible to produce one to two cars a day. Although the initial investment for the process is very low, the high labour hours, and more specifically the need for skilled labour elevate the variable costs. The complex shape of the bulkhead section triggered the engineers at the CRF to explore the potentials of the RTM process. The RTM process uses a stamp, into which a glass-fibre mould is initially inserted.A resin matrix containing carbon fibres is subsequently pumped in under a controlled pressure and temperature. To increase the structural characteristics of the member, a reinforcing material called Nomex was also used. An economic analysis of the RTM process was also carried out during the project, and demonstrated that the high convenience of the technology would allow for a production figure of between 5 to 10 cars a day. Advantages and possibilities: -Weight control: The complete chassis (excluding the suspension) weighs less than 100 Kg. -Chassis performace adapted for super-sports car: The torsional and flexible rigidity assures compliance with the Euro-NCAP standard (offset collision at 64 km/h with deformable barrier). -Technologies adapted for production volumes of upto 5 cars a day: The labour intensive process of manual carbon fibre lamination has been eliminated by a new process called VRTM (Vacuum Resin Moulding Transfers). -This concept represents the first application of VRTM where woven carbonfibre is used for certain high strengh chassis members." The chassis makes use of split frame architecture technology, allowing for different 'upper bodies' to be mounted on the basic 'lower chassis', by means of elastic mounts which provide the necessary comfort by filtering road and engine noise. Extensive testing revealed a substantial reduction in noise, vibration and harshness, with audible road and engine noise decreasing by 4-6 dBA (over a regular chassis). Not only can different body styles be used on the same chassis,but the chassis itself can also be easily adapted for different wheelbases, engines, and traction schemes (2WD, 4WD). Source-italiaspeed

F430 vs (Porsche 911 GT3 Clubsport, SL55 AMG, Lambo Gallardo, Honda NSX-R). http://homepage.oniduo.pt/tjpp/f430.avi Which is the Porsche 911 GT3 in the video(it is not rs)?....does anyone have specs?

..................................

Did 164 have active suspension or electronic adjustable ammortizzatore? I read that it have sth simiral to active suspension with 2 options(sport-auto) One sensor in the front brakes,another one to the gearbox,2 to the steering wheel,one in the trunk and the last one to the gas buterfly....all these sensors were connected with a cpu. Do you have any photo of this system or anything else to comment/add? This suspension was standart or option in 164 v6?

Is it difficult to put the ELD(Electronic Locking Differential),also to the simple 4x4 of Panda or it is mechanical impossible?

That is what i mean central differential....i mean the viscous coupling....My question is if the viscous coupling works in the same simple way like in Panda 4X4 or it has a blocking effect(in electronic way) like Kia Sportage or X-Trail??