Sunday, May 31, 2009
For 2005, the high performance Type-S model receives engine and exhaust system modifications that boost horsepower from 200 to 210 and torque from 142 lb-ft to 143 lb-ft. Engine output was optimized by applying high performance camshafts and enlarging the diameter of the intake duct by 10 percent. A larger diameter exhaust pipe and free-flowing catalytic converter helped to boost horsepower by increasing exhaust flow by 10 percent.
Remarkably, given the considerable power, Acura RSX Type S engine meets stringent CARB Low Emissions Vehicle-II (LEV-2) standards and is designed to run for 110,000 miles before the first scheduled tune-up.
The Type-S is equipped exclusively with a 6-speed, close-ratio manual transmission for quick, responsive shifting. For 2005, the final drive ratio on this transmission was lowered to provide even quicker acceleration while shift feel was improved by applying carbon synchronizers on fifth and sixth gear.
To meet the demands of the true driving enthusiast, the chassis of the RSX features track-tuned suspensions and steering systems for exceptional handling precision, outstanding cornering grip and a smooth, controlled ride.
Standard 4-wheel disc brakes with a 3-channel Anti-lock Braking System (ABS) help to provide secure stopping power. To match its additional performance capabilities, the RSX Type-S uses larger 11.8-inch ventilated discs up front. For 2005, a larger diameter master cylinder was applied to increase hydraulic pressure, the rigidity of the brake pedal increased and the pedal stroke was reduced. These enhancements combined to both enhance stopping power and improve braking feel.
The exterior styling of the RSX communicates a message of power and precision through short front and rear overhangs, sweeping curves and sharply chiseled accent lines. For 2005, Acura updated the styling to make the RSX look lower, faster and more aggressive. In front, the fascia has been redesigned with lower, rectangular air ducts, aggressive-looking tri-beam headlights and a new Acura-family grille. Side sills on the RSX are now body colored, while the side sills on the Type-S are more substantial, and wrap further around the car to highlight the new wheels and tires. The rear of the RSX was redesigned with new taillight assemblies, a new bumper, larger diameter exhaust tips and, on the Type-S, a deck lid spoiler. The result for both models is a more aerodynamic car that gives off a strong feeling of mass and power.
The interior of the RSX features a driver-oriented cockpit that has been updated for 2005. The seats have been redesigned with more supportive side bolsters and a thicker lower cushion for increased comfort on long drives and support during aggressive cornering. Titanium accents have been added to the integrated headrests and to several key points around the cabin including the step garnish, the shifter boot ring and the hand brake.
source : Acura
By bringing out the new S 320 CDI BlueEFFICIENCY, Mercedes-Benz is carefully pursuing its strategy for developing environmentally sound premium models that also encompasses the S-Class. The latest variant of the luxury saloon, which is due to supersede the S 320 CDI model from the end of this year, is more fuel-efficient and, as a result, even more economical than its predecessor. With fuel consumption of 7.6 liters per 100 km (a reduction of 0.7 liters) and CO2 emissions of 199 g/km (a reduction of 21 g), the S 320 CDI BlueEFFICIENCY is set to achieve top marks in the luxury class. Mercedes-Benz has achieved such exemplary economy by incorporating a tailor-made BlueEFFICIENCY package. The package’s key components:
The power steering’s hydraulic pump that is driven by an electric motor has an on-demand design, meaning that it only builds up pressure when the driver actually turns the steering wheel. This has the effect of reducing energy and fuel consumption when driving for long distances in a straight line – such as on the motorway.
The 7G-TRONIC seven-speed automatic transmission is equipped with standstill decoupling. With this feature, the torque converter interrupts the power flow as soon as the vehicle draws to a stop with the engine running, in much the same way as the clutch on a manual transmission. This eliminates the converter’s hydrodynamic resistance, lessening the load on the engine and lowering fuel consumption. Standstill decoupling has the added benefit of reducing noise and vibration levels when stopped, and enables even smoother idling. The slip-controlled clutch engages the instant the driver releases the brake pedal, allowing the vehicle to move off without the slightest delay.
The S 320 CDI BlueEFFICIENCY rides as standard on 17-inch light-alloy wheels shod with reduced rolling resistance tires, featuring a special carcass construction.
There has been no change in the V6 powerplant’s superlative output and torque figures of 173 kW/235 hp and 540 Nm respectively. Thus equipped, the S 320 CDI BlueEFFICIENCY completes the sprint from 0 - 100 km/h in 7.8 seconds and attains a top speed of 250 km/h.
The luxury saloon with fuel consumption and emission figures on a par with a medium-size car can be recognised from the outside by the “BlueEFFICIENCY” badge on the front wings. The S 320 CDI BlueEFFICIENCY sees Mercedes-Benz further extend its line-up of models offering enhanced fuel efficiency and environmental compatibility.
The price for the S 320 CDI BlueEFFICIENCY in Germany is unchanged at €70,864.50 (incl. VAT). The long-wheelbase version costs €78,718.50 (incl. VAT).
Source Marcedes Benz
Saturday, May 30, 2009
A look into some other racing photos from Keith Bryen's photo album....
0 comments Posted by car 2011 at 4:31 AMKeith included another folder with the CD-R he gave me of his racing history in photos and it was titled...." Photos of other riders and bikes of the past".
What a little treasure trove of interesting pics which I just have to share with you over a few more blogs on and off in the next few months......
Left click on images to enlarge.....
Ken Kavenagh at Silverstone, late 1953
A G45 at Silverstone, late 1953
Silverstone, late 1953
The Norton team, Silverstone, late 1953
125cc works Mondial, Silverstone, late 1953
125cc works MV Augustas, Silverstone , late 1953
Silverstone, late 1953- Ken Kavenagh, Jack Brett and Ray Amm
125cc racing Tilbrook, circa 1952, made in South Australia.
Friday, May 29, 2009
Keith Bryen, an Australian privateer racing in Europe 1953....
0 comments Posted by car 2011 at 6:20 AMAs I mentioned in my last blog, Keith Bryen,left Sydney, Australia around April 1953 and sailed to England, collected racing motorcycles and became one of the
enthusiastic group of privateers who formed the "Continental Circus" with an old van purchased somewhere in the UK they camped at, and raced in the various motorcycle GPs throughout Europe with the pinnacle being the Isle of Man TT races, to which most young men who raced motorcycles aspired to.
This series of photographs were taken by Keith, his wife Gwen and perhaps friends or a professional photographic company who I regretably don't know and so can't credit the photos to.
This is your opportunity to view the racing from the eyes of a privateer who as I mentioned in the last blog eventually was offered a factory Moto Guzzi ride, only to have it withdrawn after Moto Guzzi withdrew from motorcycle racing at the end of the 1957 season.
Keith continues in a note to me.....
"..I soon realised after speaking with Eric McPherson ( another well known Aussie privateer who spent time in the UK and Europe on the Continental Circus from the late 1940's ) and reading "The MotorCycle" and "MotorCycling" that it would take about five years to get as much race experience in Australia as you could get in one season overseas, so in 1953 I ordered a brace of Nortons and set sail. Being a complete unknown, it was not easy to get a start at some meetings but as I became known it was a bit easier ..."
Left click on images to enlarge.....
At machine examination with his 350 Norton...IOM TT.++++At+machine+examination+with+350cc.Norton,+1953..jpg)
Ready for practice in the Senior IOM TT....this is an S.R.Keig Ltd photo to whom I acknowledge use.+Ready+for+practice+on+500cc..+I.O.M.+1953..jpg)
During practice on the 500 Norton, IOM TT.+++Practice++on+500cc.+I.O.M.+1953..jpg)
During practice on the 500 Norton, Ken Kavenagh about to pass him, IOM TT.++Practice+on+500cc.+Ken+Kavenagh+about+to+pass..jpg)
A happy bunch of privateers in Douglas, IOM+++L+to+R.+back+row.+G.Scott,+C.+Mathers,+P.+Murphy,++%281%29.jpg)
Keith and Ken Kavenagh ready for the start of the Senior TT.+++%28K.Bryen+%26+K.Kavanagh+ready+for+start+of+500cc.+ra+%281%29.jpg)
The Bryen's van and Nortons in the pits of the Dutch TT at Assen.++++My+bikes+%26+Van+%40+Dutch+T.T.+1953..jpg)
The pit area the day after the Dutch TT.++++The+pit+area+the+day+after+the+Dutch+T.T.1953..jpg)
A roadside foodstop on the Hannover to Berlin Autobahn.+++%40+roadside+food+stop+on+Hannover+to+Berlin+Autoba+%281%29.jpg)
Fellow privateers on the road in Europe...Rob Fitton, B.Mathews, H.Clarke,B.Hall.++R+Fitton,B.Mathews,+H.Clarke,%26+B.Hall.We+meet+to+g+%281%29.jpg)
Keith lapping Tommy Wood during the German GP at Schotten. The star riders of the Norton, Gilera, AJS and Guzzi teams refused to start in the 350 and 500 classes on the grounds of the excessive danger of the course.++++K.Bryen+lapping+Tommy+Wood,+German+G.P.+%40+Schott+%281%29.jpg)
The Avis Ring at Berlin.+++++The+Avus+Ring,+Berlin.+1953..jpg)
++++The+Avus+Ring,+Berlin.1953..jpg)
Thursday, May 28, 2009
"For the Audi R8 LMS, this race represented a final test under extreme conditions on the world’s longest race track,” said Head of Audi Motorsport Dr. Wolfgang Ullrich. "We were able to demonstrate that our new GT3 sports car is absolutely competitive for customer sport. And the number 97 R8 LMS ran without the slightest problems despite the incredible speed.”
Up to a few hours before the finish there was even a sensation in the air at the Nürburgring: Marc Basseng, Mike Rockenfeller and Frank Stippler in the Audi R8 LMS #99 of Team Phoenix Racing were leading the race for almost 17 hours before the car – at 11:21 am in the Karussell circuit sector – stopped due to a defect in the power transmission system. After replacing the right rear suspension and the drive shaft, the three Germans were able to continue the race with a six-lap gap and – in the end – managed clinching the fifth place.
article from http://www.audi.com/
Keith Bryen, the last rider to get a Moto Guzzi works ride....
0 comments Posted by car 2011 at 4:47 AMKeith Bryen, member of the enthusiastic group of privateers who formed the "Continental Circus" each year as they camped at, and raced in the various motorcycle GPs throughout Europe from pre WW2 up until the early 1970's after which the professional aspect took over and the age of innocence was gone, is likely the last rider to be offered a factory Moto Guzzi ride before they pulled out of racing at the end of the 1957 season.
I know Keith and his lovely wife Gwen, who was his constant companion during their oddessy and he's passed over copies of his photographic collection taken during this time....
I'll share them with you over subsequent blogs....many never seen before, a brief look into his motorcycle racing career.
As Keith put is so succinctly in a letter to me...
"...1956 was a good year for me as I gradually improved and gained a lot of confidence. Never at any stage did I harbour any thoughts of becoming a factory rider, I was just enjoying the racing and being able to see other parts of the world and having Gwen with me made it all so much more enjoyable.
When the Dutch TT was over in 1957, I was approached by Moto Guzzi in the paddock and asked if I would try one of their 350cc machines at the Belgium GP the following week. "How much do you want to ride it" they asked.
I felt like saying "How much do I pay for the priviledge?"
In all there were only three GPs that I rode for them before the season was finished.
Then the news that they had withdrawn from racing and no longer required my services. We had of course returned to Australia so that our first child ( our daughter Stephanie) could be born there, and that was when I got their letter.
How did I feel?
Well I felt that I had just climbed to near the top of the ladder and then it had been pulled from under me."
Gut wrenching stuff I'd say.....
So we'll start this blog with Keith's start with racing motorcycles in Australia from 1947 to 1952.....
Left click on the images to enlarge......
His first racer, a modified 1946 Triumph 500ss Speed Twin+++1946+500cc.+Speed+Twin+Triumph.+The+first+bike+I+e+%281%29.jpg)
A 1939 BSA Gold Star fitted now with rear suspension.+++The+1939+Gold+Star+B.S.A.+after+a+rear+suspension++%281%29.jpg)
1949 Bathurst TT races ( in western NSW), the 1939 BSA Gold Star.++++Bathurst+1949+with+1939+500cc.Gold+Star+B.S.A._.jpg)
On the 1939 BSA Gold Star at Bungaribbee,near Blacktown on the ourskirts of Sydney, NSW.++++1939+500cc.+Gold+Star+B.S.A.+%40+Bungaribbee,+Black+%281%29.jpg)
1937 International Norton++++++++1937+500cc.+International+Norton+bought+from++%281%29.jpg)
1949 7R AJS at the 1950 Bathurst races with Tommy Han.++++++1949+350cc.7R.A.J.S.+%40+Bathurst+1950.+Tommy+Han+%281%29.jpg)
Winning the 350cc Hill climb Championships on a 350 Mk.8 KTT.++++Winning+350cc.road+hillclimbing+championship+%40+F+%281%29.jpg)
On the ex Frank Mussett ( ex Ted Mellors ) 500cc factory Velocette racer++++The+ex+Mussett+factory+500cc.+K.T.T.+Velocette,%6038+o.jpg)
The ex Frank Mussett ( ex Ted Mellors ) 500cc factory Velocette racer+++++Bathurst+1952.+The+ex+factory+1939+500cc.+Velocette..jpg)