22.01.2007., ponedjeljak
Honda Accord Coupe Concept
The Honda Accord Coupe Concept reveals a totally new look for the next-generation Accord, along with key technologies for safety, fuel efficiency and performance, American Honda Motor Co., Inc., announced today at the North American International Auto Show (NAIAS) in Detroit. The Accord is Honda's best-selling model in North America and its debut at NAIAS marks the first time that an Accord concept vehicle has ever been shown at a major auto show.
The styling of the Accord Coupe Concept conveys a powerful stance through its long hood, deeply sculpted lower body and fastback roofline. A six-sided grille and projector headlamps that recess deep into the front fenders contribute to an unmistakable and aggressive front fascia. Quad exhaust outlets integrated into the rear diffuser further convey performance and style beyond any Accord to date.
''The Accord Coupe Concept demonstrates the styling direction for the upcoming, eighth-generation Accord,'' said John Mendel, senior vice president of American Honda. ''As the industry's target for midsize segment excellence, the all-new Accord will set a new benchmark for safety, efficiency, performance, refinement and style.''
A more powerful and lower-emissions V6 engine will provide higher fuel efficiency with the incorporation of Honda's next-generation Variable Cylinder Management (VCM) technology. Honda leads the industry with the highest Corporate Average Fuel Economy (CAFE) rating for any full line manufacturer* of 29.2 miles per gallon - well above the industry average of 25.3 miles per gallon.
As part of Honda's ''Safety for Everyone'' initiative, all next-generation Accord models will include the company's Advanced Compatibility Engineering(TM) (ACE(TM)) Body Structure. Honda's ACE Body Structure incorporates a front-end frame structure that helps absorb and disperse crash energy over a large area in a frontal impact. ACE also makes the vehicle more crash compatible in frontal impacts with vehicles of differing ride heights.
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24.12.2006., nedjelja
Evo zadnji post u ovoj godini...
Evo naso sam vremena da napisem sitni post za kraj ove godine.. Neam kaj previse duljit jer mi se fkt neda! ;)
Pa recimo da mi je ova godina bila relativno dobra i srecna, osim kaj sam imal nekoliko anegdota i nezgoda!:)
Nadam se da je vama svima ostalima bila dobra i uspjesna......
Paaaa, sta drugo rec, zelim vam svima
Sretan i blagoslovljen Bozic i sretnu Novu 2007, nek vas sve sreca prati i ljepota ljubavi nek vam dusu grije..... ;)
Ciao!
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23.11.2006., četvrtak
Sudjelovao nad krvoprolicem vesele svinje....
I evo dogodilo se to ovu sredu u nekom gorjanskom zabacenom selu.
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06.09.2006., srijeda
Free Time ->I'm fan of....
Kao sto sam veliki fan Japanskih vozila, i to narochito Hondi, tako sam i veliki fan Bruce Lee-a & Jackie Chana-a. Kad sam bio mali trenirao sam Karate, jer obozavam borilacke vjestine. Medjutim kako sam otrkio da imam sum na srcu, ljecnik mi je savjetovao da moram prestat trenirati karate, sto mi je tesko palo. No s vremenom kako sam hodao ljecniku uspostavilo se da mi se to malo povuklo i rekao mi je da mogu polako poceti ponovno trenirati, sto mi je jako lijepo sijelo u uho! :) Odlucio sam da cu se ponovno upisati na neke borilacke vjestine, medjutim to vise nece biti Karate, nego ili Martial Arts ili Kung Fu!
Japan MVJ!!! ;)
Biography of Bruce Lee
Bruce Lee (Lee Hsiao Lung), was born in San Fransisco in November 1940 the son of a famous Chinese opera singer. Bruce moved to Hong Kong when he soon became a child star in the growing Eastern film industry. His first film was called The birth of Mankind, his last film which was uncompleted at the time of his death in 1973 was called Game of Death. Bruce was a loner and was constantly getting himself into fights, with this in mind he looked towards Kung Fu as a way of disciplining himself. The famous Yip Men taught Bruce his basic skills, but it was not long before he was mastering the master. Yip Men was acknowledged to be one of the greatest authorities on the subject of Wing Chun a branch of the Chinese Martial Arts. Bruce mastered this before progressing to his own style of Jeet Kune Do.
At the age of 19 Bruce left Hong Kong to study for a degree in philosophy at the University of Washington in America. It was at this time that he took on a waiter's job and also began to teach some of his skills to students who would pay. Some of the Japanese schools in the Seattle area tried to force Bruce out, and there was many confrontations and duels fought for Bruce to remain.
He met his wife Linda at the University he was studying. His Martial Arts school flourished and he soon graduated. He gained some small roles in Hollywood films - Marlowe- etc, and some major stars were begging to be students of the Little Dragon. James Coburn, Steve McQueen and Lee Marvin to name but a few. He regularly gave displays at exhibitions, and it was during one of these exhibitions that he was spotted by a producer and signed up to do The Green Hornet series. The series was quite successful in the States - but was a huge hit in Hong Kong. Bruce visited Hong Kong in 1968 and he was overwhelmed by the attention he received from the people he had left.
He once said on a radio program if the price was right he would do a movie for the Chinese audiences. He returned to the States and completed some episodes of Longstreet. He began writing his book on Jeet Kune Do at roughly the same time.
Back in Hong Kong producers were desperate to sign Bruce for a Martial Arts film, and it was Raymond Chow the head of Golden Harvest who produced The Big Boss. The rest as they say is history.
Jackie Chan Biography
The boy who would become Jackie Chan was born April 7, 1954 with the name Chan Kong-sang in Hong Kong. Compared to many other mainland refugees (as a result of China's Communist revolution), the Chan family had it fairly easy. His parents worked for the French ambassador; his father as a cook, his mother as a maid.
Early on, Chan displayed his trademark energy. His parents nicknamed him "Pao-Pao" (cannonball) because he was always rolling around. However, this energy also got him into much trouble. Young Kong-sang was never good at school, and he was always getting into fights using the martial arts training his father gave him (which would result in his father's punishments -- something that Chan would explore in the Drunken Master films). Deciding he had too much free time on his hands, Chan's father enrolled the boy in the China Drama Academy.
Chan would spend the next ten years of his life at the academy, taking the name Yuen Lo -- all of the students took the surname "Yuen." Chan would awake at the crack of dawn and train until dusk under the guise of the tough Master Yu Jim-yuen, who would dish out severe punishment just as soon (or even quicker) as he would praise. Chan also faced hardships from his "big brothers" (older students). The toughest of these students, Yuen Lung, would come to work with Chan on some of his most notable films -- under the name Sammo Hung. Several other notable Hong Kong stars came out of the academy, including the last of the "three brothers" Yuen Biao.
As time wore on, it was becoming apparent that fewer people were going to see the opera, and more were going to the cinema. In order to support the school, Master Yu allowed some of his older students to work on films full-time, mostly as stuntmen and extras in kung-fu films. After a few years, Chan decided to strike out on his own as a stuntman, much to his family's dismay.
In order to keep his family happy, he lied and said he had a contract with a studio, when, in reality, he was living from paycheck to paycheck, working on small films or putting on opera exhibitions. Eventually, Chan found semi-regular work at the prestigious Shaw Bros. studio as a "junior boy" (basically a glorified extra). Chan started hanging around the stuntmen and impressed them enough that he began doing stunt work on films, often without the aid of wires or nets, because many directors wanted to reduce the costs on the film.
When Chan began to make some real money, the boy who grew up in relative poverty, started to spend it like a rich man, delving heavily into drinking and gambling. His fellow stuntmen dubbed him Yeh Fu Pai ("gambles with everyone"). A few times, his gambling got him into trouble with local thugs and Chan barely escaped with the clothes on his back.
The film industry grew crowded with former opera students like Chan and stunt work dwindled. Chan was still finding work (mostly on the strength of his reputation as a fearless stuntman), but he spent more time at a local bar than on the set. It was during one of these drinking excursions that he met up with his former nemesis, Sammo Hung. The two put their former differences behind them and became friends. With the return of Yuen Biao from Los Angeles, the "three brothers" were complete.
Time passed, and while Chan gained the reputation as Hong Kong's best stuntman, he still felt unsatisfied. He wanted to be a star. So when one of his former classmates offered him a chance to work in front of the camera, Chan jumped at the chance. Taking the stage name of Yuen Lung, Chan's first experience as a star in Little Tiger of Canton (aka Snake Fist Fighter) was less than stellar, and he soon returned to being a stuntman, working on such notable films as Fist of Fury and Enter the Dragon. Eventually, doing stunt work started to grow tiresome (mostly due to Sammo's -- the stunt coordinator on many films -- demanding directions), and Chan signed on with the small Da Di studio.
Chan made two films at Da Di -- both flops. Chan's status as a rising Hong Kong film star was in jeopardy. Chan was also having trouble finding stunt work; with the saturation of Bruce Lee knock-offs that hit Hong Kong after his death, audiences were turning off to martial arts movies and many studios reduced their budgets or closed outright. Out of work and broke, Chan joined his family in Australia, where he took odd jobs to support himself. It was on one of these jobs that he got the nickname "Jackie" and the name stuck. Chan Kong-sang became Jackie Chan.
Chan's manager and long-time friend, Willie Chan, kept his contacts alive in Hong Kong, and eventually Jackie was contacted by director Lo Wei to star in the sequel to Fist of Fury. Lo Wei was no John Woo (who Chan had worked with in a brief return to Hong Kong) and almost immeadiately the two hated each other. None of the Lo/Chan collaborations were too successful, so when rival director Ng See-Yuen asked to have Chan "loaned" to him, Lo agreed.
It was under Ng than Chan was able to realize his dream of meshing comedy and kung-fu, first in Snake in Eagle's Shadow and then Drunken Master, both of which were huge hits at the box office. Jackie Chan was now a star. But Lo Wei would not let him go that easily, and he tried to hold Chan to his contract. Chan filmed only one more film for Lo's company, Fearless Hyena, walking out in disgust in the middle of filming the sequel. Chan broke his contract and signed with Golden Harvest, but Lo used his Triad connections and started having thugs sent to the set to threaten Jackie. Things were getting bad. On the advice of Willie, Chan decided to try his hand at Hollywood.
Jackie's first run at Hollywood was dismal. His first US movie, Battle Creek Brawl, was a failure in both concept and execution. He also had bit parts in the horrible Cannonball Run movies, where he was actually cast as a Japanese driver. Chan was getting sick of both the Hollywood studio system and the fact that most people took him as the next Bruce Lee. After the mess with Lo was resolved, Chan returned to Hong Kong in disgust.
Jackie's time in Hollywood was not all for naught. He gained many ideas from America and turned them into successful Hong Kong films. The multi-star ensemble action picture concept of The Cannonball Run was turned into Winners and Sinners (which was also the first "three brothers" movie). The feel of the 1930's action-comedies of Raiders of the Lost Ark was turned into Project A. After a nasty spat with Sammo Hung on the set of Heart of Dragon, Chan decided to return to America.
His next US film, The Protector, didn't do much better than Battle Creek Brawl. Chan also disliked The Protector for the gratuitous sex and profanity, cutting them out and adding new fight sequences for the movie's Hong Kong release. However, like his previous trip, Chan took back new ideas with him. He took the basic idea of The Protector and made the film that would set the standard for years to come: Police Story. The highly successful mix of action, martial arts, comedy, romance and stunts (not to mention the obligatory blooper reel) would become the prototype for many of Chan's films through the 1980's and 90's, including Supercop, First Strike and Crime Story. Dragons Forever would be the final "three brothers" film, though Sammo would later work with Chan as a director on Mr. Nice Guy. Chan returned to his roots in 1994 with the excellent Drunken Master II, his first traditional martial arts picture in ten years. "Pao-Pao" was at the top of the heap in Hong Kong, and ready to take on Hollywood once again -- but this time he was going to do it on his own terms.
In 1995, Chan filmed Rumble in the Bronx with the express purpose of making a film that could work for both US and HK audiences. While retaining many "classic" Chan elements, the story was put in an American setting and used many western actors. The gamble paid off. Even though it wasn't a runaway hit, Rumble made enough money at the box office to encourage New Line to re-release several of Chan's older films. The box office draw and continued "buzz" around Chan eventually led to the making of Rush Hour, Chan's first US project in over ten years, which was a huge hit. It became New Line's most successful film to date, taking in over $110 million. Chan's dream of being a worldwide star had finally come true.
Now in middle age, Jackie Chan stands at a crossroads in his life, debating whether to keep risking his life doing the stunts that made him famous, or, like in Rush Hour, concetrating more on comedy than action. Time will only tell, but for his millions of fans all over the world, Jackie Chan will always be "the man."
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16.08.2006., srijeda
Honda Civic Dominator Concept (Mugen)
14.08.2006., ponedjeljak
402-Street race Rijeka-(Grobnik)
Subota 26.08.2006
402 Street Race
do 09.00 sati – prihvat natjecatelja
10.00 sati -– kvalifikacije
12.30 sati – natjecanje
20.00 sati – proglašenje pobjednika i dodjela nagrada
Db Drag
do 12.00 sati – prihvat natjecatelja
12.00 sati – kvalifikacije
15.00 sati – natjecanje
20.00 sati – proglašenje pobjednika
Zabavni program:
17.00 sati – Izbor za miss 402
19.00 sati – Free run – rookies
20.00 sati – Free run - competitors
21.00 sati – 402 Racepaty - zabavni program, nastup DJ, plesne grupe, streptease
Nedjelja 27.08.2006
402 Street race
do 09.00 sati – prihvat natjecatelja
10.00 sati -– kvalifikacije
12.00 sati – natjecanje
19.00 sati – proglašenje pobjednika i dodjela nagrada
EMMA
do 10.00 sati – prihvat natjecatelja
11.00 sati– RTA natjecanje
14.00 sati – SPL natjecanje
19.00 sati – proglašenje pobjednika
402 Street style
do 11.00 sati – prihvat natjecatelja
12.00 sati – ocjenjivanje 1. dio
15.00 sati – ocjenjivanje 2.dio
17.00 sati – show program, wet car wash sa plesačicom
19.00 sati – proglašenje pobjednika
Nadam se da ce bit odlicno vrijeme... jedva cekam... ;)
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06.08.2006., nedjelja
Tooooooooooooooooooo!!!! HONDA JE PRVAAAAAAAAAAAA!!!
Daj nemrem verovat da je Honda prva na formuli!!!!!! Napokooooon!!! Loooood sam!!! Yeaaaaaaaaaaaaah!!!! To se cekalo!!!!
Rezultati utrke:
pozicija - vozač - momčad - broj krugova - vrijeme utrke
1. Button, Honda, 70, 1h 52:20.941
2. de la Rosa, McLaren, 70, + 0:30.837
3. Heidfeld, BMW, 70, + 0:43.822
4. Barrichello, Honda, 70, + 0:45.205
5. Coulthard, Red Bull, 69, + 1 krug
6. R Schumacher, Toyota, 69, + 1 krug
7. Kubica, BMW, 69, + 1 krug
8. Massa, Ferrari, 69, + 1 krug
9. M Schumacher, Ferrari, 67, + 3 kruga
10. Monteiro, Midland, 67, + 3 kruga
11. Albers, Midland, 67, + 3 kruga
12. Speed, Toro Rosso, 66, + 4 kruga
13. Trulli, Toyota, 65, + 5 krugova
14. Sato, Super Aguri, 65, + 5 krugova
Utrku nisu završili:
Alonso, Renault
Raikkonen, McLaren
Liuzzi, Toro Rosso
Rosberg, WilliamsF1
Fisichella, Renault
Klien, Red Bull
Webber, WilliamsF1
Yamamoto, Super Aguri
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15.07.2006., subota
15.7.1985.
E da, to je dan kad sam se ja rodil. Sad nis ziher dal je to bilo u 12:05 ili oko 16, jedno od toga vremena se je moj buraz rodil a jedno ja! :) bilo je puno sranja s menom. Pricala mi mama da sam recimo sa kojih 2-3 godine pocel rezat mami firunge, onda sam zemljui od cvijeca hital pod tepih da nebi ona vidla i takve pizdarije. Da, bilo je i cak kad se buraz rodil, pa mi ga je mama ostavila samo samonom i ja sam mu nametal pune cube keksa i onda mu jos na to del jastuk(vjerojatno kak se veli da kad se druga beba rodi onda si ljubomoran, ali hebiga, ja sam bio klinav, pa kak sam delal gluposti tak je i bila ta jedna od njih koja je i moga bit kobna, ali na svu srecu dosla je mama i spasila ga, ko zna, mozda danas nebi imal loodog buraza-THE BEST BURAZ!) :)no da, da ne duljim, nego da, danas mi je rodjedan i to 21, makar se osecam ko da imam kojih 15-ak godina ako i tolko! Ali vam mogu rec da nisam zivcan i da sam predobre volje, fakat sam popunjen skroz kak se moze bit, ali ne govna :D nego, neznam kak da velim, totalno sam raspolozen za urnebes, tj pun sam nekakvog zadovoljstva kaj je velki plus! ;) I zahvaljujem Dragom Bogu kaj sam jos ziv i kaj sam zdrav! BOZE PUNO TI HVALA!!! Hm, nadam se da bu sjela danas koja TypeR pred hizu, ja se nadam! :P :D Nego ovaj, kaj sam htel rec, dojdete danas kod kina na parku, tam boom malo pocastil(nis previse ;)), nadam se da nebu bilo pijanih! :D:D:D Poz svima, see ya! ;)
Btw cak sam jucer dobio i poklon od murjaka! Nemres verovat! Oso na cugu s fendovima na parku na Bregani i evo ti ni vise ni manje, murjaci dolaze sa onim Mitshubishiem Pajerom! I sad lik stane i veli kao da je neko prijavil da se stvara nered dole na parki. A mi tek dosli i vec bi sranje napravili, yea right! :D:D:D no dobro, ne nismo mi nis delali nego je valda neko prije sranja delo pa mi dosli na njegovo govno! I sad on trazi osobne, a ja kak sam blizu mado, nisam ni furo osobnu, pa kaj ce mi za parku dole, mislim bzvz! I dobro, sad frendovi daju, a ja velim ja je nemam! I pise on ime prezime i tak i dojde do godine rodjenja i veli on meni: "Pa tebi je danas rodjendan!" ja velim da! Cestita mi i veli mi: "Evo danas si profitiro" i kao dobio poklon za rodjedan! LOOOOOOOOOOL!!! :D
Ma nis, vimo se vani! Poz! ;)
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03.07.2006., ponedjeljak
Što sve rade amateri s foticem....
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04.06.2006., nedjelja
Što je Vtec i kako on funkcinira?!
VTEC (standing for Variable valve Timing and lift Electronic Control) is a system developed by Honda to improve the combustion efficiency of its internal combustion engines throughout the RPM range. This was the first system of its kind and eventually led to different types of variable valve timing and lift control systems that were later designed by other manufacturers (VVT-i from Toyota, VANOS from BMW, and so on). It was invented by Honda's chief engine designer Kenichi Nagahiro.
Contents
Introduction to VTEC
In the regular four-stroke automobile engine, the intake and exhaust valves are actuated by lobes on a camshaft. The shape of the lobes determines the timing, lift and duration of each valve. Timing refers to when a valve is opened or closed with respect to the combustion cycle. Lift refers to how much the valve is opened. Duration refers to how long the valve is kept open. Due to the behavior of the gases (air and fuel mixture) before and after combustion, which have physical limitations on their flow, as well as their interaction with the ignition spark, the optimal valve timing, lift and duration settings under low RPM engine operations are very different from those under high RPM. Optimal low RPM valve timing, lift and duration settings would result in insufficient fuel and air at high RPM, thus greatly limiting engine power output. Conversely, optimal high RPM valve timing, lift and duration settings would result in very rough low RPM operation and difficult idling. The ideal engine would have fully variable valve timing, lift and duration, in which the valves would always open at exactly the right point, lift high enough & stay open just the right amount of time for the engine speed in use.
In practice, a fully variable valve timing engine is difficult to design and implement. Attempts have been made, using solenoids to control valves instead of the typical springs-and-cams setup, however these designs have not made it into production automobiles as they are very complicated and costly.
The opposite approach to variable timing is to produce a camshaft which is better suited to high RPM operation. This approach means that the vehicle will run very poorly at low rpm (where most automobiles spend much of their time) and much better at high RPM. VTEC is the result of an effort to marry high RPM performance with low RPM stability.
Additionally, Japan has a tax on engine displacement, requiring Japanese auto manufacturers to make higher-performing engines with lower displacement. In cars such as the Supra and 300ZX, this was accomplished with a turbocharger. In the case of the RX-7, a wankel engine was used. VTEC serves as yet another method to derive very high specific output from lower displacement motors.
DOHC VTEC
Honda's VTEC system is a simple method of endowing the engine with multiple camshaft profiles optimized for low and high RPM operations. Instead of one cam lobe actuating each valve, there are two - one optimized for low RPM stability & fuel efficiency, with the other designed to maximize high RPM power output. Switching between the two cam lobes is determined by engine oil pressure, engine temperature, vehicle speed, and engine speed. As engine RPM increases, a locking pin is pushed by oil pressure to bind the high RPM cam follower for operation. From this point on, the valve opens and closes according to the high-speed profile, which opens the valve further and for a longer time. The DOHC VTEC system has high and low RPM cam lobe profiles on both the intake and exhaust valve camshafts.
The VTEC system was originally introduced as a DOHC system in the 1989 Honda Integra sold in Japan, which used a 160 hp (119 kW) variant of the B16A engine. The US market saw the first VTEC system with the introduction of the 1990 Acura NSX, which used a DOHC VTEC V6. DOHC VTEC motors soon appeared in other vehicles, such as the 1992 Acura Integra GS-R.
SOHC VTEC
As popularity and marketing value of the VTEC system grew, Honda applied the system to SOHC engines, which shares a common camshaft for both intake and exhaust valves. The trade-off is that SOHC engines only benefit from the VTEC mechanism on the intake valves. This is because in the SOHC engine, the spark plugs need to be inserted at an angle to clear the camshaft, and in the SOHC motor, the spark plug tubes are situated between the two exhaust valves, making VTEC on the exhaust impossible.
SOHC VTEC-E
Honda's next version of VTEC, VTEC-E, was used in a slightly different way; instead of optimising performance at high RPMs, it was used to increase efficiency at low RPMs. At low RPMs, only one of the two intake valves is allowed to open, increasing the fuel/air atomization in the cylinder and thus allowing a leaner mixture to be used. As the engine's speed increases, both valves are needed to supply sufficient mixture. A sliding pin, as in the regular VTEC, is used to connect both valves together and allows opening of the second valve.
3-Stage VTEC
Honda also introduced a 3-stage VTEC system in select markets, which combines the features of both SOHC VTEC and SOHC VTEC-E. At low speeds, only one intake valve is used. At medium speeds, two are used. At high speeds, the engine switches to a high-speed cam profile as in regular VTEC. Thus, both low-speed economy and high-speed efficiency and power are improved.
i-VTEC
i-VTEC introduced continuously variable camshaft phasing on the intake cam of DOHC VTEC engines. The technology first appeared on Honda's K-series four cylinder engine family in 2002. Valve lift and duration are still limited to distinct low and high rpm profiles, but the intake camshaft is now capable of advancing between 25 and 50 degrees (depending upon engine configuration) during operation. Phase changes are implemented by a computer controlled, oil driven adjustable cam gear. Phasing is determined by a combination of engine load and rpm, ranging from fully retarded at idle to maximum advance at full throttle and low rpms. The effect is further optimization of torque output, especially at low and midrange RPMs.
In 2004, Honda introduced an i-VTEC V6 (an update of the venerable J-series), but in this case, i-VTEC had nothing to do with cam phasing. Instead, i-VTEC referred to Honda's cylinder deactivation technology which closes the valves on one bank of (3) cylinders during light load and low speed (below 80 mph) operation. The technology was originally introduced to the US on the Honda Odyssey, and can now be found on the Honda Accord Hybrid and the 2006 Honda Pilot. An additional version of i-VTEC was introduced on the 2006 Honda Civic's R-series four cylinder engine. This implementation uses very small valve lifts at low rpm and light loads, in combination with large throttle openings (modulated by a drive-by-wire throttle system), to improve fuel economy by reducing pumping losses.
With the continued introduction of vastly different i-VTEC systems, one may assume that the term is now a catch all for creative valve control technologies from Honda.
Turbocharged VTEC
For 2007 models, Honda's Acura luxury division announced the RDX crossover SUV which will feature a new turbocharged 2.3 litre inline 4 cylinder i-VTEC engine. While Honda (previous examples include the Honda City Turbo and City Turbo II) and the first time to an engine with i-VTEC.
VTEC in motorcycles
Apart from the Japanese market-only Honda CB400 Super Four Hyper VTEC, introduced in 1999, the first worldwide implementation of VTEC technology in a motorcycle occurred with the introduction of Honda's VFR800 sportbike in 2002. Similar to the SOHC VTEC-E style, one intake valve remains closed until a threshold of 7000 rpm is reached, then the second valve is opened by an oil-pressure actuated pin. The dwell of the valves remains unchanged, as in the automobile VTEC-E, and little extra power is produced but with a smoothing-out of the torque curve. Critics maintain that VTEC adds little to the VFR experience while increasing the engine's complexity. Drivability is a concern for some who are wary of the fact that the VTEC may activate in the middle of an aggressive corner, upsetting the stability and throttle response of the bike.
The VTEC experience
VTEC is fairly seamless in its operation. That is, when the VTEC system switches to the other cam lobe, there is hardly a noticeable drop-off or sudden increase in power. The basis of VTEC technology is that a very linear and smooth power curve can be attained, hence a "sudden rush of power" simply does not happen (like with a turbocharger suffering from "lag"). This is one of the many misconceptions with Honda's VTEC technology, and variable valve timing in general. However, when modified with aftermarket parts such as high-flow air intakes and larger camshafts, the switch to the large lobes can be very pronounced. There can be a mild kick in the pants in the lower gears, though this is certainly amplified by the sound the DOHC VTEC engines produce at the upper spectrum of the RPM range.
Driving a vehicle with VTEC can require additional driver input. In particular, the Honda S2000 has received complaints from both owners and detractors due to its very high (9,000 rpm) redline in the early models. While the engine produces very high output (120hp per litre), some see the continual need to "row the gears" as a distraction from driving.
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