LLEGO LA PESADILLA ^^  D
__________________
COMPAñEROS ACUERDENSE QUE MITSU ES LA LEY__________________
Quote: Originally posted by $ Tony Montana $@Oct 19 2003, 12:56 AM
LLEGO LA PESADILLA ^^ D | WOWWWWWWWWWWW si la sangre apesta a mier%@ pues tengo un ahemorragia a muerte  __________________
Quote: Originally posted by $ Tony Montana $@Oct 18 2003, 08:56 PM
LLEGO LA PESADILLA ^^ D | :lol: Y ESTE JIBARO QUIEN ES? :2tu:__________________
y cual es la pesadilla?__________________
mivec?? el sistema q mitsu se copio de honda??ya eso es viejo, habla de gdi por lo menos!!__________________
Ese es uno q estaba aburrido en la seccion de mitsubishi y decidio venir aqui a ver q pasa. Parece q no se cansa de cojer pelas de Hondas en la carretera jejeje
:lol: :bang2:__________________
Quote: Originally posted by robtec@Oct 18 2003, 10:20 PM
mivec?? el sistema q mitsu se copio de honda??ya eso es viejo, habla de gdi por lo menos!! | NI ESO ,POR QUE GDI ES PEOR SISTEMA QUE EXISTE ,LOS 2 SISTEMAS LLEVAN MUCHO TIEMPO Y NUNCA SE ABIA OIDO ,POR UQE SERA , DEBE DE SER QUE SIEMPRE HONDA LOS OPACA !! V-TEC FOR LIVE!!!!!!!!!!!!!!!!!!!!!!!!!!__________________
mivec ni mivec
se de una persona q consiguio el motor ese y se quito ya q no da pie con bola y no lo puede setear. :lol: :lol: :lol: :lol: :tego:__________________
Quote: Originally posted by robtec@Oct 18 2003, 10:20 PM
mivec?? el sistema q mitsu se copio de honda??ya eso es viejo, habla de gdi por lo menos!! | :lol: No es por ná panín pero ahí estás hablando incoherencias Mitsu no ha copiado ningun sistema de Honda o quien sabe, VTEC el mismo sistema Variable Timing que Honda copió de BMW, yo no vengo a tirar a aqui este post estuvo demás, pero panín ahí dijiste una incoherencia mi pana, a mi me gustan los Honda también pero el sistema variable timing solo es evolución de tecnología, se me cuidan y saludos! D__________________
Quote: Originally posted by $ Tony Montana $@Oct 18 2003, 08:57 PM
COMPAñEROS ACUERDENSE QUE MITSU ES LA LEY | bueno el tipo se perdio ?? q le habra pasado :inodoro:__________________
http://www.caranddriver.com/article.asp?se...5&page_number=1
orientense amigos honderos__________________
aqui estoy no me e perdido los hondas son buenos pero no seran los mejores __________________
Quote: Originally posted by luiscvc@Oct 18 2003, 11:08 PM
mivec ni mivec
se de una persona q consiguio el motor ese y se quito ya q no da pie con bola y no lo puede setear. :lol: :lol: :lol: :lol: :tego: | Y q tiwene que ver eso con q el motor sea bueno o malo ??? Q el chamco no sea un buen tuner son otros 20 pesos :lol:__________________
ese punto es valido bozzt__________________
parece q soy de otro planeta pero en mi vida habia escuchado q existiera un sitema q se llamara mivec q es eso, bueno total nunca podran con un nissan :dev:__________________
Bueno por lo que se Honda fueron los primeros en sacar el Variable Valve Timing and Lift Electronic Control al mercado.. Otra cosa es que esa Tecnologia Mivec no es que sea mala pero la realidad es que habra que darle tiempo en lo que los mecanicos estudian como sacarle el jugo...porque es el VVTI de Toyota y aun las Matrix y los Celica estan inevntado con las Apex y diferentes Ecu's para ver como sacarle mejor provecho. Es como el Vtec-I de Honda salio nuevo y pues toma algo de tiempo aunque ya para los Vtec-I ya han salido un sin numeros de cosas a si que Honda siempre alante...hehehe :bow: . Otra cosa de ese Lancer, puede que corra pero tuvieron que hacerlo 2.4 litros para que llegara 160hp..claro que fue para emparejar el torque. ponganse a pensar si un 1.6 soch de honda Vtec fuera 2.4 litros..  . Aunque nose porque razon trajeron el Lancer un solo camshaft en ves de traer el motor Mivec dohc. Nada habra que ver que pasa con ese Lancer pero lo cierto es que se ve grande y pesado. A mi como quiera no me intimidan yo sigo dandome a respetar en mi 1.6 dohc, asi que veremos a ver que pasa.. :fino: D__________________
Estoy fuera de Foro!!!
Pero vi el tema y todo lo que sea para molestar a los Honderos que no saben lo que tiene, se AGITEN!!!
No puden con los Mitsu, ya que son turbo!!!
No pueden con los Nissan, por que teine mucho motor y por eso no van a correr!!!
No pueen con Subaru por lo mismo que Mitsu!!!
Pero de verdad los "Real V-tech intimidators" y "come V-tech" son los VW y los rotativos!!!!
Ajajajajajajajaja!!!
P.D.
Agite Positivo!!! Ya que en el Evento del 18 de Oct de 2003 de Audi/VW vs Honda/Acura, solo exibieron sus carros NO los corrieon???
D D :dev:__________________
Quote: Originally posted by serfovwgolf38v@Oct 19 2003, 11:36 AM
Estoy fuera de Foro!!!
Pero vi el tema y todo lo que sea para molestar a los Honderos que no saben lo que tiene, se AGITEN!!!
No puden con los Mitsu, ya que son turbo!!!
No pueden con los Nissan, por que teine mucho motor y por eso no van a correr!!!
No pueen con Subaru por lo mismo que Mitsu!!!
Pero de verdad los "Real V-tech intimidators" y "come V-tech" son los VW y los rotativos!!!!
Ajajajajajajajaja!!!
P.D.
Agite Positivo!!! Ya que en el Evento del 18 de Oct de 2003 de Audi/VW vs Honda/Acura, solo exibieron sus carros NO los corrieon???
D D :dev: | la proxima ves aprende a escribir v-tec sin la h!!!!!!!!!!!!!!!!!!!!!!!!!!!!
a la verdad que el incredulo es malo , gente orientence bien lean estudien vean cabel tv y sepan que los hondas estan por encima de muchas marcas en muchas categorias y ademas y motores tenemos mas tecnologia y para mi hasta el vvti de toyota es mucho mas superior que el mivec y ademas cada cual corre y monta hasta donde llega su capacidad ,aya lo que se quedan atras y no pueden con la competencia !!!!!!!!!!!
lius civic mi pana dile al pana tuyo del 1.8 turbo que quiero hablar con el  el toyotita nesesita un accesorio nuevo para que se tienta mejor!!!__________________
Quote: Originally posted by serfovwgolf38v@Oct 19 2003, 11:36 AM
Estoy fuera de Foro!!!
Pero vi el tema y todo lo que sea para molestar a los Honderos que no saben lo que tiene, se AGITEN!!!
No puden con los Mitsu, ya que son turbo!!!
No pueden con los Nissan, por que teine mucho motor y por eso no van a correr!!!
No pueen con Subaru por lo mismo que Mitsu!!!
Pero de verdad los "Real V-tech intimidators" y "come V-tech" son los VW y los rotativos!!!!
Ajajajajajajajaja!!!
P.D.
Agite Positivo!!! Ya que en el Evento del 18 de Oct de 2003 de Audi/VW vs Honda/Acura, solo exibieron sus carros NO los corrieon???
D D :dev: | y por que esos motores en japon como quiera no esplotan una morcilla? y a un motor de fabrik no se tunea no seas ignorantes BOTO el mivec por que es UNA basura... la guaguita cyborg que viene con el mivec pesa UNA basura y hace 15 altos... no le da ni pa empezar a un crx SiR o civic SiR.
Y sinceramente de ayer no me intimido ningun audi vw... que me jale 2 mientras hiba saliendo de la pista... y eso que tengo un audi jajajajajajja y es senda vaca mi audi
v6 2.8 y no se donde esta el power en verdad... nunk se lo he encontrado
Y AYER EN CUANTO A PISTA... los carros TODOS estaban lentos hehe ^^ :dev:__________________
Huuum, me dicen que barrieron con los hondas :lol:
Que dieron pena . . . :dev:
FernFlex reporto estos nuemritos.
Ivan Rabbit 9.8 Starlet motor 2.0 16V ahhhhhhhhhh la guagua es de calle tiene marbete y las gomas no eran lizas era gomas de calle.
Peterson GTI 16V Turbo seteo de
Ivan Rabbit Rompio pero corre en los 11 de calle.
Karman Guia en los 12.5
Roly GTI VR6 Nos 12.5
Santos Performance 13.1
Carlosii TT en los 14.0
Fernsjetiv GTI 1.8 T 14.1
GTI VR6 S/C en los 14 bajitos
GTI Cosa mala VR6 NOS 14 bajitos
Solo para recordarles quienes fueron los que repartieron leña en la pista el 18.__________________
Mitsubishi Lancer Ralliart
1 2
Mitsubishi brews up a decaffeinated Evo that's quite stimulating.
BY RON KIINO
October 2003
Mitsubishi established its motorsports arm, Ralliart, in 1984 to ride herd over its rally racing. Since then, Ralliart-modified Lancers competing in the World Rally Championship (WRC) have claimed one manufacturers' title and four drivers' titles.
Consequently, Ralliart has become a household name in lands such as Finland and Australia—two stops on the WRC circuit—but not in the U.S., where the WRC exists only on TV and video screens. Subaru faced a similar recognition issue with its motorsports wing, Subaru Tecnica International (STi)—a Ralliart foe in the WRC (although not this year, since Mitsubishi is taking a one-year hiatus)—and remedied it earlier this year with the U.S. intro of the Impreza WRX STi, a 300-hp rocket good for 0 to 60 in 4.6 seconds ("New-Wave Slingshots," June 2003). Now do you know STi? Of course, in that comparison test, the swift Subie lost to the less-swift, more-fun 271-hp Mitsubishi Lancer Evolution, a car on which the Ralliart WRC machine is based.
Rather than introduce Ralliart to us via the conquering Evo, Mitsubishi is instead choosing two Lancers making more than 100 less horsepower than that Evo. Curious? Indeed. But after a day driving the Lancer Ralliart sedan and Lancer Ralliart Sportback wagon around Southern California, it's clear Mitsubishi's in-house tuner has done plenty to justify its renowned name.
The Lancer Ralliart is really what the 120-hp Lancer O-Z Racing Rally Edition should have been in the first place—a legitimate sport compact that is quick, nimble, and capable of taking on the likes of the Ford SVT Focus and Mazdaspeed Protegé. Beneath the Ralliart's newly sculpted hood (all '04 Lancers save the Evo get the fresh corporate face) is a highly modified version of the 4G64 2.4-liter SOHC four-cylinder engine that powers the current Eclipse and Galant. Code-named 4G69, the new engine uses a lighter iron block, a higher 9.5:1 compression ratio (from 9.0:1), a dual-port exhaust manifold (from a single), longer intake runners, and lighter valves, pistons, connecting rods, crankshaft, and rocker cover. Most notable is the installation of MIVEC, Mitsubishi's variable-valve-timing-and-lift system. Similar to Honda's VTEC system, MIVEC employs separate cam profiles for low and high engine speeds. But whereas VTEC uses two distinct cam profiles, MIVEC uses three—a high-lift, high-speed profile and low- and mid-lift, low-speed profiles, which, according to Mitsubishi, better induce swirl in the cylinders for improved combustion and emissions. All that wizardry nets 162 horsepower and 162 pound-feet of torque, putting it lower on power than the 170-hp Focus and Protegé, but higher on torque by 17 and 2 pound-feet, respectively.
The engine resonates with a buzz that is more pleasing than annoying, even when MIVEC switches to the high profile at 3500 rpm or when the needle plays tag with the 6500-rpm redline. Throughout the rev range, the engine demonstrates a smooth, effortless demeanor reminiscent of Honda's 2.4-liter four-cylinder. Animated interaction with the throttle becomes addictive.
A five-speed manual is the standard dance partner to the MIVEC motor, with a four-speed automatic as an option. The manual features a beefed-up clutch, a triple-cone synchronizer for second gear, and linkage borrowed from the Evo. Shift and clutch effort is light, making Mitsubishi's decision to offer only the automatic in the Sportback an apparent oversight. Mitsubishi says the five-speed could find its way into the wagon if demand warrants it.
The manual-equipped sedan we drove felt satisfyingly quick and seems a fitting player in the pocket-rocket league. Our best acceleration guesstimates are 0 to 60 in 7.5 seconds and the quarter-mile in 15.7, which would squeeze it right between the Focus and Protegé.
(continued)
Chassis upgrades from the O-Z Racing edition's standard catalog are extensive. Shock damping is up 150 percent in front and 85 percent in back, front spring rates are 20 percent stiffer, and the front anti-roll-bar rate is 17 percent higher. A three-point strut tower brace now resides above the engine and steering rack; the latter is retuned and loses its shimmy damper for less flex and better feedback. Brakes are discs all around, with 10.9-inch rotors up front, 10.3-inchers in back, and ABS is standard. Alloy wheels have grown from 15 to 16 inches in diameter and are fitted with V-rated 205/50R-16 Bridgestone Potenza RE92 rubber. Together, the results of these changes are immediately apparent—especially when the road curves and dips—creating a car with quick reflexes, a surprisingly compliant ride, and a lightness of movement similar to that in the SVT and Mazdaspeed. The Ralliart is an easy and fun car in which to toy with the limits of adhesion.
Changes in the cockpit include white-face gauges, faux-carbon-fiber trim on the dash, and supportive buckets pulled from the Japanese-market Evo GT-A. Options include side airbags, a sunroof, and a 315-watt Infinity sound system.
The Ralliarts are on sale as you read this, starting at about $18,000 for the sedan and $19,000 for the wagon. Wearing those reasonable price tags, Mitsubishi's new sport compacts should prove competitive, making quick work of the roughly 6500 Ralliart sedans and 6000 Sportbacks allocated for the first year.
Vehicle type: front-engine, front-wheel-drive, 5-passenger, 4-door sedan or 5-door wagon
Estimated base price: $18,000-$19,000
Engine type: SOHC 16-valve 4-in-line, iron block and aluminum head, port fuel injection
Displacement: 145 cu in, 2378cc
Power (SAE net): 162 bhp @ 5750 rpm
Torque (SAE net): 162 lb-ft @ 4000 rpm
Transmissions: 5-speed manual, 4-speed auto
Wheelbase: 102.4 in
Length/width/height: 180.5-181.3/66.8/53.7-57.1 in
Curb weight 2850-3050 lb
C/D-estimated performance (5-sp sedan):
Zero to 60 mph 7.5 sec
Zero to 100 mph: 21.3 sec
Standing 1/4-mile: 15.7 sec @ 89 mph
Projected fuel economy:
EPA city driving 22-23 mpg
EPA highway driving 28-29 mpg
__________________
Quote: Originally posted by willy_sc5.0@Oct 19 2003, 05:16 PM
Huuum, me dicen que barrieron con los hondas :lol:
Que dieron pena . . . :dev:
FernFlex reporto estos nuemritos.
Ivan Rabbit 9.8 Starlet motor 2.0 16V ahhhhhhhhhh la guagua es de calle tiene marbete y las gomas no eran lizas era gomas de calle.
Peterson GTI 16V Turbo seteo de
Ivan Rabbit Rompio pero corre en los 11 de calle.
Karman Guia en los 12.5
Roly GTI VR6 Nos 12.5
Santos Performance 13.1
Carlosii TT en los 14.0
Fernsjetiv GTI 1.8 T 14.1
GTI VR6 S/C en los 14 bajitos
GTI Cosa mala VR6 NOS 14 bajitos
Solo para recordarles quienes fueron los que repartieron leña en la pista el 18. | felicidades a los VW
jejejjejejeejjeje
saludos Charlie__________________
Quote: Originally posted by MR2Turbo91Lajas@Oct 19 2003, 01:38 PM
Mitsubishi Lancer Ralliart
1 2
Mitsubishi brews up a decaffeinated Evo that's quite stimulating.
BY RON KIINO
October 2003
Mitsubishi established its motorsports arm, Ralliart, in 1984 to ride herd over its rally racing. Since then, Ralliart-modified Lancers competing in the World Rally Championship (WRC) have claimed one manufacturers' title and four drivers' titles.
Consequently, Ralliart has become a household name in lands such as Finland and Australia—two stops on the WRC circuit—but not in the U.S., where the WRC exists only on TV and video screens. Subaru faced a similar recognition issue with its motorsports wing, Subaru Tecnica International (STi)—a Ralliart foe in the WRC (although not this year, since Mitsubishi is taking a one-year hiatus)—and remedied it earlier this year with the U.S. intro of the Impreza WRX STi, a 300-hp rocket good for 0 to 60 in 4.6 seconds ("New-Wave Slingshots," June 2003). Now do you know STi? Of course, in that comparison test, the swift Subie lost to the less-swift, more-fun 271-hp Mitsubishi Lancer Evolution, a car on which the Ralliart WRC machine is based.
Rather than introduce Ralliart to us via the conquering Evo, Mitsubishi is instead choosing two Lancers making more than 100 less horsepower than that Evo. Curious? Indeed. But after a day driving the Lancer Ralliart sedan and Lancer Ralliart Sportback wagon around Southern California, it's clear Mitsubishi's in-house tuner has done plenty to justify its renowned name.
The Lancer Ralliart is really what the 120-hp Lancer O-Z Racing Rally Edition should have been in the first place—a legitimate sport compact that is quick, nimble, and capable of taking on the likes of the Ford SVT Focus and Mazdaspeed Protegé. Beneath the Ralliart's newly sculpted hood (all '04 Lancers save the Evo get the fresh corporate face) is a highly modified version of the 4G64 2.4-liter SOHC four-cylinder engine that powers the current Eclipse and Galant. Code-named 4G69, the new engine uses a lighter iron block, a higher 9.5:1 compression ratio (from 9.0:1), a dual-port exhaust manifold (from a single), longer intake runners, and lighter valves, pistons, connecting rods, crankshaft, and rocker cover. Most notable is the installation of MIVEC, Mitsubishi's variable-valve-timing-and-lift system. Similar to Honda's VTEC system, MIVEC employs separate cam profiles for low and high engine speeds. But whereas VTEC uses two distinct cam profiles, MIVEC uses three—a high-lift, high-speed profile and low- and mid-lift, low-speed profiles, which, according to Mitsubishi, better induce swirl in the cylinders for improved combustion and emissions. All that wizardry nets 162 horsepower and 162 pound-feet of torque, putting it lower on power than the 170-hp Focus and Protegé, but higher on torque by 17 and 2 pound-feet, respectively.
The engine resonates with a buzz that is more pleasing than annoying, even when MIVEC switches to the high profile at 3500 rpm or when the needle plays tag with the 6500-rpm redline. Throughout the rev range, the engine demonstrates a smooth, effortless demeanor reminiscent of Honda's 2.4-liter four-cylinder. Animated interaction with the throttle becomes addictive.
A five-speed manual is the standard dance partner to the MIVEC motor, with a four-speed automatic as an option. The manual features a beefed-up clutch, a triple-cone synchronizer for second gear, and linkage borrowed from the Evo. Shift and clutch effort is light, making Mitsubishi's decision to offer only the automatic in the Sportback an apparent oversight. Mitsubishi says the five-speed could find its way into the wagon if demand warrants it.
The manual-equipped sedan we drove felt satisfyingly quick and seems a fitting player in the pocket-rocket league. Our best acceleration guesstimates are 0 to 60 in 7.5 seconds and the quarter-mile in 15.7, which would squeeze it right between the Focus and Protegé.
(continued)
Chassis upgrades from the O-Z Racing edition's standard catalog are extensive. Shock damping is up 150 percent in front and 85 percent in back, front spring rates are 20 percent stiffer, and the front anti-roll-bar rate is 17 percent higher. A three-point strut tower brace now resides above the engine and steering rack; the latter is retuned and loses its shimmy damper for less flex and better feedback. Brakes are discs all around, with 10.9-inch rotors up front, 10.3-inchers in back, and ABS is standard. Alloy wheels have grown from 15 to 16 inches in diameter and are fitted with V-rated 205/50R-16 Bridgestone Potenza RE92 rubber. Together, the results of these changes are immediately apparent—especially when the road curves and dips—creating a car with quick reflexes, a surprisingly compliant ride, and a lightness of movement similar to that in the SVT and Mazdaspeed. The Ralliart is an easy and fun car in which to toy with the limits of adhesion.
Changes in the cockpit include white-face gauges, faux-carbon-fiber trim on the dash, and supportive buckets pulled from the Japanese-market Evo GT-A. Options include side airbags, a sunroof, and a 315-watt Infinity sound system.
The Ralliarts are on sale as you read this, starting at about $18,000 for the sedan and $19,000 for the wagon. Wearing those reasonable price tags, Mitsubishi's new sport compacts should prove competitive, making quick work of the roughly 6500 Ralliart sedans and 6000 Sportbacks allocated for the first year.
Vehicle type: front-engine, front-wheel-drive, 5-passenger, 4-door sedan or 5-door wagon
Estimated base price: $18,000-$19,000
Engine type: SOHC 16-valve 4-in-line, iron block and aluminum head, port fuel injection
Displacement: 145 cu in, 2378cc
Power (SAE net): 162 bhp @ 5750 rpm
Torque (SAE net): 162 lb-ft @ 4000 rpm
Transmissions: 5-speed manual, 4-speed auto
Wheelbase: 102.4 in
Length/width/height: 180.5-181.3/66.8/53.7-57.1 in
Curb weight 2850-3050 lb
C/D-estimated performance (5-sp sedan):
Zero to 60 mph 7.5 sec
Zero to 100 mph: 21.3 sec
Standing 1/4-mile: 15.7 sec @ 89 mph
Projected fuel economy:
EPA city driving 22-23 mpg
EPA highway driving 28-29 mpg
| no me intereso leer to completo ,pero lo lei por encima y con to y eso ,no se comparan con los hondas ,o por lo menos eso es lo que pude enterder que tienen mas y corren menos!!!__________________
ise esta pequena ilustracion de la imformacion pasada y yo con mi poco conocimiento de la mecanica llege a una conclucion el tamano del motor el power y quizas el peso ,un honda con ese power no nesesita tanto desplasamiento ,osea que un motor 1.6 de honda v-tec tiene mas power y puede hacer mucho menos tiempo que eso con menos peso ,pero si lo pusieramos con los 2 con todas las caracteristicas similares ,creo que saldriamos alante,osea me explico el mismo peso el mismo tamano de motor y el mismo tipo de auto sedan 4 puertas o algo asi , y veamos cual tiene mas power y cual hace mejor tiempo
esto no viene al caso ,pero luis civic tiene menos power ,menos desplasamiento 1.6 y hace menos tiempo ,por que ,por ser tan liviano ,quizas un poco mas de peso y mejor pegada haria 14 medios!!!
si na power corre en los 13 con su motor hasta el moemnto de fabrica como me dice el y el motor es 1.6 ,donde esta el problema ,entonses por que los mivec ,no pueden hacer eso. . . .
Quote: | But whereas VTEC uses two distinct cam profiles, MIVEC uses three—a high-lift, high-speed profile and low- and mid-lift, low-speed profiles, which, according to Mitsubishi |
tienen mas y hacen menos !!! no entiendo el problema!!!!__________________
Quote: Originally posted by Ralliart+Oct 19 2003, 12:21 AM-->| QUOTE (Ralliart @ Oct 19 2003, 12:21 AM) | :lol: No es por ná panín pero ahí estás hablando incoherencias Mitsu no ha copiado ningun sistema de Honda o quien sabe, VTEC el mismo sistema Variable Timing que Honda copió de BMW, yo no vengo a tirar a aqui este post estuvo demás, pero panín ahí dijiste una incoherencia mi pana, a mi me gustan los Honda también pero el sistema variable timing solo es evolución de tecnología, se me cuidan y saludos! D [/b][/quote]
no panin!!el sistema de mitsu es basikamente el mismo q el v-tec,y honda lo tiro al mercado por el 88 en japon en los primeros b16.y es logiko q si mitsu tiro algo q es basikamente lo mismo q el vtec despues,pues se copiaron o no??y esto no es tiraera es la realidad.no estoy diciendo q mitsu es una marka mala.tienen par de motores buenos pero el mivec al igual q el sistema q nissan desarollo(si vino en los 300zx pero se lo kitaron rapido) ,parecen q no eran ,no se, confiables o algo asi, por q ni llego a los estados unidos esa tecnologia verdad?? :fino:__________________
OTRA COPIA MAS Y BARATA, DEL V-TEC
COMO QUIERA LE VOY A LOS B-16
EL CARRO MITSU ESTAN EL LOS COLOBOS CON , PERO NO COMO Q HABIAND DUDAS SI ERA 1.6 O 1.8 DE VERDAD NO SE NO LE PRESTE MUCHA ATENCION.
PERO EL DUENO DEL CARRO DIJO Q ERA 1.6 AHORA ME ACUERDO!!!
ESO DICE EL!!!!, SE LOS DIGO COMO ME LO VENDIERON
:bow: HONDA & ACURA IMAGE TEAM :bow:
ESPERO Q ESE MOTOR NO HAGA COMO LOS B16 Q ROMPEN PUNTOS!!!
ATT. MEL VICE-PRESIDENTE__________________
In 1993, the MIVEC (Mitsubishi Innovative Valve timing and lift Electronic Control) engine went into production. At that time, the MIVEC led its class in fuel economy at 16km/l in urban driving without sacrificing power. The key to the MIVEC engine's outstanding operating performance is the three mode regulated operation. Depending on driving conditions, the MIVEC system switches between low-speed, high-speed and MD (modulated displacement) modes. Modified cam and rocker profiles provide the most efficient operation possible in the first two modes. In MD mode, the MIVEC engine utilizes only two of its four cylinders, which reduces significantly the energy wasted due to pumping losses. In addition, power loss due to engine friction is also reduced. Advanced cylinder air flow control technology found in the MVV engine is incorporated in the MIVEC, improving combustion performance.
para el que dijo que los motores GDI eran una porqueria y que como no funciono no los estan utilizando mira esto panita y hasta el dia de hoy esos mismos carros utilizan esos motores GDI
GDI Engine Family
1.5-liter in-line 4-cylinder
Japan-produced models: Mirage Dingo, Lancer Cedia
1.8-liter in-line 4-cylinder
Japan-produced models: Galant, Legnum, Aspire, RVR, Pajero iO, Lancer Cedia
Europe-produced models: Carisma, Space Star
2.0-liter in-line 4-cylinder
Japan-produced models: Dion
2.4-liter in-line 4-cylinder
Japan-produced models: Chariot Grandis, RVR, Galant, Legnum
2.5-liter in-line 4-cylinder
Japan-produced models: Diamante
3.0-liter V6
Japan-produced models: Diamante
3.5-liter V6
Japan-produced models: Pajero, Challenger
4.5-liter V8
Japan-produced models: Pajero, Challenger, Proudia
The GDI delivers outstanding fuel economy and up to 20% less fuel consumption than comparable gasoline engines. This not only saves the consumers money at the gas pump, but it also offers a great deal from the environmental standpoint. 20% reduction in fuel consumption is a 20% savings of our natural resources. A 20% reduction also means that 20% less CO2, a main cause of global warming, is being produced. Other emissions, including NOx, SOx CO, hydrocarbons and particulates, are also much lower. The GDI also offers drivers more power and torque for greater driving pleasure. It runs smoothly and quietly, even at high speeds and provides rapid standing-start acceleration.
These excellent characteristics have won acclaim from governments, industry and the popular press in Japan and Europe.
In 1999, Mitsubishi introduced the GDI-SIGMA powertrain series. This advanced new series brings together the high-performance, environmentally friendly GDI engine and various peripheral technologies. The new GDI-SIGMA series technologies include GDI-CVT; Integrated Control of the GDI engine and CVT (continuously variable transmission), GDI-ASG; Indling stop system, GDI-HEV; Hybrid system, and GDI-GPT; High-response, low-consumption GDI turbocharger. These new technologies have been developed to maximize the benefits of the GDI engine by integrating these qualities with new drivetrain technology, auxiliary electric power equipment, new auxiliary equipment technology and performance-enhancing technology. In short, this marriage of technologies has resulted a in significant improvement of fuel economy, reduction of exhaust emissions and better overall performance in both inner-city, stop-and-go and highway operation.
y para el que dijo que los motores MIVEC (el motor 1.6 DOCH) "era una porqueria y lo que hacia era 15altos", te voy a oriental un poco mira esos motores los vendian como que traian 175HP pero en realidad era como 160-165hp porque cuando los tiraban al Dyno daban mucho menos de lo que se supone que traigan (175hp) que porque ayas visto que en una pagina de de VTEC hayan comparado los motores y ayan puesto el VTEC como mejor no me estraña (Asian VTEC Pueden entrar para que lo vean) busca en otras paginas y veras la realidad y te daras de cuanta que Mitsu con menos hacemos mas orientensen y no se encieren en un solo mundo
ah se me olvidaba ese motor MIVEC de la Mirage Cyborg hactivava el sistema 3 veces no 1 como el VTEC hactivava a las 5500rpm luego habira a las 6400rpm y por ultimo habria a alas 7300-75000rpm(no recuerdo bien) limitando a 9000rpm :lol:__________________
vamos hablar claro!!!!
aqui TODAS las marcas TODAS!!!
Lo q traen a Puerto Rico es la zaorria!!! la tierra!
Y todas por las leyes charras de USA y P.R.
me voy a mudar a japon y alemania!!!!
:lol: :lol: :lol:
antes q se me olvide:
HONDA & ACURA IMAGE TEAM # 1
ATT,MEL__________________
Quote: Originally posted by Karamaui@Oct 20 2003, 08:23 AM
In 1993, the MIVEC (Mitsubishi Innovative Valve timing and lift Electronic Control) engine went into production. At that time, the MIVEC led its class in fuel economy at 16km/l in urban driving without sacrificing power. The key to the MIVEC engine's outstanding operating performance is the three mode regulated operation. Depending on driving conditions, the MIVEC system switches between low-speed, high-speed and MD (modulated displacement) modes. Modified cam and rocker profiles provide the most efficient operation possible in the first two modes. In MD mode, the MIVEC engine utilizes only two of its four cylinders, which reduces significantly the energy wasted due to pumping losses. In addition, power loss due to engine friction is also reduced. Advanced cylinder air flow control technology found in the MVV engine is incorporated in the MIVEC, improving combustion performance.
para el que dijo que los motores GDI eran una porqueria y que como no funciono no los estan utilizando mira esto panita y hasta el dia de hoy esos mismos carros utilizan esos motores GDI
GDI Engine Family
1.5-liter in-line 4-cylinder
Japan-produced models: Mirage Dingo, Lancer Cedia
1.8-liter in-line 4-cylinder
Japan-produced models: Galant, Legnum, Aspire, RVR, Pajero iO, Lancer Cedia
Europe-produced models: Carisma, Space Star
2.0-liter in-line 4-cylinder
Japan-produced models: Dion
2.4-liter in-line 4-cylinder
Japan-produced models: Chariot Grandis, RVR, Galant, Legnum
2.5-liter in-line 4-cylinder
Japan-produced models: Diamante
3.0-liter V6
Japan-produced models: Diamante
3.5-liter V6
Japan-produced models: Pajero, Challenger
4.5-liter V8
Japan-produced models: Pajero, Challenger, Proudia
The GDI delivers outstanding fuel economy and up to 20% less fuel consumption than comparable gasoline engines. This not only saves the consumers money at the gas pump, but it also offers a great deal from the environmental standpoint. 20% reduction in fuel consumption is a 20% savings of our natural resources. A 20% reduction also means that 20% less CO2, a main cause of global warming, is being produced. Other emissions, including NOx, SOx CO, hydrocarbons and particulates, are also much lower. The GDI also offers drivers more power and torque for greater driving pleasure. It runs smoothly and quietly, even at high speeds and provides rapid standing-start acceleration.
These excellent characteristics have won acclaim from governments, industry and the popular press in Japan and Europe.
In 1999, Mitsubishi introduced the GDI-SIGMA powertrain series. This advanced new series brings together the high-performance, environmentally friendly GDI engine and various peripheral technologies. The new GDI-SIGMA series technologies include GDI-CVT; Integrated Control of the GDI engine and CVT (continuously variable transmission), GDI-ASG; Indling stop system, GDI-HEV; Hybrid system, and GDI-GPT; High-response, low-consumption GDI turbocharger. These new technologies have been developed to maximize the benefits of the GDI engine by integrating these qualities with new drivetrain technology, auxiliary electric power equipment, new auxiliary equipment technology and performance-enhancing technology. In short, this marriage of technologies has resulted a in significant improvement of fuel economy, reduction of exhaust emissions and better overall performance in both inner-city, stop-and-go and highway operation.
y para el que dijo que los motores MIVEC (el motor 1.6 DOCH) "era una porqueria y lo que hacia era 15altos", te voy a oriental un poco mira esos motores los vendian como que traian 175HP pero en realidad era como 160-165hp porque cuando los tiraban al Dyno daban mucho menos de lo que se supone que traigan (175hp) que porque ayas visto que en una pagina de de VTEC hayan comparado los motores y ayan puesto el VTEC como mejor no me estraña (Asian VTEC Pueden entrar para que lo vean) busca en otras paginas y veras la realidad y te daras de cuanta que Mitsu con menos hacemos mas orientensen y no se encieren en un solo mundo
ah se me olvidaba ese motor MIVEC de la Mirage Cyborg hactivava el sistema 3 veces no 1 como el VTEC hactivava a las 5500rpm luego habira a las 6400rpm y por ultimo habria a alas 7300-75000rpm(no recuerdo bien) limitando a 9000rpm :lol: | y dime con todo esto ,donde esta los hechos reales???el motor gdi es un motor muy bueno lo se por que ayude a montar uno ,con electromotive y par de cantos saco 135hp!! otra cosa es un motor muy bueno para economia y otras cosas ,pero buscame una historia racing estadisticas y competencias que ayan escrito algo bueno por encima de los hondas !!!!!! y te acepto en este mismo post que son mejores que los hondas.
Quote: | In short, this marriage of technologies has resulted a in significant improvement of fuel economy, reduction of exhaust emissions and better overall performance in both inner-city, stop-and-go and highway operation. |
motor economico ,y no pueden hacer que corra duro??? los motores hondas son l.e.v. y como quiera corren!!!!!! |
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