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A good walk through of the grille evolution in Mercedes for the past 120 years. I am particularly amazed by the very forward looking grille on the 1954 300SL, which make a come back only about 60 years later. Merc's front-end has gone a long way after 12 decades 1900 - 2016 1900 - EV Era The grille is the easiest way to discern a car's make. It serves as the face of the automobile, which gives it an identity amid the sea of automotive brands on the planet. But unlike the human face, vehicle grilles go younger with time, evolving and conforming to what the car needs and what is allowed beyond the limits of functionalities. That's exactly the case with Mercedes-Benz's grille. It has immensely evolved ever since Wilhelm Maybach fitted his invention, the honeycomb radiator, to the Mercedes 35 PS in 1900. The radiator grille was designed to solve the cooling problem of internal combustion engines then, but ultimately commenced the era of vehicle grilles. In 1931, the arrival of the Mercedes-Benz 170 changed everything. For the first time, the radiator was mounted behind the grille for protection, which was part of the vehicle's hood. This gave birth to the iconic chrome grille, which not only served as a protection for the radiator but also as an identifier, together with the three-pointed star emblem. From then on, Mercedes continued evolving the chrome grille for decades. In the 1950s, Merc introduced a new standalone grille design with the 300 SL "Gullwing" and the smaller 190 SL roadster. It's known internally as the "sports car face." The horizontal slats became a hallmark among subsequent Mercedes vehicles. In 2007, Mercedes started offering grille choices to customers depending on the trim level. They can either go classic (Classic and Elegance) or sporty (Avantgarde), which was offered in both C-Class and E-Class. With the electric vehicle era peeking around the corner, Mercedes-Benz grilles are here to stay but with a different function from the protective radiator cover in the past. Without the need for a radiator, the German marque moves on to a Black Panel grille for its EQ range, which serves as a perfect surface for hidden but indispensable sensors. Here are some of the grilles from the past... And the future. So which is your favorite?

10 Generations Of Honda Accord Show The Family Sedan's Evolution source: https://www.motor1.com/news/446925/honda-accord-evolution/ It all started back in 1976. About two years ago, a nifty set of renderings refreshed our memory about the Honda Civic’s timeline by revisiting all ten generations to show the remarkable evolution of the compact car. Fast forward to 2020, the same folks at Budget Direct Car Insurance have sent us a new batch depicting the Civic’s bigger brother – the Accord. First Generation (1976-1981) Much like the Civic, the larger Accord has also spawned a total of ten generations, with the original launched back in 1976. It initially came out as a three-door hatchback before the four-door sedan was introduced in 1979. Power came from a 1.6-liter with a respectable 68-hp output sent to the wheels via a five-speed manual. The sedan arrived with a beefier 1.8-liter and was also equipped with power steering. Second Generation (1981-1985) The first Japanese car assembled in the United States, the second-generation Accord was larger than its predecessor and had a substantially different look with boxy styling. It gained an optional four-speed automatic gearbox in 1983 and got its engine bumped in displacement from 1751cc to 1830cc to unlock 86 hp. More oomph was added in 1985 with the arrival of the Accord SEi and its fuel-injected engine pumping out 101 hp. Third Generation (1985-1989) Once again, the Accord received an increased footprint for its third iteration, which came along with a third body style in the form of a sleek coupe. It was mechanically superior to its predecessor, featuring a Honda-first double-wishbone suspension at both axles as well as a more aerodynamically friendly body. Honda increased the engine’s size furthermore, to a 2.0-liter unit with 98 hp on tap when carbureted or an optional 110 hp with fuel injection. Oh, did we mention it had pop-out headlights? Fourth Generation (1989-1993) With the risk of sounding like a broken record, the fourth-gen Accord was enlarged once more, fully qualifying for the midsize sedan status. Honda boosted the car’s practicality with the addition of a wagon that replaced the hatchback. A newly developed 2.2-liter engine was rated at a healthy 130 hp for the flagship EX model. There was even a sport mode for the four-speed automatic transmission, allowing the driver to choose gears manually. Sadly, it lost the nifty pop-out headlights. Fifth Generation (1993-1997) The fifth-gen Accord saw the addition of VTEC for the 2.2-liter engine and the sedan’s first V6, a 2.7-liter unit making 170 hp and 165 lb-ft (224 Nm). The versions equipped with the bigger engine had some design tweaks at the front to distinguish them from the four-pot models. Honda stretched the wheelbase for extra rear legroom and proposed a sportier design. Sixth Generation (1998-2002) No more wagon body style with the sixth-gen model, with only the coupe and sedan surviving. The two-door model was developed in North America and had a slightly shorter wheelbase than its four-door counterpart. Front airbags came as standard, with side airbags available at an additional cost. The base engine was a 2.3-liter with 135 hp, while an optional 3.0-liter V6 had 200 hp. Seventh Generation (2002-2008) For its seventh iteration, the Accord got more powerful engines across the range. Even the base four-cylinder unit now made 160 hp, while the 3.0-liter VTEC V6 pumped out 240 hp. Both got a little bit more power later in the life cycle when an electrified V6 was added with a combined output of 253 hp. The coupe allowed customers to order the V6 engine with a manual gearbox for the first time. Eighth Generation (2008-2012) Creating a greater visual differentiation between the sedan and coupe, Honda increased the Accord’s size yet again for the eighth generation. The V6 engine – now making 268 hp – was once again offered with a three-pedal setup. It was bumped to the fullsize car class by EPA, and spawned a hunchbacked Crosstour fastback for the 2010 model year for added practicality. The oddly shaped version was two inches wider than the sedan and added about 300 pounds (136 kilograms) of weight. Ninth Generation (2013-2017) Not necessarily a fully fledged next-generation car, the Accord Mk9 was more of a thorough refresh of its predecessor. The sedan gained a Sport variant with a standard six-speed manual and a little bit more power than the regular four-cylinder models, along with dual exhaust tips as well as bespoke wheels. Honda went back and forth with the hybrid version, which managed to get an EPA rating of 48 mpg thanks to its electrified four-cylinder engine. Tenth Generation (2017-Present) As for the current-generation Accord, the coupe has gone the way of the dodo together with the V6. The base 1.5-liter turbo engine is good for 192 hp while the larger 2.0-liter unit develops 252 hp, with a hybrid version also available with 212 hp. The electrified model does 48 mpg in the combined cycle. Even though it’s larger than the model it replaced, the tenth-generation model has shaved off 110 to 176 pounds (50 to 80 kilograms) depending on trim by making greater use of aluminum and ultra-high-strength steel.

Mitsubishi set to resurrect Lancer Evolution Source: https://www.motoring.com.au/mitsubishi-set-to-resurrect-lancer-evolution-119217/ Reborn Japanese hero to share its underpinnings with Renault Megane RS, according to fresh reports The Mitsubishi Lancer Evolution is set for a rebirth. British publication Autocar reports the cult-favourite Japanese sports car will be revived under the alliance between Mitsubishi and Renault. Continuing a rich history kicked off by the first-generation model in 1992, the Lancer Evolution XI is set to offer “supercar-beating acceleration together with the choice of either traditional four-door saloon or five-door hatchback bodystyles,” according to Autocar, which cites Japanese-based sources. The newcomer will reportedly share elements of its drivetrain with the next-generation Renault Megane RS, using a turbocharged 1.8-litre four-cylinder engine mated to a dual-clutch gearbox and an advanced Mitsubishi-developed S-AWC four-wheel drive system. Presently, the Megane RS engine makes 224kW and 420Nm in its most powerful Trophy-R trim similar outputs to the 226kW/414Nm Evolution X that was retired in 2015. However, the possible addition of electronic boosting in a 48V mild-hybrid system being developed for the Renault-Nissan-Mitsubishi alliance is likely to increase its reserves,” the article claims. The 11th generation of the four-wheel-drive Lancer Evolution has been conceived to sit on the CMF-C/D F4 platform developed within Renault-Nissan-Mitsubishi. The Evolution’s revival is reportedly part of Mitsubishi chairman Osamu Masuko’s plans to restore the Japanese car-maker’s famous performance status. Seventy-year-old Masuko is set to relinquish his position as Mitsubishi chief executive to Takao Kato. However, the Mitsubishi veteran will continue to lead the company in the position of chairman. Previous plans by Masuko to develop a successor to the Mitsubishi Lancer Evolution X were placed on hold following heavy losses at the company and its subsequent purchase by Nissan in 2016.

Fans of WRX, hope this summary bring back some fond memories of those days you are driving one. The Subaru Impreza isn't the most exciting model when it stands on its own. However, the addition of three letters – WRX – or six – WRX STI – changes the game, quickly becoming a formidable performance machine that takes full advantage of Subaru's all-wheel-drive expertise. But the car we have today is a far departure from the Impreza that Subaru introduced nearly 20 years ago. 1st Generation (1992-2000) the first-generation Impreza WRX and WRX STI are some of the most desirable models today. The stripped-down RA version took things to the extreme with no A/C, anti-lock brakes, or horn. In 1994, Subaru introduced the WRX STI, which took the WRX and further upgraded it. 2nd Generation (2000-2007) The second-generation Impreza introduced the controversial "Bug Eye" design while increasing the model's dimensions. The "New Age" Impreza design saw the coupe body style disappear, but it was also the generation that saw the WRX arrive in the US for the first time in 2002. The polarizing styling would go through two revisions before the third-generation model's debut. 2nd Generation (2004 Facelift) The first facelift attempted to rework the front-end design, eliminating the round "Bug Eye" design only to replace it with what'd be dubbed the "Blob Eye" design, which was an improvement. The WRX model also got a tweaked suspension for improved handling while other small changes were made inside. The 2004 design previewed the next-gen redesign that'd arrive just two years later. 2nd Generation (2006 Facelift) The second facelift, pulling from the automaker's aviation heritage, introduced the automaker's new corporate face. It was a substantial refresh with new headlights, a new grille, and a new bumper. Subaru fans nicknamed it the "Hawkeye" design. The updated model also saw Subaru replace the WRX's 2.0-liter engine for a larger 2.5-liter one while tweaking the chassis and brakes. 3rd Generation (2007-2014) The third-generation Impreza further refined the car's design, growing in size again over the outgoing model – it was wider and longer than before. The third-gen also saw Subaru replace the wagon with a five-door hatchback variant. The new WRX was mostly unchanged, carrying over the previous-gen model's engine with a few other changes inside and out. 4th Generation (2014-Present) The fourth-gen WRX marked a shift for the automaker, removing the WRX and WRX STI models from under the Impreza brand in the US. However, it still shares an overall shape with its former stablemate, though it wears a unique front end and rear quarters. Subaru also introduced the turbocharged 2.0-liter FA20F engine with the WRX. The fifth-gen model is expected to arrive in 2021 or 2022.

WAITING FOR EXPERT TO REVIEW THIS REPORT https://zenodo.org/record/4028830#.X2AhlS2p3jA If cannot access, likely kenna DDOS.

I would like to say hi to everyone in this forum and here is my previous evolution gsr tommi makkinen edition with beautiful carbon fiber bonnet right in front of the vehicle.Those ugly stickers have been removed completely outside from the whole part and repaint back to the red shade on the exterior but remain original paint inside there.Please check it out on the scans below and let me know what you think there.Thank you

Source: Mitsubishi Cars For 2004, Lancer Evolution buyers may opt for leather front Recaro® seats, and they may opt for a 315-watt Infinity® sound system, complete with subwoofer. A limited number of brave souls may also opt for the latest trim level, the Mitsubishi Lancer Evolution RS. If the lightweight, turbocharged, all-wheel-drive Lancer Evolution was not the right car for you, then the Lancer Evolution RS is even less right. But for racing purists, compact car tuners and hard-core driving enthusiasts, the best bang-for-the-buck sports sedan just got better. Thanks to numerous weight-saving measures, the Lancer Evolution RS tips the scales nearly 150 pounds lighter than the Lancer Evolution. Its featherweight status notwithstanding, the RS has also been blessed with quicker reflexes: a front helical-type limited slip differential and a rear crossbar help to improve the handling of one of the world's best-handling automobiles. "Lancer Evolution RS reflects the essence of high-performance value," said Finbarr O'Neill, co-chairman and chief executive officer of Mitsubishi Motors North America, Inc. (MMNA). "We've boiled the cost-per-thrill ratio down to its lowest conceivable point, providing tuners and racing enthusiasts with more of what they need, and less of what they don't." Less is More When the difference between winning and losing can be measured in tenths of a second, the difference between the 3,321-lb Lancer Evolution and the 3,175-lb Lancer Evolution RS becomes significant. To achieve a curb weight lower than the already-lean Lancer Evolution, the Lancer Evolution RS sheds several non-essential items. Most notable from outside, the RS is not bedecked with the Lancer Evolution's distinctive rear wing spoiler. The high-intensity discharge headlights also were deleted, as was the rear window wiper. Inside, RS drivers must make do without an air conditioning system or an AM/FM/CD audio system. There are no power mechanisms for the windows, locks, or side mirrors. Trunk compartment trim has been removed, as have vanity mirrors, rear assist grips, map lamps, and the parking brake lever's leather covering. An antilock brake system is not available. There are also fewer color choices; the Lancer Evolution RS is available in Rally Red or Weightless White. A Differential Difference The Lancer Evolution RS doesn't compromise performance, whether performance is defined as straight-ahead acceleration or exit speed out of an apex. Higher performance is achieved in part by lowering the vehicle's mass, but the RS is also better equipped to handle lateral motion, thanks to the addition of its front limited slip differential. This helical limited slip differential (LSD) takes the place of the Lancer Evolution's open front differential, giving the RS mechanical front and rear differentials that split power delivery between their respective left and right wheels, and a center differential that splits the power between front and rear. The front differential's helical design provides it with smooth operation and superior responsiveness. Small in both size and weight, the helical unit does not require special oil or additional maintenance. Helical-type limited-slip differentials offer several advantages over the clutch-type or viscous LSDs. Viscous limited-slip units tend to wear out after extended use, as their oil is heated and reheated until it degrades, rendering the unit ineffective. Clutch-type differentials provide good off-the-line traction, but the 50/50 stability that's beneficial in a straight line is not so desirable when a vehicle is turning. The helical-type limited slip provides better durability and performance when it's needed most: while turning. Unlike an open differential, which shifts power to the wheel with less grip, the helical LSD constantly shifts the bias toward the wheel that has more traction. Under straight-line acceleration, power remains evenly split between the front wheels. While cornering (e.g. accelerating out of a turn), the helical LSD directs power away from the inside wheel and toward the outside wheel, allowing the driver to begin accelerating earlier and exit the turn at a higher speed, without losing traction in the process. Performance is also improved on slippery mud or snow that's often encountered on isolated dirt roads, where the Lancer Evolution series spent much of its development. Curb Weight: 3175 lbs Layout: Front-Engine/AWD Transmission: 5-Speed Manual Engine Type: Turbocharged Inline-4 Displacement: 1997 cc Horsepower: 271 bhp @ 6500 rpm Torque: 273 lb-ft @ 3500 rpm Redline: 7000 rpm

btw, is there another local forum doing / having about the same online talks etc as MCF? MCF has evolved from a car forum to _______ ? from chats n tkss to still chats n tkss or ___________? but always tells the pains, truth, richness, etc and ________?

lol jus sharing bmw http://cllctr.com/image/cbf865003899f6d5ae930dd8b6e58280/576 mercedes http://cllctr.com/image/0b9670d3861bf0eb9f0fcf51a1fe40dd/312 audi http://cllctr.com/image/64f817aa66a4db93b02462afa2e08e1b/576 also the others like alfa romeo vw and the rest http://cllctr.com/view/6b096c14156c94890a9...906c8d3/related

Some say men started off as apes etc and became human beings along the way......... SGP drivers started off as proper drivers if I remember correctly, then evoloution kicked in and some of them become:- 1. No need signals before turning, or changing lane 2. See car in front signal to change lane, quickly speed up to close the gap so that he cant change 3. Road hog 4. Tailgate 5. .... the list goes on.. Today as I approached a junction, I saw an auntie driver waiting in lane 1 at traffic light (this lane can go either straight or turn right), she's the first in that lane. Experience told me better not wait behind her even though she didnt 'on' her right turn signal lights and lane 2 already had few cars queuing at the red light to go striaght. So I joined the queue in lane 2. Then another car came and didnt like the queue in lane 2 and waited behind her thinking she would go straight.... When the lights turned green...... she "on" her right turn signal lights!!! ...... the driver who were 'caught' by this "evolutioned" aunty driver LL ended up waiting..... These 'no-need or late' signal drivers must be trying to preserve the life span of their signal light bulbs....

Mistubishi

Anyone who has added this to their rides, please comment.... I am considering these and am a newbie in modding....

Hi I joined the forum to learn a bit more about cars. I bought a used Evo VIII from a dealer in Bangkok and a test revealed that it's got many problems. Now I want to try to get them fixed and learn a bit about it at the same time. Here is a list of all the issues. For a start maybe someone can comment on what the most important thing to fix would be, the most dangerous, etc .. Engine - damaged oil sump - deteriorated drive belt Fuel System - bent fuel pipe under - dent intercooler Exhaust system - deteriorated exhaust pipe mount rubber Suspension - deteriorated rear arm bush Chassis and body - dented front left door - dented front right door - dented rear left door - dented rear right door - fits poorly boot-trunk seal - fits poorly front right door adjust - general paint and body work poor condition - lose shape door trunk seal - missing under engine panel - repainted body - repaired A, B, C-pillar high - repaired body engine compartment - repaired front cross member lower upper - repaired front left fender high - repaired front right fender high - repaired rear left fender high - repaired rear right door high - repaired rear right fender high - repaired roof high - repaired trunk lid high - replace rear structure body - scrape / dent longitudation member Braking system - bent brake pipe under - parking brake retardation is below limit value Tires - missing spare wheel - nail stab rear right tire - scraped rim Electric System - broken combination light - defective battery - defective from wiper system - front and rear nozzle washers do not work - headlight direction not correct Transmission - oil leak from gearbox Interior - loose front console box - loose front left side panel cover plastic - loose rear left side panel cover plastic - missing rear safety belt - scratch front console

Anyone saw that special yellow boxy Merc with full bodykit (trying to be an Evo lookalike), GT wing, vented bonnet and VORTEX GENERATOR????!!!! I saw it twice but did not snap pics (unfortunately)!!! Hero!!!

http://www.supercars.net/PicFetch?pic=2003_mitsubishi_lancer_evo_viii_fq300-1.jpg http://www.supercars.net/PicFetch?pic=2003_mitsubishi_lancer_evo_viii_fq300-2.jpg Universally acclaimed for its raw power, exceptional handling and an emotionally spine-tingling driving experience, the new generation Mitsubishi Lancer Evolution VIII is about to hit the streets of Europe. In the last few months, Mitsubishi's motorsport and performance car division, Ralliart, has been moved in-house. Now part of the Mitsubishi Motors Corporation and Mitsubishi Motors Europe operation, Ralliart is to become a premium sub-brand. Mitsubishi Motors in the UK is the sole importer and supplier of official Ralliart products and accessories. Available in two specifications and with a top speed of 157mph, power output for the new Evo VIII is 276bhp as standard. However, for those customers who like a little more under the bonnet the FQ-300 performance package, developed in conjunction with the Mitsubishi World Rally Team, boosts power to in excess of 300bhp. The Mitsubishi Evolution series is all about continuous enhancement using performance technology and the new Evo VIII delivers on all counts. Improvements on its predecessor include the addition of Super AYC (Active Yaw Control) and a 6-speed close ratio gearbox; extensive improvements to and tuning of the engine, suspension and aerodynamics; a stiffer body and extensive reductions in weight. The result - the new Lancer Evolution VIII reaches new dimensions of on-road performance and driving exhilaration. Under the bonnet Beneath the Evo VIII's bonnet is Mitsubishi's latest version of the high-performance 4G63 2.0-litre intercooled turbocharged 4 cylinder, DOHC 16-valve engine that boasts unmatched levels of maturity and refinement. Producing 276 bhp in standard tune at 6,500rpm, whilst delivering a class-topping 289 lb ft of torque at 3,500rpm. By adopting a 6-speed close ratio gearbox, maximum response from the engine and transmission is retained throughout the broad powerband. For the Evo VIII, Mitsubishi has further developed its famous 4G63 type 2.0-litre engine by redesigning the turbocharger, increasing the capacity of the intercooler and redesigning the intake manifold to reduce air-flow resistance by 20%. A 3-nozzle intercooler jet system sprays water on to the front of the intercooler which helps cool the compressed air going through the intercooler providing more power under hard acceleration. Engine durability and reliability have also been improved by up-rating the aluminium pistons and forged steel con rods. These detail improvements result in an engine that combines competition-ready but street-friendly power with outstanding durability. The exhaust pipe has been straight-lined to reduce exhaust back pressure and a variable back pressure valve has been added to the main silencer to improve quietness at low engine speeds. The combined fuel consumption figure for the Evo VIII is 20.5 mpg and CO2 is 334 g/km. Top speed is restricted to 157 mph and the official factory 0-62mph time has been given as a 'conservative' 5.3 seconds. The FQ-300 performance package statistics have yet to be officially confirmed, but early indications point to power in excess of 300bhp, an equally impressive torque exceeding 300lb.ft. and a 0-62 time of 4.9 seconds. Mitsubishi's advanced 4WD system The Lancer Evolution VIII has a revised suspension system, slightly lower slung to get the centre of gravity lower. A revised ACD (Active Centre Differential) and rear limited slip differential are used in conjunction with the new Super AYC (Active Yaw Control). Debuting on Evo VIII, the new Super AYC realises significant performance improvements. After carefully calculating torque requirements under simulated race conditions, Super AYC has been developed to transfer twice the torque of the current AYC. The ability to transfer more torque between the rear wheels further reduces understeer while extending cornering limits (in-house skid-pad testing has shown that Super AYC extends Evo VIII's cornering limit by 10% over the current system). Super AYC also acts like a limited slip differential by increasing inside wheel traction in race circuit and other high speed cornering situations, thereby preventing the wheel slip that can occur with the current system due to its smaller torque transfer capacity. ACD enhances acceleration and straight line stability. An electronically controlled multi-layer hydraulic clutch replaces the conventional VCU as the differential limiter, controlling front/rear drive power distribution on the centre differential and switching from free to direct-link status to maintain its front/rear drive force setting of 50:50 distribution while matching the driving conditions. This achieves a tuned balance between handling response and drive performance of the highest level. In addition, the driver can switch between the 3-modes TARMAC, GRAVEL, or SNOW settings, while the car is moving, to optimise control and to match road conditions. A computer controls the new active centre differential (ACD) and super active yaw control (AYC) systems with the ACD maximising performance when accelerating out of a corner, and AYC supporting performance during cornering. This new integrated control system provides better overall stability and performance compared to systems that control ACD and AYC independently. Transmission The new generation Evo VIII is the first to be given a 6-speed manual transmission. The 6-speed close ratio gearbox has been developed in order to maximise extra torque generated by the revised 4G63 2.0-litre intercooled turbocharged 4 cylinder, DOHC 16-valve engine. The close ratio set up maximises engine performance throughout its entire range but with improved flexibility at low to medium speeds. Outside and in In keeping with its principles, exterior restyling has not been about simple cosmetic improvement. Reducing drag and lift, the Evo VIII's new exterior lines give it better high-speed straight line stability and handling through corners and features significant advances in aerodynamic and cooling performance. The new exterior incorporates the defining elements of Mitsubishi's new design identity. A significantly restyled and more aggressive front end is distinguished by its integral grille-front bumper, the centre of which has been extended 35mm forwards, and by its V-shaped nose. The bonnet is noticeably different with the addition of a large single air intake for the intercooler. New rear light clusters, a large carbonate rear spoiler and new 17-inch alloy wheels set the new model apart from those which have gone before. Recaro seats, Momo steering wheel and fully automatic air conditioning match luxury with performance. Story by Mitsubishi Motors Corporation UK

Somewhere in the distance

One hero white evoluton, cutting thru the lanes, speeding in excess of 100km/h pass shell and into the roundabout at serangoon gardens causing many vehicles to jam brake etc. Few minutes later, take corner after the pub area leading to worthing road, slam right into school gate. out walks a bleeding young kid no more than 25 whom imho looks beng with slightly long hair and looks in a daze. dunno drunk or disoriented. neighbours rush out to give aid. another evo gone. lucky he smash himself into a school. what if he killed another? i have seen racers but this was really hollywood movie style. damn hero. i admire his guts to smash an evo. happened slightly past 12.15 a.m. sorry, no pics.

Ya ... you read correctly.... WAGON Mit Evo Mivec Turbo 6 Speed Manual or 5 speed Auto (GT-A) [inline evowagon1.jpg] [inline evowagon2.jpg] [inline evowagon3.jpg] [inline evowagon4.jpg] [inline evowagon5.jpg] [inline evowagon6.jpg] [inline evowagon7.jpg]

hi anyone used before? there is no review in the net.

Michelin Tweels. [michelintweel] In 2005, Michelin unveiled their "Tweel" concept - a word made up of the combination of Tyre and Wheel. After decades of riding around on air-filled tyres, Michelin would like to convince us that there is a better way. They're working on a totally air-less tyre. Airless = puncture proof. The Tweel is the creation of Michelin's American technology centre - no doubt working with the sound of the Ford Explorer / Bridgestone Firestone lawsuit still ringing in their ears. The Tweel is a combined single-piece tyre and wheel combination, hence the name, though it actually begins as an assembly of four pieces bonded together: the hub, a polyurethane spoke section, a "shear band" surrounding the spokes, and the tread band - the rubber layer that wraps around the circumference and touches the road. The Tweel's hub functions just like your everyday wheel right now - a rigid attachment point to the axle. The polyurethane spokes are flexible to help absorb road impacts. These act sort of like the sidewall in a current tyre. But turn a tweel side-on and you can see right through it. The shear band surrounding the spokes effectively takes the place of the air pressure, distributing the load. Finally, the tread is similar in appearance to a conventional tyre. The image on the right is my own rendering based on the teeny tiny images I found from the Michelin press release. It gives you some idea what the new Tweel could look like. One of the basic shortcomings of a tyre filled with air is that the inflation pressure is distributed equally around the tire, both up and down (vertically) as well as side-to side (laterally). That property keeps the tire round, but it also means that raising the pressure to improve cornering - increasing lateral stiffness - also adds up-down stiffness, making the ride harsher. With the Tweel's injection-molded spokes, those characteristics are no longer linked. Only the spokes toward the bottom of the tyre at any point in its rotation are determining the grip / ride quality. Those spokes rotating around the top of the tyre are free to flex to full extension without affecting the grip or ride quality. The Tweel offers a number of benefits beyond the obvious attraction of being impervious to nails in the road. The tread will last two to three times as long as today's radial tires, Michelin says, and when it does wear thin it can be retreaded. For manufacturers, the Tweel offers an opportunity to reduce the number of parts, eliminating most of the 23 components of a typical new tire as well as the costly air-pressure monitors now required on all new vehicles in the United States. (See TPMS below). Another benefit? No spare wheels. That leaves more room for boot/trunk space, and reduces the carried weight in the vehicle. Reporters who took the change to drive an Audi A4 sedan equipped with Tweels early in 2005 complained of harsh vibration and an overly noisy ride. Michelin are well aware of these shortfalls - mostly due to vibration in the spoke system. (They admit they're in extremely-alpha-test mode.) Another problem is that the wheels transmit a lot more force and vibration into the cabin than regular tyres. A plus point though is cornering ability. Because of the rigidity of the spokes and the lack of a flexing sidewall, cornering grip, response and feel is excellent. There are other negatives: the flexibility, at this early stage, contributes to greater friction, though it is within 5% of that generated by a conventional radial tyre. And so far, the Tweel is no lighter than the tyre and wheel it replaces. Almost everything else about the Tweel is undetermined at this early stage of development, including serious matters like cost and frivolous questions like the possibilities of chrome-plating. Either way, it's a promising look into the future. Tweels are being tested out on the iBot - Dean Kamen's (the Segway inventor) new prototype wheelchair, and by the military. The military are interested because the Tweel is incredibly resistant to damage, even caused by explosions. Michelin hope to bring this technology to everyday road car use, construction equipment, and potentially even aircraft tyres.

Chance upon this link! http://page.auctions.shopping.yahoo.com/sg...33?aucview=0x13

Hi people, Need to check a few things with anyone out there who might have answers to ANY of these questions. 1. 16" Crono Evolution 4x100 ET? 6.5" or 7"? 6.2kg correct? 2. 16" Superlegs weight? ET? Thanks. Doing a general comparison. I've NO IDEA what's 5 kg or 6 kg like actually, I can only imagine the relative weight of one vs. another...

Sneak pics of Mitsubishi Evolution 8!!! Multiple votes allowed Comments anyone? I hate the front grille looks...prefer Evo7 grille...

Mitsubishi Motors motor sports subsidiary, MMSP, unveils the car that will spearhead its 2004 FIA World Rally Championship campaign, the Mitsubishi Lancer WRC04. A completely fresh design, the new car forms an integral part of a meticulously conceived long-term plan to build on MMSP