View allAll Photos Tagged Subframing
www.1001pallets.com/2016/09/adjustable-upholstered-pallet...
I love the inspiration I find on 1001pallets.com, So, I made an Adjustable Upholstered Pallet Lounge Chair. My simple design took about four hours and ten dollars. I wanted to make an adjustable lounger, but needed it to be a bit more comfortable, so I integrated the idea of upholstering instead of a removable cushion.
Here’s my Adjustable Upholstered Pallet Lounge Chair – the subframe:
First, I broke apart a single large pallet and used a couple of leftover pieces from another. I set the pallet stringers aside, as they will become the frame, and cleaned up the deck boards. I cut the two long stringers down to the length of the chair I wanted – but you can make it as long or short as you want. The stringers have the arches for the forklift, but I think that adds a crafter-feel to it.
With the remaining portions that I cut off, I turned them into legs by cutting them at slight angles. I mounted them to the insides of the stringers with long deck screws. Next, I cut two more pieces of stringer as braces to the front and back leg set to stabilize the legs and the horizontal frame pieces I dry-fit to check it but did NOT mount the two pieces together yet. Finally, I cut another scrap bit of wood as a lower brace to hold the legs from flexing out too far, checked for fit, and set it aside for now.
Adjustable Upholstered Pallet Lounge Chair – the backrest frame pivot and cross-supports:
The backrest doesn’t necessarily need the heavy stringer boards as support, but you do need something strong enough to support yourself safely so that 2x4 boards would work fine too. I cut two pieces long enough to make the seat back to the height I wanted, plus about five inches to create the hinge points and for rounding over at the ends. I sanded and rounded them over at both ends.
Next, I cut two pieces of leftover dowel rods. 1) The upper dowel rod (midway up the backrest) was cut to the external width of the backrest boards (or the inside width of the sub-frame so it’ll lay almost flat) plus about ½” extra on each end to be inserted into the bar adjuster arms. 2) The lower dowel rod needs to be cut wide enough to go through the backrest boards and into the subframe approximately ¾” on each side. Then I laid the pieces out on a table and checked for square, and marked where I needed to drill for the upper and lower holes. Allow enough extra at the lower holes for rounding, so it’s not too thin and then breaks.
Adjustable Upholstered Pallet Lounge Chair – Swinging support arm:
I cut a deck board piece in half lengthwise and then trimmed to the length I wanted by finding out how high up I wanted the chair to sit. This is based on where you mount it and how high up you want the chair to sit. I just held up the backrest and used a scrap board to prop it in place to check it, then took my measurements and cut the legs. Add a little bit of length because you’ll have to plan for mounting the board to the upper dowel – so you’ll be drilling holes part-way through the boards AND you’ll be rounding over the end, so it doesn’t bind up.
Adjustable Upholstered Pallet Lounge Chair –Drilling the holes:
Backrest boards: Drill both sets of holes all the way through and clean up the holes. You can use a hole saw bit set or a Forstner bit & drill press would make faster and more accurate work of it. The hole needs to be a big enough diameter to allow the dowel to slide easily through and not bind up so you can adjust the seat height with one hand.
Here's one way to drill a hole - a Forstner Bit. You can use a hole saw, but you'd have to chisel out the excess. This will leave a little centering drill hole, but it won't show.
Sub-frame boards: Drill a hole approximately ¾” deep on the INSIDE of the subframe, but don’t go all the way through. These holes will accommodate the dowel rod that will go through the backrest boards. It’ll allow the whole backrest to pivot without any hardware.
The swinging support arm (the U-shaped piece): Drill a hole approximately ½ to ¾” deep (depending on the thickness of your board). Don’t drill all the way through. The holes will stabilize the dowel, but will also help capture it to keep it in place.
Adjustable Upholstered Pallet Lounge Chair – the backrest frame assembly part 1:
I laid out the backrest and got it square/straight. Next, I slid the dowel rods through the backrest holes. I applied a bit of PVA glue into the inside holes of the swinging arm support (the U-shaped piece) but was sparing with it. Then I pre-drilled and secured the swinging arm support to the dowel rod. Now you can insert the lower dowel rod through the backrest supports and into the sub-frame.
Adjustable Upholstered Pallet Lounge Chair – the backrest frame assembly part 2:
Install the cross-braces to the sub-frame and the front and back legs. Add the lower, thinner cross-braces to the legs to keep them from flexing in or out. Double-check that your backrest pivots the way you want. If everything is good, do a final tightening.
Adjustable Upholstered Pallet Lounge Chair –Backrest stops and a spring:
To set the backrest stops, hold the backrest up and move the swinging arm support out to try it. Mark it with a pencil and use scrap pieces to create a stop. Screw to the tops of the subframe rails. Repeat this, however, many times you want. You can glue them in place and secure them with fasteners too. I added a metal bracket with a loop attached (like a drawer pull) for a place to hook the spring. The spring was mounted to the sub-frame cross-brace. I did this so that when I move the chair I can turn it on the side and the backrest won’t flop around. This is optional but suggested if you move the chair a lot.
Adjustable Upholstered Pallet Lounge Chair – Topping it off:
Now, for the fun and fast part – covering the seat and seat back. I measured and cut my boards to the width I wanted. You could use a jig for your chop saw if you chose. If you have a larger table saw setup, you can set your fence to the width you want. Cut all your pieces and install them after pre-drilling. Secure with fasteners.
Adjustable Upholstered Pallet Lounge Chair – Upholstery:
I used foam pieces – about 3” thick and trimmed them to the width of the seat and backrests. Next, I also cut a piece to fit in between the backrest and seat This filled the big gap. I trimmed the thick vinyl (or use whatever you want) to cover the foam, plus enough to secure on the backs with a staple gun. You can pre-glue or not. Finally, I covered it all and secured it in place with staples. I added a headrest pillow by applying a second layer of foam and covered it. Now I have a comfy, Adjustable Upholstered Pallet Lounge Chair.
Here's my chair, not upholstered yet, but fully assembled and in an upright position.
Here's a side-view and a better shot of the chair, fully assembled, with the deck boards installed. I have it in the fully upright position, You can see the gap that I will fill later with the upholstery.
Finished project - with upholstery installed.
With this version Toyota took a big leap in the direction of a more serious high-performance car. Again using subframe, suspension,and drivetrain assemblies from the Z30 Soarer (Lexus SC300/400), test model pre-production started in December 1992 with 20 models, and official mass production began in April 1993. The new Supra was completely redesigned, with rounded body styling and featured two new engines: a naturally aspirated Toyota 2JZ-GE producing 220 hp (164 kW; 223 PS) at 5800 rpm and 210 lb·ft (280 N·m) at 4800 rpm of torque and a twin turbocharged Toyota 2JZ-GTE making 276 hp (206 kW; 280 PS) and 318 lb·ft (431 N·m) of torque for the Japanese version. The styling, while modern, does seem to borrow some elements from Toyota's first grand touring sports car, the Toyota 2000GT. For the export model (America/Europe) Toyota upgraded the Supra turbo's engine (smaller, steel wheeled turbochargers, bigger fuel injectors, etc.). This increased the power output to 320 hp (239 kW; 324 PS) at 5600 rpm and 315 lb·ft (427 N·m) at 4000 rpm. (326hp / 325lbft for Europe)
The turbocharged variant could achieve 0–60 mph in as low as 4.6 seconds and 1/4 mile (402 m) in 13.1 seconds at 109 mph (175 km/h). The turbo version was tested to reach over 285 km/h (177 mph), but the cars are restricted to just 180 km/h (112 mph) in Japan and 250 km/h (155 mph) elsewhere. European versions of the car also had an air intake or scoop on the hood. Drag coefficient is 0.31 for the naturally aspirated models and 0.32 for the turbo models but unknown with the rear spoiler.
The twin turbos operated in sequential mode, not parallel. Initially, all of the exhaust is routed to the first turbine for reduced lag. This resulted in boost and enhanced torque as early as 1800 rpm, where it already produced 300 lb·ft (410 N·m) of torque. At 3500 rpm, some of the exhaust is routed to the second turbine for a "pre-boost" mode, although none of the compressor output is used by the engine at this point. At 4000 rpm, the second turbo's output is used to augment the first turbo's output. Compared to the parallel mode, sequential mode turbos provide quicker low RPM response and increased high RPM boost. This high RPM boost was also aided with technology originally present in the 7M-GE in the form of the Acoustic Control Induction System (ACIS) which is a way of managing the air compression pulses within the intake piping as to increase power.
For this generation, the Supra received a new 6-speed Getrag/Toyota V160 gearbox on the turbo models while the naturally aspirated models made do with a 5-speed manual W58, revised from the previous version. Each model was offered with a 4-speed automatic with manual shifting mode. Turbo models were equipped with larger brakes and tires (Unless you were in Japan where these were an optional extra). All vehicles were equipped with 5-spoke aluminium alloy wheels and a space saver spare tire on a steel wheel to save weight and space.
Toyota took measures to reduce the weight of this new model. Aluminium was used for the hood, targa top (when fitted), front crossmember, oil and transmission pans, and the suspension upper A-arms. Other measures included hollow carpet fibers, magnesium-alloy steering wheel, plastic gas tank and lid, gas injected rear spoiler, and a single pipe exhaust. Despite having more features such as dual airbags, traction control, larger brakes, wheels, tires, and an additional turbo, the car was at least 200 lb (91 kg) lighter than its predecessor. The base model with a manual transmission had a curb weight of 3,210 lb (1,460 kg). The Sport Roof added 40 lb (18 kg) while the automatic transmission added 55 lb (25 kg). It had a 51:49 (front:rear) weight distribution. The turbo model weighed 3,450 lb (1,560 kg) for the manual, automatic added another 10 lb (4.5 kg). Weight distribution was 53% front/47% rear. The Supra was heavier than the spartan Mazda RX-7 and all aluminium bodied Acura/Honda NSX, but it was lighter than the Nissan 300ZX and Mitsubishi 3000GT VR-4.
For the 1996 model year in the US, the turbo model was only available with the automatic transmission owing to OBD-II certification requirements. The targa roof was also made standard on all turbo models. For 1997, manual transmission returned for the optional engine along with a redesign of the tail lights, headlights, front fascia, chromed wheels, and other minor changes such as the radio and steering wheel designs. All 1997 models included badges indicating "Limited Edition 15th Anniversary". All turbo models came standard with the rear spoiler. For 1998, updates were a 3-spoke steering wheel and redesigned radio. In Japan, the turbo engines were installed with VVT-i. The SZ-R model was also updated with the introduction of a six-speed Getrag V161 transmission, the same used for the twin-turbo RZ models.
The stock A80 Supra chassis has also proven an effective platform for roadracing, with several top 20 and top 10 One Lap Of America finishes in the SSGT1 class. Despite its curb weight, in 1994 the A80 managed remarkable skidpad ratings of 0.95 lateral g's (200 ft) and 0.98 lateral g's (300 ft) Supra also featured a four-sensor four-channel track tuned ABS system with yaw control whereby each caliper is sensored and the brakes are controlled individually according to the speed, angle, and pitch of the approaching corner. This unique Formula One-inspired braking system allowed the Supra Turbo to record a 70 mph (113 km/h) -0 braking distance of 149 ft (45 m), the best braking performance of any production car tested in 1997 by Car and Driver magazine. This record was finally broken in 2004 by a Porsche Carrera GT, which does it in 145 ft (44 m) .
The US and UK market Supra featured bigger injectors, steel turbines and bigger inlet cam and had emissions in the range of 259 g/km CO2 despite the addition of Exhaust Gas Recirculation (EGR). The Japanese market Supra had CO2 emissions in the range of 224 g/km.
By the late 90s, sales of all sporty coupes were declining in North America, so the Supra was withdrawn from the Canadian market in 1996 and the US in 1998. The Turbo was not available in 1998 in California Air Resources Board (CARB) states. Production continued in Japan until August 2002, ceasing owing to restrictive emission standards.
[Text from Wikipedia]
en.wikipedia.org/wiki/Toyota_Supra
This miniland-scale Lego Toyota Supra A80 Coupe has been created for Flickr LUGNuts' 92nd Build Challenge, - "Stuck in the 90's", - all about vehicles from the decade of the 1990s.
30x120 second subframes.
Total exposure 60 minutes.
Imaging:
Skywatcher Evostar 150,
QHY163C
Guiding:
190mm focal length finder-guider,
Orion SSAG.
All on
Skywatcher HEQ5 Pro
Captured using SharpCap. Guided using PHD2.
Stacked and processed in DSS, Fitswork and Gimp
10th August 2017
Cambridge, UK
With the fourth generation of the Supra, Toyota took a big leap in the direction of a more serious high performance car. Again using subframe, suspension and drivetrain assemblies from the Z30 Soarer (Lexus SC300/400), test model pre-production started in December 1992 with 20 models, and official mass production began in April 1993.[12] The new Supra was completely redesigned, with rounded body styling and featured two new engines: a naturally aspirated 2JZ-GE producing 220 hp (164 kW; 223 PS) at 5800 rpm and 210 ft·lb (280 N·m) at 4800 rpm of torque and a twin turbocharged 2JZ-GTE making 276 hp (206 kW; 280 PS) and 318 ft·lb (431 N·m) of torque for the Japanese version. For the export model (America/Europe) Toyota upgraded the Supra turbo's engine (smaller, steel wheeled turbochargers, bigger fuel injectors, etc.). This increased the power output to 320 hp (239 kW; 324 PS) at 5600 rpm and 315 ft·lb (427 N·m) at 4000 rpm. The turbocharged variant could achieve 0–60 mph in as low as 4.6 seconds and 1/4 mile (402 m) in 13.1 seconds at 109 mph (175 km/h)[2]. The turbo version was tested to reach over 280 km/h (174 mph) all-stock, but the cars are restricted to just 180 km/h (112 mph) in Japan and 250 km/h (155 mph) elsewhere. European versions also had an air intake on the bonnet (hood). Drag coefficient is .31 for the naturally aspirated models and .32 for the turbo models and N/A's with the rear spoiler.
The MKIV Supra's twin turbos operated in sequential mode instead of the more common parallel mode. The sequential setup featured a pair of CT-12b turbos (for the usdm market, JDM market was CT20/Ct20A with variations- some are ceramic- notorious, some are not. For UK and USDM market steel blades (CT-12b).
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This is what a raw, unprocessed subframe looks like coming straight out of the camera. The contrast is low, the grain (pixellation) is high, details are not readily visible, and all in all its an underwhelming photo.
When multiple, successively photographed identical frames are stacked together to reduce the noise, and when the assembled image is processed in a program such as Photoshop, the resulting final image is of much higher quality:
www.flickr.com/photos/97587627@N06/37170489732
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M27, or the Dumbbell Nebula, is cloud of ionized gas 2.5 light-years across and approximately 1,200 light-years away towards the constellation Vulpecula, the Fox.
Telescope: TMB 152/1200
Mount: Astro-Physics 1200GTO
Camera: SBIG ST-2000XM, cooled to -10C
Filters: Astrodon LRGB
Image Acquisition: CCDSoft v5.00.192
Image Processing: CCDSoft v5.00.192, Registar v1.0.7, Photoshop CS4
Subframes:
Luminance - 60 minutes (10 x 6 min), binned 1x1
RGB - 24 minutes each (4 x 6 min), binned 2x2
Darks - 16 x 6 min binned 1x1 and 16 x 6 min binned 2x2
Specifications
Engine
• VR-series twin-turbocharged 3.8-liter V6.
• 480 hp @ 6,800 rpm. 430 lb-ft torque @ 3,200–5,200 rpm.
• Dual overhead camshafts with variable intake-valve timing.
• Cast aluminum cylinder block with high-endurance/low-friction plasma-sprayed bores.
• IHI twin turbochargers, one per cylinder bank.
• Pressurized lubrication system with thermostatically controlled cooling.
Drivetrain
• ATTESA ET-S All-Wheel Drive (AWD) with independent rear-mounted transaxle integrating transmission, differential and AWD transfer case.
• Rigid, lightweight carbon-composite driveshaft between engine and transaxle.
• Electronic traction control plus 1.5-way mechanically locking rear differential.
• Vehicle Dynamics Control (VDC-R) with three driver-selectable settings: Normal (for daily driving, controls brakes and engine output), R-Mode (for ultimate performance, utilizes AWD torque distribution for additional vehicle stability) and Off (driver does not want the help of the system).
• Hill Start Assist prevents rollback when starting on an incline.
DisclaimerVDC-R cannot prevent accidents due to abrupt steering, carelessness, or dangerous driving techniques. Always drive safely.
Transmission
• 6-speed Dual Clutch Transmission with three driver-selectable modes: Normal (for maximum smoothness and efficiency), Snow (for gentler starting and shifting on slippery surfaces), and R mode (for maximum performance with fastest shifts).
• Fully automatic shifting or full sequential manual control via gearshift or steering wheel-mounted paddle shifters.
• Dual clutch design changes gears in less than 0.5 second (0.2 second in R mode).
• Downshift Rev Matching (DRM).
• Predictive pre-shift control (in R mode) based on throttle position, vehicle speed, braking and other information.
Wheels and Tires
• 20 x 9.5" (front) and 20 x 10.5" (rear) super-lightweight forged-aluminum wheels with Gunmetal Gray finish.
• Exclusively developed nitrogen-filled Bridgestone® RE070A high-capacity run-flat summer tires, 255/40R20 front and 285/35R20 rear.
• Tire Pressure Monitoring System (TPMS).
• Optional exclusively developed nitrogen-filled Dunlop® run-flat all-season tires, 255/40R20 front and 285/35R20 rear (includes Bright Silver wheels).
Brakes
• Brembo® 4-wheel disc brakes with 4-wheel Antilock Braking System (ABS), Brake Assist, Electronic Brakeforce Distribution and Preview Braking.
• Two-piece floating-rotor 15-inch front and rear discs with diamond-pattern internal ventilation.
• 6-piston front/4-piston rear monoblock calipers.
Steering
• Rack-and-pinion steering with vehicle-speed-sensitive power assist.
• 2.6 steering-wheel turns lock-to-lock.
Suspension
• 4-wheel independent suspension with Bilstein® DampTronic system with three driver-selectable modes: Normal/Sport (for automatic electronic control of damping), Comfort (for maximum ride comfort), and R mode (engages maximum damping rate for high-performance cornering).
• Electronically controlled variable-rate shock absorbers. High-accuracy progressive-rate coil springs.
• Front double-wishbone/rear multi-link configuration with aluminum members and rigid aluminum subframes.
• Hollow front and rear stabilizer bars.
Body/Chassis
• Exclusive Premium Midship platform with jig-welded hybrid unibody.
• Aluminum hood, trunk and door skins. Die-cast aluminum door structures.
• Carbon-reinforced front crossmember/radiator support.
Back to Top
Standard Features
Exterior
• Wide-beam headlights with High Intensity Discharge (HID) low beams.
• LED taillights and brake lights.
• Dual heated power mirrors.
• Flush-mounted aluminum door handles.
• Body-color rear spoiler with integrated center high-mounted stop light.
• UV-reducing tinted glass.
Audio/Navigation/Performance Monitor
• Digital Bose® audio system with AM/FM/in-dash 6-CD changer and 11 speakers including dual subwoofers.
• HDD Music Box system, including hard drive with 9.4 GB for audio storage.
• MP3, WMA and DVD audio capable. In-dash Compact Flash card reader.
• HDD-based GPS navigation with touch screen.
• Driver-configurable performance monitor, developed with Sony® Polyphony, with graphical readouts of vehicle data and driving data displayed on a total of 11 screens.
• 7-inch WVGA high-resolution color-LCD display for audio, navigation and performance monitor.
Interior
• Automatic Temperature Control (ATC).
• Electronic analog instrument cluster with multi-function trip computer and digital gear indicator.
• Power front windows with one-touch auto-up/down feature.
• Intelligent Key system with pushbutton start. Power door locks.
• Cruise control.
• Tilt/telescoping steering column.
• Bluetooth® Hands-free phone system with voice recognition.
Seating/Appointments
• Leather upholstered front seats with perforated Alcantara inserts.
• 8-way power front seats with entry/exit switch for rear-seat passengers.
• Driver-shaped bucket seat.
• Dual individual rear seats.
• Heated front seats.
• Leather-wrapped steering wheel and shift knob.
• Drilled aluminum pedals.
Safety/Security
• Nissan Advanced Air Bag System (AABS) with dual-stage supplemental front air bags, seat belt sensors and occupant-classification sensor.
• Driver and front-passenger side-impact supplemental air bags and roof-mounted curtain supplemental air bags.
• Front seat belts with pretensioners and load limiters.
• Nissan Vehicle Immobilizer System.
• Vehicle Security System.
With this version Toyota took a big leap in the direction of a more serious high-performance car. Again using subframe, suspension,and drivetrain assemblies from the Z30 Soarer (Lexus SC300/400), test model pre-production started in December 1992 with 20 models, and official mass production began in April 1993. The new Supra was completely redesigned, with rounded body styling and featured two new engines: a naturally aspirated Toyota 2JZ-GE producing 220 hp (164 kW; 223 PS) at 5800 rpm and 210 lb·ft (280 N·m) at 4800 rpm of torque and a twin turbocharged Toyota 2JZ-GTE making 276 hp (206 kW; 280 PS) and 318 lb·ft (431 N·m) of torque for the Japanese version. The styling, while modern, does seem to borrow some elements from Toyota's first grand touring sports car, the Toyota 2000GT. For the export model (America/Europe) Toyota upgraded the Supra turbo's engine (smaller, steel wheeled turbochargers, bigger fuel injectors, etc.). This increased the power output to 320 hp (239 kW; 324 PS) at 5600 rpm and 315 lb·ft (427 N·m) at 4000 rpm. (326hp / 325lbft for Europe)
The turbocharged variant could achieve 0–60 mph in as low as 4.6 seconds and 1/4 mile (402 m) in 13.1 seconds at 109 mph (175 km/h). The turbo version was tested to reach over 285 km/h (177 mph), but the cars are restricted to just 180 km/h (112 mph) in Japan and 250 km/h (155 mph) elsewhere. European versions of the car also had an air intake or scoop on the hood. Drag coefficient is 0.31 for the naturally aspirated models and 0.32 for the turbo models but unknown with the rear spoiler.
The twin turbos operated in sequential mode, not parallel. Initially, all of the exhaust is routed to the first turbine for reduced lag. This resulted in boost and enhanced torque as early as 1800 rpm, where it already produced 300 lb·ft (410 N·m) of torque. At 3500 rpm, some of the exhaust is routed to the second turbine for a "pre-boost" mode, although none of the compressor output is used by the engine at this point. At 4000 rpm, the second turbo's output is used to augment the first turbo's output. Compared to the parallel mode, sequential mode turbos provide quicker low RPM response and increased high RPM boost. This high RPM boost was also aided with technology originally present in the 7M-GE in the form of the Acoustic Control Induction System (ACIS) which is a way of managing the air compression pulses within the intake piping as to increase power.
For this generation, the Supra received a new 6-speed Getrag/Toyota V160 gearbox on the turbo models while the naturally aspirated models made do with a 5-speed manual W58, revised from the previous version. Each model was offered with a 4-speed automatic with manual shifting mode. Turbo models were equipped with larger brakes and tires (Unless you were in Japan where these were an optional extra). All vehicles were equipped with 5-spoke aluminium alloy wheels and a space saver spare tire on a steel wheel to save weight and space.
Toyota took measures to reduce the weight of this new model. Aluminium was used for the hood, targa top (when fitted), front crossmember, oil and transmission pans, and the suspension upper A-arms. Other measures included hollow carpet fibers, magnesium-alloy steering wheel, plastic gas tank and lid, gas injected rear spoiler, and a single pipe exhaust. Despite having more features such as dual airbags, traction control, larger brakes, wheels, tires, and an additional turbo, the car was at least 200 lb (91 kg) lighter than its predecessor. The base model with a manual transmission had a curb weight of 3,210 lb (1,460 kg). The Sport Roof added 40 lb (18 kg) while the automatic transmission added 55 lb (25 kg). It had a 51:49 (front:rear) weight distribution. The turbo model weighed 3,450 lb (1,560 kg) for the manual, automatic added another 10 lb (4.5 kg). Weight distribution was 53% front/47% rear. The Supra was heavier than the spartan Mazda RX-7 and all aluminium bodied Acura/Honda NSX, but it was lighter than the Nissan 300ZX and Mitsubishi 3000GT VR-4.
For the 1996 model year in the US, the turbo model was only available with the automatic transmission owing to OBD-II certification requirements. The targa roof was also made standard on all turbo models. For 1997, manual transmission returned for the optional engine along with a redesign of the tail lights, headlights, front fascia, chromed wheels, and other minor changes such as the radio and steering wheel designs. All 1997 models included badges indicating "Limited Edition 15th Anniversary". All turbo models came standard with the rear spoiler. For 1998, updates were a 3-spoke steering wheel and redesigned radio. In Japan, the turbo engines were installed with VVT-i. The SZ-R model was also updated with the introduction of a six-speed Getrag V161 transmission, the same used for the twin-turbo RZ models.
The stock A80 Supra chassis has also proven an effective platform for roadracing, with several top 20 and top 10 One Lap Of America finishes in the SSGT1 class. Despite its curb weight, in 1994 the A80 managed remarkable skidpad ratings of 0.95 lateral g's (200 ft) and 0.98 lateral g's (300 ft) Supra also featured a four-sensor four-channel track tuned ABS system with yaw control whereby each caliper is sensored and the brakes are controlled individually according to the speed, angle, and pitch of the approaching corner. This unique Formula One-inspired braking system allowed the Supra Turbo to record a 70 mph (113 km/h) -0 braking distance of 149 ft (45 m), the best braking performance of any production car tested in 1997 by Car and Driver magazine. This record was finally broken in 2004 by a Porsche Carrera GT, which does it in 145 ft (44 m) .
The US and UK market Supra featured bigger injectors, steel turbines and bigger inlet cam and had emissions in the range of 259 g/km CO2 despite the addition of Exhaust Gas Recirculation (EGR). The Japanese market Supra had CO2 emissions in the range of 224 g/km.
By the late 90s, sales of all sporty coupes were declining in North America, so the Supra was withdrawn from the Canadian market in 1996 and the US in 1998. The Turbo was not available in 1998 in California Air Resources Board (CARB) states. Production continued in Japan until August 2002, ceasing owing to restrictive emission standards.
[Text from Wikipedia]
en.wikipedia.org/wiki/Toyota_Supra
This miniland-scale Lego Toyota Supra A80 Coupe has been created for Flickr LUGNuts' 92nd Build Challenge, - "Stuck in the 90's", - all about vehicles from the decade of the 1990s.
Captured 2 Dec 2021, 22:58 hrs ET, Springfield, VA, USA. Bortle 7 skies, Stellarvue SV80/9D doublet achromat refractor at f/9.38 (eff. fl 750mm), Orion Atlas AZ/EQ-G Pro mount. Mallincam DS10C camera, bin 1, exposure 8 seconds, gain 20, live stack of 20 subframes, dark frames subtracted. Optolong LeNhance filter.
Clouds: partly cloudy
Seeing: good
Transparency: good
Moon phase: 4%
FOV: 78.4 x 58.8 arcmin before cropping.
Resolution: 1.27 arcsec/pixel.
Orientation: Up is West.
Appearance: Brilliant pale-orange star. Magnitude +0.08.
Splitting Capella: The primary pair (Capella Aa and Ab) appear very close together, separation 0.06 arsec, and were not resolved in this image. Splitting Capella A would require aperture on the order of 80 inches or more! The second pair (Capella H and L) are separated from A by 12 arcsec, well within the capability of this equipment (Dawes limit 1.45 arcsec, image scale 1.3 arcsec/px) if used with an occulting bar.
Notes on image artifacts: The eight spikes appearing to radiate from the center of the star are visually appealing, and appear in images of other very bright stars via this camera and my SCT. I do not have a reasonable explanation (in the absence of a vaned secondary mirror holder) for it. The halo around the star is slightly off-center from the star (likely collimation error or mild sensor tilt) -- try aligning star to exact center of FOV during capture.
From Wikipedia:
Capella, designated α Aurigae (Latinised to Alpha Aurigae, abbreviated Alpha Aur, α Aur), is the brightest star in the constellation of Auriga, the sixth-brightest star in the night sky, and the third-brightest in the northern celestial hemisphere after Arcturus and Vega. A prominent object in the northern winter sky, it is circumpolar to observers north of 44°N. Its name meaning "little goat" in Latin, Capella depicted the goat Amalthea that suckled Zeus in classical mythology. Capella is relatively close, at 42.9 light-years (13.2 pc) from the Sun. It is one of the brightest X-ray sources in the sky, thought to come primarily from the corona of Capella Aa.
Although it appears to be a single star to the naked eye, Capella is actually a quadruple star system organized in two binary pairs, made up of the stars Capella Aa, Capella Ab, Capella H and Capella L. The primary pair, Capella Aa and Capella Ab, are two bright-yellow giant stars, both of which are around 2.5 times as massive as the Sun. The secondary pair, Capella H and Capella L, are around 10,000 astronomical units (AU) from the first and are two faint, small and relatively cool red dwarfs. Capella Aa and Capella Ab have exhausted their core hydrogen, and cooled and expanded, moving off the main sequence. They are in a very tight circular orbit about 0.74 AU apart, and orbit each other every 104 days. Capella Aa is the cooler and more luminous of the two with spectral class K0III; it is 78.7 ± 4.2 times the Sun's luminosity and 11.98 ± 0.57 times its radius. An aging red clump star, it is fusing helium to carbon and oxygen in its core. Capella Ab is slightly smaller and hotter and of spectral class G1III; it is 72.7 ± 3.6 times as luminous as the Sun and 8.83 ± 0.33 times its radius. It is in the Hertzsprung gap, corresponding to a brief subgiant evolutionary phase as it expands and cools to become a red giant. Several other stars in the same visual field have been catalogued as companions but are physically unrelated.
α Aurigae (Latinised to Alpha Aurigae) is the star system's Bayer designation. It also has the Flamsteed designation 13 Aurigae. It is listed in several multiple star catalogues as ADS 3841, CCDM J05168+4559, and WDS J05167+4600. As a relatively nearby star system, Capella is listed in the Gliese-Jahreiss Catalogue with designations GJ 194 for the bright pair of giants and GJ 195 for the faint pair of red dwarfs.
The traditional name Capella is Latin for (small) female goat; the alternative name Capra was more commonly used in classical times. In 2016, the International Astronomical Union organized a Working Group on Star Names (WGSN) to catalogue and standardize proper names for stars. The WGSN's first bulletin of July 2016 included a table of the first two batches of names approved by the WGSN; which included Capella for this star. It is now so entered in the IAU Catalog of Star Names. The catalogue of star names lists Capella as applying to the star α Aurigae Aa.
Capella was the brightest star in the night sky from 210,000 years ago to 160,000 years ago, at about −1.8 in apparent magnitude. At −1.1, Aldebaran was brightest before this period; it and Capella were situated rather close to each other in the sky and approximated boreal pole stars at the time.
Capella is thought to be mentioned in an Akkadian inscription dating to the 20th century BC. Its goat-associated symbolism dates back to Mesopotamia as a constellation called "GAM", "Gamlum" or "MUL.GAM" in the 7th-century BC document MUL.APIN. GAM represented a scimitar or crook and may have represented the star alone or the constellation of Auriga as a whole. Later, Bedouin astronomers created constellations that were groups of animals, where each star represented one animal. The stars of Auriga comprised a herd of goats, an association also present in Greek mythology. It is sometimes called the Shepherd's Star in English literature. Capella was seen as a portent of rain in classical times.
Professor William Wallace Campbell of the Lick Observatory announced that Capella was binary in 1899, based on spectroscopic observations—he noted on photographic plates taken from August 1896 to February 1897 that a second spectrum appeared superimposed over the first, and that there was a doppler shift to violet in September and October and to red in November and February—showing that the components were moving toward and away from the Earth (and hence orbiting each other). Almost simultaneously, British astronomer Hugh Newall had observed its composite spectrum with a four prism spectroscope attached to a 25-inch (64 cm) telescope at Cambridge in July 1899, concluding that it was a binary star system.
Many observers tried to discern the component stars without success. Known as "The Interferometrist's Friend", it was first resolved interferometrically in 1919 by John Anderson and Francis Pease at Mount Wilson Observatory, who published an orbit in 1920 based on their observations. This was the first interferometric measurement of any object outside the Solar System. A high-precision orbit was published in 1994 based on observations by the Mark III Stellar Interferometer, again at Mount Wilson Observatory. Capella also became the first astronomical object to be imaged by a separate element optical interferometer when it was imaged by the Cambridge Optical Aperture Synthesis Telescope in September 1995.
In 1914, Finnish astronomer Ragnar Furuhjelm observed that the spectroscopic binary had a faint companion star, which, as its proper motion was similar to that of the spectroscopic binary, was probably physically bound to it. In February 1936, Carl L. Stearns observed that this companion appeared to be double itself; this was confirmed in September that year by Gerard Kuiper. This pair are designated Capella H and L.
Two Aerobee-Hi rocket flights on September 20, 1962, and March 15, 1963, detected and confirmed an X-ray source in Auriga at RA 05h 09m Dec +45°, identified as Capella. Stellar X-ray astronomy started on April 5, 1974, with the detection of X-rays from Capella. A rocket flight on that date briefly calibrated its attitude control system when a star sensor pointed the payload axis at Capella. During this period, X-rays in the range 0.2–1.6 keV were detected by an X-ray reflector system co-aligned with the star sensor. The X-ray luminosity (Lx) of ~1024 W (1031 erg s−1) is four orders of magnitude above the Sun's X-ray luminosity. Capella's X-rays are thought to be primarily from the corona of the most massive star. Capella is ROSAT X-ray source 1RXS J051642.2+460001. The high temperature of Capella's corona as obtained from the first coronal X-ray spectrum of Capella using HEAO 1 would require magnetic confinement, unless it is a free-flowing coronal wind.
With an average apparent magnitude of +0.08, Capella is the brightest object in the constellation Auriga, the sixth-brightest star in the night sky, the third-brightest in the northern celestial hemisphere (after Arcturus and Vega), and the fourth-brightest visible to the naked eye from the latitude 40°N. It appears to be a rich yellowish-white colour, although the yellow colour is more apparent during daylight observation with a telescope, due to the contrast against the blue sky.
Capella is closer to the north celestial pole than any other first-magnitude star. Its northern declination is such that it is actually invisible south of latitude 44°S—this includes southernmost New Zealand, Argentina and Chile as well as the Falkland Islands. Conversely it is circumpolar north of 44°N: for the whole of the United Kingdom and Canada (except for part of Southern Ontario), most of Europe, and the northernmost fringes of the contiguous United States, the star never sets. Capella and Vega are on opposite sides of the pole, at about the same distance from it, such that an imaginary line between the two stars will nearly pass through Polaris. Visible halfway between Orion's Belt and Polaris, Capella is at its highest in the night sky at midnight in early December and is regarded as a prominent star of the northern winter sky.
A few degrees to the southwest of Capella lie three stars, Epsilon Aurigae, Zeta Aurigae and Eta Aurigae, the latter two of which are known as "The Kids", or Haedi. The four form a familiar pattern, or asterism, in the sky.
Based on an annual parallax shift of 76.20 milliarcseconds (with a margin of error of 0.46 milliarcseconds) as measured by the Hipparcos satellite, this system is estimated to be 42.8 light-years (13.12 parsecs) from Earth, with a margin of error of 0.3 light-year (0.09 parsec). An alternative method to determine the distance is via the orbital parallax, which gives a distance of 42.92 light-years (13.159 parsecs) with a margin of error of only 0.1%. Capella is estimated to have been a little closer to the Solar System in the past, passing within 29 light-years distant around 237,000 years ago. At this range, it would have shone at apparent magnitude −0.82, comparable to Canopus today.
In a 1960 paper, American astronomer Olin J. Eggen concluded that Capella was a member of the Hyades moving group, a group of stars moving in the same direction as the Hyades cluster, after analysing its proper motion and parallax. Members of the group are of a similar age, and those that are around 2.5 times as massive as the Sun have moved off the main sequence after exhausting their core hydrogen reserves and are expanding and cooling into red giants.
There are several stars within a few arcminutes of Capella and some have been listed as companions in various multiple star catalogues. The Washington Double Star Catalog lists components A, B, C, D, E, F, G, H, I, L, M, N, O, P, Q, and R, with A being the naked-eye star. Most are only line-of-sight companions, but the close pair of red dwarfs H and L are at the same distance as the bright component A and moving through space along with it. Capella A is itself a spectroscopic binary with components Aa and Ab, both giant stars. The pair of giants is separated from the pair of red dwarfs by 12'.
American astronomer Robert Burnham Jr. described a scale model of the system where Capella A was represented by spheres 13 and 7 inches across, separated by ten feet. The red dwarfs were then each 0.7 inch across and they were separated by 420 feet. At this scale, the two pairs are 21 miles apart.
Capella A consists of two yellow evolved stars that have been calculated to orbit each other every 104.02128 ± 0.00016 days, with a semimajor axis of 111.11 ± 0.10 million km (0.74272 ± 0.00069 AU), roughly the distance between Venus and the Sun. The pair is not an eclipsing binary—that is, as seen from Earth, neither star passes in front of the other. The orbit is known extremely accurately and can be used to derive an orbital parallax with far better precision than the one measured directly. The stars are not near enough to each other for the Roche lobe of either star to have been filled and any significant mass transfer to have taken place, even during the red giant stage of the primary star.
Modern convention designates the more luminous cooler star as component Aa and its spectral type has been usually measured between G2 and K0. The hotter secondary Ab has been given various spectral types of late (cooler) F or early (warmer) G. The MK spectral types of the two stars have been measured a number of times, and they are both consistently assigned a luminosity class of III indicating a giant star. The composite spectrum appears to be dominated by the primary star due to its sharper absorption lines; the lines from the secondary are broadened and blurred by its rapid rotation. The composite spectral class is given as approximately G3III, but with a specific mention of features due to a cooler component. The most recent specific published types are K0III and G1III, although older values are still widely quoted such as G5IIIe + G0III from the Bright Star Catalogue or G8III + G0III by Eggen. Where the context is clear, these two components have been referred to as A and B.
The individual apparent magnitudes of the two component stars cannot be directly measured, but their relative brightness has been measured at various wavelengths. They have very nearly equal brightness in the visible light spectrum, with the hotter secondary component generally being found to be a few tenths of a magnitude brighter. A 2016 measurement gives the magnitude difference between the two stars at a wavelength of 700 nm as 0.00 ± 0.1.
The physical properties of the two stars can be determined with high accuracy. The masses are derived directly from the orbital solution, with Aa being 2.5687 ± 0.0074 M☉ and Ab being 2.4828 ± 0.0067 M☉. Their angular radii have been directly measured; in combination with the very accurate distance, this gives 11.98 ± 0.57 R☉ and 8.83 ± 0.33 R☉ for Aa and Ab, respectively. Their surface temperatures can be calculated by comparison of observed and synthetic spectra, direct measurement of their angular diameters and brightnesses, calibration against their observed colour indices, and disentangling of high resolution spectra. Weighted averages of these four methods give 4,970 ± 50 K for Aa and 5,730 ± 60 for Ab. Their bolometric luminosities are most accurately derived from their apparent magnitudes and bolometric corrections, but are confirmed by calculation from the temperatures and radii of the stars. Aa is 78.7 ± 4.2 times as luminous as the Sun and Ab 72.7 ± 3.6 times as luminous, so the star defined as the primary component is the more luminous when all wavelengths are considered but very slightly less bright at visual wavelengths.
Estimated to be 590 to 650 million years old, the stars were probably at the hot end of spectral class A during their main-sequence lifetime, similar to Vega. They have now exhausted their core hydrogen and evolved off the main sequence, their outer layers expanding and cooling. Despite the giant luminosity class, the secondary component is very clearly within the Hertzsprung gap on the Hertzsprung–Russell diagram, still expanding and cooling towards the red giant branch, making it a subgiant in evolutionary terms. The more massive primary has already passed through this stage, when it reached a maximum radius of 36 to 38 times that of the Sun. It is now a red clump star which is fusing helium to carbon and oxygen in its core, a process that has not yet begun for the less massive star. Detailed analysis shows that it is nearing the end of this stage and starting to expand again which will lead it to the asymptotic giant branch. Isotope abundances and spin rates confirm this evolutionary difference between the two stars. Heavy element abundances are broadly comparable to those of the Sun and the overall metallicity is slightly less than the Sun's.
The rotational period of each star can be measured by observing periodic variations in the doppler shifts of their spectral lines. The absolute rotational velocities of the two stars are known from their inclinations, rotation periods, and sizes, but the projected equatorial rotational velocities measured using doppler broadening of spectral lines are a standard measure and these are generally quoted. Capella Aa has a projected rotational velocity of 4.1 ± 0.4 km per second, taking 104 ± 3 days to complete one rotation, while Capella Ab spins much more rapidly at 35.0 ± 0.5 km per second, completing a full rotation in only 8.5 ± 0.2 days. Rotational braking occurs in all stars when they expand into giants, and binary stars are also tidally braked. Capella Aa has slowed until it is rotationally locked to the orbital period, although theory predicts that it should still be rotating more quickly from a starting point of a rapidly-spinning main sequence A star.
Capella has long been suspected to be slightly variable. Its amplitude of about 0.1 magnitudes means that it may at times be brighter or fainter than Rigel, Betelgeuse and Vega, which are also variable. The system has been classified as an RS Canum Venaticorum variable, a class of binary stars with active chromospheres that cause huge starspots, but it is still only listed as a suspected variable in the General Catalogue of Variable Stars. Unusually for RS CVn systems, the hotter star, Capella Ab, has the more active atmosphere because it is located in the Hertzsprung gap—a stage where it is changing its angular momentum and deepening its convection zone.
The active atmospheres and closeness of these stars means that they are among the brightest X-ray sources in the sky. However the X-ray emission is due to stable coronal structures and not eruptive flaring activity. Coronal loops larger than the Sun and with temperatures of several million kelvin are likely to be responsible for the majority of the X-rays.
The seventh companion published for Capella, component H, is physically associated with the bright primary star. It is a red dwarf separated from the pair of G-type giants by a distance of around 10,000 AU. It has its own close companion, an even fainter red dwarf that was 1.8″ away when it was discovered in 1935. It is component L in double star catalogues. In 2015 the separation had increased to 3.5″, which was sufficient to allow tentative orbital parameters to be derived, 80 years after its discovery. The Gliese-Jahreiss Catalogue of nearby stars designates the binary system as GJ 195. The two components are then referred to individually as GJ 195 A and B.
The two stars are reported to have a 3.5-visual-magnitude difference (2.3 mag in the passband of the Gaia spacecraft) although the difference is much smaller at infrared wavelengths. This is unexpected and may indicate further unseen companions.
The mass of the stars can, in principle, be determined from the orbital motion, but uncertainties in the orbit have led to widely varying results. In 1975, an eccentric 388-year orbit gave masses of 0.65 M☉ and 0.13 M☉. A smaller near-circular orbit published in 2015 had a 300-year orbit, benefitting from mass constraints of 0.57 M☉ and 0.53 M☉, respectively, for GJ 195 A and B, based on their infrared magnitudes.
Six visual companions to Capella were discovered before Capella H and are generally known only as Capella B through G. None are thought to be physically associated with Capella, although all appear closer in the sky than the HL pair.
Component F is also known as TYC 3358-3142-1. It is listed with a spectral type of K although it is included in a catalogue of OB stars as a distant luminous star.
Component G is BD+45 1076, with a spectral type of F0, at a distance of 401 light-years (123 parsecs). It is identified as a variable member of the Guide Star Catalogue from Chandra observations although it is not known what type of variability. It is known to be an X-ray source with an active corona.
Several other stars have also been catalogued as companions to Capella. Components I, Q and R are 13th-magnitude stars at distances of 92″, 133″ and 134″. V538 Aurigae and its close companion HD 233153 are red dwarfs ten degrees away from Capella; they have very similar space motions but the small difference makes it possible that this is just a coincidence. Two faint stars have been discovered by speckle imaging in the Capella HL field, around 10″ distant from that pair. These have been catalogued as Capella O and P. It is not known whether they are physically associated with the red dwarf binary.
Capella traditionally marks the left shoulder of the constellation's eponymous charioteer, or, according to the 2nd-century astronomer Ptolemy's Almagest, the goat that the charioteer is carrying. In Bayer's 1603 work Uranometria, Capella marks the charioteer's back. The three Haedi had been identified as a separate constellation by Pliny the Elder and Manilius, and were called Capra, Caper, or Hircus, all of which relate to its status as the "goat star". Ptolemy merged the Charioteer and the Goats in the 2nd-century Almagest.
In Greek mythology, the star represented the goat Amalthea that suckled Zeus. It was this goat whose horn, after accidentally being broken off by Zeus, was transformed into the Cornucopia, or "horn of plenty", which would be filled with whatever its owner desired. Though most often associated with Amalthea, Capella has sometimes been associated with Amalthea's owner, a nymph. The myth of the nymph says that the goat's hideous appearance, resembling a Gorgon, was partially responsible for the Titans' defeat, after Zeus skinned the goat and wore it as his aegis.
In medieval accounts, it bore the uncommon name Alhajoth (also spelled Alhaior, Althaiot, Alhaiset, Alhatod, Alhojet, Alanac, Alanat, Alioc), which (especially the last) may be a corruption of its Arabic name, العيوق, al-cayyūq. cAyyūq has no clear significance in Arabic, but may be an Arabized form of the Greek αίξ aiks "goat"; cf. the modern Greek Αίγα Aiga, the feminine of goat. To the Bedouin of the Negev and Sinai, Capella al-'Ayyūq ath-Thurayyā "Capella of the Pleiades", from its role as pointing out the position of that asterism. Another name in Arabic was Al-Rākib "the driver", a translation of the Greek.
To the ancient Balts, Capella was known as Perkūno Ožka "Thunder's Goat", or Tikutis. Conversely in Slavic Macedonian folklore, Capella was Jastreb "the hawk", flying high above and ready to pounce on Mother Hen (the Pleiades) and the Rooster (Nath).
Astrologically, Capella portends civic and military honors and wealth. In the Middle Ages, it was considered a Behenian fixed star, with the stone sapphire and the plants horehound, mint, mugwort and mandrake as attributes. Cornelius Agrippa listed its kabbalistic sign Agrippa1531 Hircus.png with the name Hircus (Latin for goat).
In Hindu mythology, Capella was seen as the heart of Brahma, Brahma Hṛdaya. In traditional Chinese astronomy, Capella was part of the asterism 五車 (Wŭ chē; English: Five Chariots), which consisted of Capella together with Beta Aurigae, Theta Aurigae and Iota Aurigae, as well as Beta Tauri. Since it was the second star in this asterism, it has the Chinese name 五車二 (Wŭ chē èr; English: Second of the Five Chariots).
In Quechua it was known as Colça; the Incas held the star in high regard. The Hawaiians saw Capella as part of an asterism Ke ka o Makali'i ("The canoe bailer of Makali'i") that helped them navigate at sea. Called Hoku-lei "star wreath", it formed this asterism with Procyon, Sirius, Castor and Pollux. In Tahitian folklore, Capella was Tahi-ari'i, the wife of Fa'a-nui (Auriga) and mother of prince Ta'urua (Venus) who sails his canoe across the sky. In Inuit astronomy, Capella, along with Menkalinan (Beta Aurigae), Pollux (Beta Geminorum) and Castor (Alpha Geminorum), formed a constellation Quturjuuk, "collar-bones", the two pairs of stars denoting a bone each. Used for navigation and time-keeping at night, the constellation was recognised from Alaska to western Greenland. The Gwich'in saw Capella and Menkalinan has forming shreets'ą įį vidzee, the right ear of the large circumpolar constellation Yahdii, which covered much of the night sky, and whose orientation facilitated navigation and timekeeping.
In Australian Aboriginal mythology for the Boorong people of Victoria, Capella was Purra, the kangaroo, pursued and killed by the nearby Gemini twins, Yurree (Castor) and Wanjel (Pollux). The Wardaman people of northern Australia knew the star as Yagalal, a ceremonial fish scale, related to Guwamba the barramundi (Aldebaran).
MG 6 Magnette (1st Gen) (2010-16) Engine 1796cc S4 Turbo
MG (Roewe) ALBUM
www.flickr.com/photos/45676495@N05/albums/72177720322876138/
The MG6 is a mid-size car under the MG marque, built by Chinese carmaker SAIC Motor, derived from the Roewe 550 and hence distantly related to the Rover 75, sharing its front subframe. It was initially announced in April 2009 at the Shanghai Auto Show as a hatchback, and in October 2010 at Shanghai Expo as a 4-door saloon model.
The five-door hatchback, known as the MG6 GT, went on sale in the United Kingdom in May 2011, the saloon, known as the MG6 Magnette, went on sale on 16 July 2011. A diesel model joined the range at the end of 2012.
For the MG 6 GT, three levels of trim are available with increasing levels of equipment and trim; S, SE and TSE. These all share the same mechanical specification, although the TSE gains 18" wheels over the standard 17".
The launch models are available with the petrol TCI-Tech 1.8-litre engine, available in two states of tune, 133 bhp (99 kW; 135 PS) and 158 bhp (118 kW; 160 PS) (with turbo), the latter being available from launch in China and as the only engine option at launch in the UK. In 2012 the petrol engine was joined by a 1849cc S4 DTi-Tech engine
The MG 6 was facelifted in 2015, receiving a range of minor exterior and interior changes including a 75kg reduction in weight. In the UK, the main change was the improvement in efficiency for the diesel model, and the withdrawal of the petrol version. The facelifted model can be identified with a new front bumper design.
In the UK sales have been slow with only 15 units in October 2011, only seven registrations for the MG brand as a whole were recorded in November (of which three were presumably TF roadsters). In December 2011, car rental company Avis UK Ltd announced that it would be running 100 MG 6 GT and Magnette in its rental fleet and took delivery of these cars. For 2012, MG sold 782 cars in the UK. Initial UK production was projected in the range of 2000 to 3000 per annum
The first generation MG 6 was replaced by a second generation five door liftback for 2017 model year, now made exclusively in Nanjing, China
Shot 07:06:2012 at the Staffordshire County Show, Stafford. Ref 83-078
With this version Toyota took a big leap in the direction of a more serious high-performance car. Again using subframe, suspension,and drivetrain assemblies from the Z30 Soarer (Lexus SC300/400), test model pre-production started in December 1992 with 20 models, and official mass production began in April 1993. The new Supra was completely redesigned, with rounded body styling and featured two new engines: a naturally aspirated Toyota 2JZ-GE producing 220 hp (164 kW; 223 PS) at 5800 rpm and 210 lb·ft (280 N·m) at 4800 rpm of torque and a twin turbocharged Toyota 2JZ-GTE making 276 hp (206 kW; 280 PS) and 318 lb·ft (431 N·m) of torque for the Japanese version. The styling, while modern, does seem to borrow some elements from Toyota's first grand touring sports car, the Toyota 2000GT. For the export model (America/Europe) Toyota upgraded the Supra turbo's engine (smaller, steel wheeled turbochargers, bigger fuel injectors, etc.). This increased the power output to 320 hp (239 kW; 324 PS) at 5600 rpm and 315 lb·ft (427 N·m) at 4000 rpm. (326hp / 325lbft for Europe)
The turbocharged variant could achieve 0–60 mph in as low as 4.6 seconds and 1/4 mile (402 m) in 13.1 seconds at 109 mph (175 km/h). The turbo version was tested to reach over 285 km/h (177 mph), but the cars are restricted to just 180 km/h (112 mph) in Japan and 250 km/h (155 mph) elsewhere. European versions of the car also had an air intake or scoop on the hood. Drag coefficient is 0.31 for the naturally aspirated models and 0.32 for the turbo models but unknown with the rear spoiler.
The twin turbos operated in sequential mode, not parallel. Initially, all of the exhaust is routed to the first turbine for reduced lag. This resulted in boost and enhanced torque as early as 1800 rpm, where it already produced 300 lb·ft (410 N·m) of torque. At 3500 rpm, some of the exhaust is routed to the second turbine for a "pre-boost" mode, although none of the compressor output is used by the engine at this point. At 4000 rpm, the second turbo's output is used to augment the first turbo's output. Compared to the parallel mode, sequential mode turbos provide quicker low RPM response and increased high RPM boost. This high RPM boost was also aided with technology originally present in the 7M-GE in the form of the Acoustic Control Induction System (ACIS) which is a way of managing the air compression pulses within the intake piping as to increase power.
For this generation, the Supra received a new 6-speed Getrag/Toyota V160 gearbox on the turbo models while the naturally aspirated models made do with a 5-speed manual W58, revised from the previous version. Each model was offered with a 4-speed automatic with manual shifting mode. Turbo models were equipped with larger brakes and tires (Unless you were in Japan where these were an optional extra). All vehicles were equipped with 5-spoke aluminium alloy wheels and a space saver spare tire on a steel wheel to save weight and space.
Toyota took measures to reduce the weight of this new model. Aluminium was used for the hood, targa top (when fitted), front crossmember, oil and transmission pans, and the suspension upper A-arms. Other measures included hollow carpet fibers, magnesium-alloy steering wheel, plastic gas tank and lid, gas injected rear spoiler, and a single pipe exhaust. Despite having more features such as dual airbags, traction control, larger brakes, wheels, tires, and an additional turbo, the car was at least 200 lb (91 kg) lighter than its predecessor. The base model with a manual transmission had a curb weight of 3,210 lb (1,460 kg). The Sport Roof added 40 lb (18 kg) while the automatic transmission added 55 lb (25 kg). It had a 51:49 (front:rear) weight distribution. The turbo model weighed 3,450 lb (1,560 kg) for the manual, automatic added another 10 lb (4.5 kg). Weight distribution was 53% front/47% rear. The Supra was heavier than the spartan Mazda RX-7 and all aluminium bodied Acura/Honda NSX, but it was lighter than the Nissan 300ZX and Mitsubishi 3000GT VR-4.
For the 1996 model year in the US, the turbo model was only available with the automatic transmission owing to OBD-II certification requirements. The targa roof was also made standard on all turbo models. For 1997, manual transmission returned for the optional engine along with a redesign of the tail lights, headlights, front fascia, chromed wheels, and other minor changes such as the radio and steering wheel designs. All 1997 models included badges indicating "Limited Edition 15th Anniversary". All turbo models came standard with the rear spoiler. For 1998, updates were a 3-spoke steering wheel and redesigned radio. In Japan, the turbo engines were installed with VVT-i. The SZ-R model was also updated with the introduction of a six-speed Getrag V161 transmission, the same used for the twin-turbo RZ models.
The stock A80 Supra chassis has also proven an effective platform for roadracing, with several top 20 and top 10 One Lap Of America finishes in the SSGT1 class. Despite its curb weight, in 1994 the A80 managed remarkable skidpad ratings of 0.95 lateral g's (200 ft) and 0.98 lateral g's (300 ft) Supra also featured a four-sensor four-channel track tuned ABS system with yaw control whereby each caliper is sensored and the brakes are controlled individually according to the speed, angle, and pitch of the approaching corner. This unique Formula One-inspired braking system allowed the Supra Turbo to record a 70 mph (113 km/h) -0 braking distance of 149 ft (45 m), the best braking performance of any production car tested in 1997 by Car and Driver magazine. This record was finally broken in 2004 by a Porsche Carrera GT, which does it in 145 ft (44 m) .
The US and UK market Supra featured bigger injectors, steel turbines and bigger inlet cam and had emissions in the range of 259 g/km CO2 despite the addition of Exhaust Gas Recirculation (EGR). The Japanese market Supra had CO2 emissions in the range of 224 g/km.
By the late 90s, sales of all sporty coupes were declining in North America, so the Supra was withdrawn from the Canadian market in 1996 and the US in 1998. The Turbo was not available in 1998 in California Air Resources Board (CARB) states. Production continued in Japan until August 2002, ceasing owing to restrictive emission standards.
[Text from Wikipedia]
en.wikipedia.org/wiki/Toyota_Supra
This miniland-scale Lego Toyota Supra A80 Coupe has been created for Flickr LUGNuts' 92nd Build Challenge, - "Stuck in the 90's", - all about vehicles from the decade of the 1990s.
Owners of the BMW 3 Series (E46 models) have been reporting cracks and damage in the rear subframe area of their vehicles. The issue was also common on the earlier 3 Series models and unfortunately, have reoccurred with the E46 from 1999-2006. This issue specifically appears in the rear mounting points of the subframe, which can tear out from their position in the sheet metal. This occurs as the rear differential transmits the torsional load from the engine through the subframe, and then, into the chassis of the vehicle. This constant abuse leads to fatigue in the metal, causing cracks and separation from the chassis.
The parts used for this repair includes:
Active Autowerke (www.activeautowerke.com):
• E46 Subframe / Rear Chassis Reinforcement Kit
Powerflex USA (powerflexusa.com):
• BMW E46 M3 Rear Subframe Front Bushing - Street
• BMW E46 M3 Rear Subframe Rear Bushing - Street
• BMW E46 M3 Rear Diff Rear Mount - Street
• BMW E46 M3 Rear Diff Front Mount - Street
Specifications
Engine
• VR-series twin-turbocharged 3.8-liter V6.
• 480 hp @ 6,800 rpm. 430 lb-ft torque @ 3,200–5,200 rpm.
• Dual overhead camshafts with variable intake-valve timing.
• Cast aluminum cylinder block with high-endurance/low-friction plasma-sprayed bores.
• IHI twin turbochargers, one per cylinder bank.
• Pressurized lubrication system with thermostatically controlled cooling.
Drivetrain
• ATTESA ET-S All-Wheel Drive (AWD) with independent rear-mounted transaxle integrating transmission, differential and AWD transfer case.
• Rigid, lightweight carbon-composite driveshaft between engine and transaxle.
• Electronic traction control plus 1.5-way mechanically locking rear differential.
• Vehicle Dynamics Control (VDC-R) with three driver-selectable settings: Normal (for daily driving, controls brakes and engine output), R-Mode (for ultimate performance, utilizes AWD torque distribution for additional vehicle stability) and Off (driver does not want the help of the system).
• Hill Start Assist prevents rollback when starting on an incline.
DisclaimerVDC-R cannot prevent accidents due to abrupt steering, carelessness, or dangerous driving techniques. Always drive safely.
Transmission
• 6-speed Dual Clutch Transmission with three driver-selectable modes: Normal (for maximum smoothness and efficiency), Snow (for gentler starting and shifting on slippery surfaces), and R mode (for maximum performance with fastest shifts).
• Fully automatic shifting or full sequential manual control via gearshift or steering wheel-mounted paddle shifters.
• Dual clutch design changes gears in less than 0.5 second (0.2 second in R mode).
• Downshift Rev Matching (DRM).
• Predictive pre-shift control (in R mode) based on throttle position, vehicle speed, braking and other information.
Wheels and Tires
• 20 x 9.5" (front) and 20 x 10.5" (rear) super-lightweight forged-aluminum wheels with Gunmetal Gray finish.
• Exclusively developed nitrogen-filled Bridgestone® RE070A high-capacity run-flat summer tires, 255/40R20 front and 285/35R20 rear.
• Tire Pressure Monitoring System (TPMS).
• Optional exclusively developed nitrogen-filled Dunlop® run-flat all-season tires, 255/40R20 front and 285/35R20 rear (includes Bright Silver wheels).
Brakes
• Brembo® 4-wheel disc brakes with 4-wheel Antilock Braking System (ABS), Brake Assist, Electronic Brakeforce Distribution and Preview Braking.
• Two-piece floating-rotor 15-inch front and rear discs with diamond-pattern internal ventilation.
• 6-piston front/4-piston rear monoblock calipers.
Steering
• Rack-and-pinion steering with vehicle-speed-sensitive power assist.
• 2.6 steering-wheel turns lock-to-lock.
Suspension
• 4-wheel independent suspension with Bilstein® DampTronic system with three driver-selectable modes: Normal/Sport (for automatic electronic control of damping), Comfort (for maximum ride comfort), and R mode (engages maximum damping rate for high-performance cornering).
• Electronically controlled variable-rate shock absorbers. High-accuracy progressive-rate coil springs.
• Front double-wishbone/rear multi-link configuration with aluminum members and rigid aluminum subframes.
• Hollow front and rear stabilizer bars.
Body/Chassis
• Exclusive Premium Midship platform with jig-welded hybrid unibody.
• Aluminum hood, trunk and door skins. Die-cast aluminum door structures.
• Carbon-reinforced front crossmember/radiator support.
Back to Top
Standard Features
Exterior
• Wide-beam headlights with High Intensity Discharge (HID) low beams.
• LED taillights and brake lights.
• Dual heated power mirrors.
• Flush-mounted aluminum door handles.
• Body-color rear spoiler with integrated center high-mounted stop light.
• UV-reducing tinted glass.
Audio/Navigation/Performance Monitor
• Digital Bose® audio system with AM/FM/in-dash 6-CD changer and 11 speakers including dual subwoofers.
• HDD Music Box system, including hard drive with 9.4 GB for audio storage.
• MP3, WMA and DVD audio capable. In-dash Compact Flash card reader.
• HDD-based GPS navigation with touch screen.
• Driver-configurable performance monitor, developed with Sony® Polyphony, with graphical readouts of vehicle data and driving data displayed on a total of 11 screens.
• 7-inch WVGA high-resolution color-LCD display for audio, navigation and performance monitor.
Interior
• Automatic Temperature Control (ATC).
• Electronic analog instrument cluster with multi-function trip computer and digital gear indicator.
• Power front windows with one-touch auto-up/down feature.
• Intelligent Key system with pushbutton start. Power door locks.
• Cruise control.
• Tilt/telescoping steering column.
• Bluetooth® Hands-free phone system with voice recognition.
Seating/Appointments
• Leather upholstered front seats with perforated Alcantara inserts.
• 8-way power front seats with entry/exit switch for rear-seat passengers.
• Driver-shaped bucket seat.
• Dual individual rear seats.
• Heated front seats.
• Leather-wrapped steering wheel and shift knob.
• Drilled aluminum pedals.
Safety/Security
• Nissan Advanced Air Bag System (AABS) with dual-stage supplemental front air bags, seat belt sensors and occupant-classification sensor.
• Driver and front-passenger side-impact supplemental air bags and roof-mounted curtain supplemental air bags.
• Front seat belts with pretensioners and load limiters.
• Nissan Vehicle Immobilizer System.
• Vehicle Security System.
Exhibited alongside London Transport NHG 732P at the 1976 Commercial Motor Show were these front and rear suspension sub frames.
84x300 second subframes, -30degrees, gain 10.
Total integration 7 hours.
Imaging:
William Optics ZenithStar II 80 ED,
QHY163C 50% SFs with Astronomik CLS filter, 50% unfiltered (2 nights, forgot the filter first night!)
Guiding:
Skywatcher Star Travel 120,
Orion SSAG.
All on
Skywatcher HEQ5 Pro
Captured using SharpCap, Cartes du Ciel and EQMOD.
Stacked and processed in DSS, Fitswork and Gimp
6th and 7th January 2018
Cambridge, UK
Specifications
Engine
• VR-series twin-turbocharged 3.8-liter V6.
• 480 hp @ 6,800 rpm. 430 lb-ft torque @ 3,200–5,200 rpm.
• Dual overhead camshafts with variable intake-valve timing.
• Cast aluminum cylinder block with high-endurance/low-friction plasma-sprayed bores.
• IHI twin turbochargers, one per cylinder bank.
• Pressurized lubrication system with thermostatically controlled cooling.
Drivetrain
• ATTESA ET-S All-Wheel Drive (AWD) with independent rear-mounted transaxle integrating transmission, differential and AWD transfer case.
• Rigid, lightweight carbon-composite driveshaft between engine and transaxle.
• Electronic traction control plus 1.5-way mechanically locking rear differential.
• Vehicle Dynamics Control (VDC-R) with three driver-selectable settings: Normal (for daily driving, controls brakes and engine output), R-Mode (for ultimate performance, utilizes AWD torque distribution for additional vehicle stability) and Off (driver does not want the help of the system).
• Hill Start Assist prevents rollback when starting on an incline.
DisclaimerVDC-R cannot prevent accidents due to abrupt steering, carelessness, or dangerous driving techniques. Always drive safely.
Transmission
• 6-speed Dual Clutch Transmission with three driver-selectable modes: Normal (for maximum smoothness and efficiency), Snow (for gentler starting and shifting on slippery surfaces), and R mode (for maximum performance with fastest shifts).
• Fully automatic shifting or full sequential manual control via gearshift or steering wheel-mounted paddle shifters.
• Dual clutch design changes gears in less than 0.5 second (0.2 second in R mode).
• Downshift Rev Matching (DRM).
• Predictive pre-shift control (in R mode) based on throttle position, vehicle speed, braking and other information.
Wheels and Tires
• 20 x 9.5" (front) and 20 x 10.5" (rear) super-lightweight forged-aluminum wheels with Gunmetal Gray finish.
• Exclusively developed nitrogen-filled Bridgestone® RE070A high-capacity run-flat summer tires, 255/40R20 front and 285/35R20 rear.
• Tire Pressure Monitoring System (TPMS).
• Optional exclusively developed nitrogen-filled Dunlop® run-flat all-season tires, 255/40R20 front and 285/35R20 rear (includes Bright Silver wheels).
Brakes
• Brembo® 4-wheel disc brakes with 4-wheel Antilock Braking System (ABS), Brake Assist, Electronic Brakeforce Distribution and Preview Braking.
• Two-piece floating-rotor 15-inch front and rear discs with diamond-pattern internal ventilation.
• 6-piston front/4-piston rear monoblock calipers.
Steering
• Rack-and-pinion steering with vehicle-speed-sensitive power assist.
• 2.6 steering-wheel turns lock-to-lock.
Suspension
• 4-wheel independent suspension with Bilstein® DampTronic system with three driver-selectable modes: Normal/Sport (for automatic electronic control of damping), Comfort (for maximum ride comfort), and R mode (engages maximum damping rate for high-performance cornering).
• Electronically controlled variable-rate shock absorbers. High-accuracy progressive-rate coil springs.
• Front double-wishbone/rear multi-link configuration with aluminum members and rigid aluminum subframes.
• Hollow front and rear stabilizer bars.
Body/Chassis
• Exclusive Premium Midship platform with jig-welded hybrid unibody.
• Aluminum hood, trunk and door skins. Die-cast aluminum door structures.
• Carbon-reinforced front crossmember/radiator support.
Back to Top
Standard Features
Exterior
• Wide-beam headlights with High Intensity Discharge (HID) low beams.
• LED taillights and brake lights.
• Dual heated power mirrors.
• Flush-mounted aluminum door handles.
• Body-color rear spoiler with integrated center high-mounted stop light.
• UV-reducing tinted glass.
Audio/Navigation/Performance Monitor
• Digital Bose® audio system with AM/FM/in-dash 6-CD changer and 11 speakers including dual subwoofers.
• HDD Music Box system, including hard drive with 9.4 GB for audio storage.
• MP3, WMA and DVD audio capable. In-dash Compact Flash card reader.
• HDD-based GPS navigation with touch screen.
• Driver-configurable performance monitor, developed with Sony® Polyphony, with graphical readouts of vehicle data and driving data displayed on a total of 11 screens.
• 7-inch WVGA high-resolution color-LCD display for audio, navigation and performance monitor.
Interior
• Automatic Temperature Control (ATC).
• Electronic analog instrument cluster with multi-function trip computer and digital gear indicator.
• Power front windows with one-touch auto-up/down feature.
• Intelligent Key system with pushbutton start. Power door locks.
• Cruise control.
• Tilt/telescoping steering column.
• Bluetooth® Hands-free phone system with voice recognition.
Seating/Appointments
• Leather upholstered front seats with perforated Alcantara inserts.
• 8-way power front seats with entry/exit switch for rear-seat passengers.
• Driver-shaped bucket seat.
• Dual individual rear seats.
• Heated front seats.
• Leather-wrapped steering wheel and shift knob.
• Drilled aluminum pedals.
Safety/Security
• Nissan Advanced Air Bag System (AABS) with dual-stage supplemental front air bags, seat belt sensors and occupant-classification sensor.
• Driver and front-passenger side-impact supplemental air bags and roof-mounted curtain supplemental air bags.
• Front seat belts with pretensioners and load limiters.
• Nissan Vehicle Immobilizer System.
• Vehicle Security System.
1989 Austin Mini Flame.
Last MoT test expired in September 2016. It failed an MoT a few days ago on subframe mounting rust.
Specifications
Engine
• VR-series twin-turbocharged 3.8-liter V6.
• 480 hp @ 6,800 rpm. 430 lb-ft torque @ 3,200–5,200 rpm.
• Dual overhead camshafts with variable intake-valve timing.
• Cast aluminum cylinder block with high-endurance/low-friction plasma-sprayed bores.
• IHI twin turbochargers, one per cylinder bank.
• Pressurized lubrication system with thermostatically controlled cooling.
Drivetrain
• ATTESA ET-S All-Wheel Drive (AWD) with independent rear-mounted transaxle integrating transmission, differential and AWD transfer case.
• Rigid, lightweight carbon-composite driveshaft between engine and transaxle.
• Electronic traction control plus 1.5-way mechanically locking rear differential.
• Vehicle Dynamics Control (VDC-R) with three driver-selectable settings: Normal (for daily driving, controls brakes and engine output), R-Mode (for ultimate performance, utilizes AWD torque distribution for additional vehicle stability) and Off (driver does not want the help of the system).
• Hill Start Assist prevents rollback when starting on an incline.
DisclaimerVDC-R cannot prevent accidents due to abrupt steering, carelessness, or dangerous driving techniques. Always drive safely.
Transmission
• 6-speed Dual Clutch Transmission with three driver-selectable modes: Normal (for maximum smoothness and efficiency), Snow (for gentler starting and shifting on slippery surfaces), and R mode (for maximum performance with fastest shifts).
• Fully automatic shifting or full sequential manual control via gearshift or steering wheel-mounted paddle shifters.
• Dual clutch design changes gears in less than 0.5 second (0.2 second in R mode).
• Downshift Rev Matching (DRM).
• Predictive pre-shift control (in R mode) based on throttle position, vehicle speed, braking and other information.
Wheels and Tires
• 20 x 9.5" (front) and 20 x 10.5" (rear) super-lightweight forged-aluminum wheels with Gunmetal Gray finish.
• Exclusively developed nitrogen-filled Bridgestone® RE070A high-capacity run-flat summer tires, 255/40R20 front and 285/35R20 rear.
• Tire Pressure Monitoring System (TPMS).
• Optional exclusively developed nitrogen-filled Dunlop® run-flat all-season tires, 255/40R20 front and 285/35R20 rear (includes Bright Silver wheels).
Brakes
• Brembo® 4-wheel disc brakes with 4-wheel Antilock Braking System (ABS), Brake Assist, Electronic Brakeforce Distribution and Preview Braking.
• Two-piece floating-rotor 15-inch front and rear discs with diamond-pattern internal ventilation.
• 6-piston front/4-piston rear monoblock calipers.
Steering
• Rack-and-pinion steering with vehicle-speed-sensitive power assist.
• 2.6 steering-wheel turns lock-to-lock.
Suspension
• 4-wheel independent suspension with Bilstein® DampTronic system with three driver-selectable modes: Normal/Sport (for automatic electronic control of damping), Comfort (for maximum ride comfort), and R mode (engages maximum damping rate for high-performance cornering).
• Electronically controlled variable-rate shock absorbers. High-accuracy progressive-rate coil springs.
• Front double-wishbone/rear multi-link configuration with aluminum members and rigid aluminum subframes.
• Hollow front and rear stabilizer bars.
Body/Chassis
• Exclusive Premium Midship platform with jig-welded hybrid unibody.
• Aluminum hood, trunk and door skins. Die-cast aluminum door structures.
• Carbon-reinforced front crossmember/radiator support.
Back to Top
Standard Features
Exterior
• Wide-beam headlights with High Intensity Discharge (HID) low beams.
• LED taillights and brake lights.
• Dual heated power mirrors.
• Flush-mounted aluminum door handles.
• Body-color rear spoiler with integrated center high-mounted stop light.
• UV-reducing tinted glass.
Audio/Navigation/Performance Monitor
• Digital Bose® audio system with AM/FM/in-dash 6-CD changer and 11 speakers including dual subwoofers.
• HDD Music Box system, including hard drive with 9.4 GB for audio storage.
• MP3, WMA and DVD audio capable. In-dash Compact Flash card reader.
• HDD-based GPS navigation with touch screen.
• Driver-configurable performance monitor, developed with Sony® Polyphony, with graphical readouts of vehicle data and driving data displayed on a total of 11 screens.
• 7-inch WVGA high-resolution color-LCD display for audio, navigation and performance monitor.
Interior
• Automatic Temperature Control (ATC).
• Electronic analog instrument cluster with multi-function trip computer and digital gear indicator.
• Power front windows with one-touch auto-up/down feature.
• Intelligent Key system with pushbutton start. Power door locks.
• Cruise control.
• Tilt/telescoping steering column.
• Bluetooth® Hands-free phone system with voice recognition.
Seating/Appointments
• Leather upholstered front seats with perforated Alcantara inserts.
• 8-way power front seats with entry/exit switch for rear-seat passengers.
• Driver-shaped bucket seat.
• Dual individual rear seats.
• Heated front seats.
• Leather-wrapped steering wheel and shift knob.
• Drilled aluminum pedals.
Safety/Security
• Nissan Advanced Air Bag System (AABS) with dual-stage supplemental front air bags, seat belt sensors and occupant-classification sensor.
• Driver and front-passenger side-impact supplemental air bags and roof-mounted curtain supplemental air bags.
• Front seat belts with pretensioners and load limiters.
• Nissan Vehicle Immobilizer System.
• Vehicle Security System.
Specifications
Engine
• VR-series twin-turbocharged 3.8-liter V6.
• 480 hp @ 6,800 rpm. 430 lb-ft torque @ 3,200–5,200 rpm.
• Dual overhead camshafts with variable intake-valve timing.
• Cast aluminum cylinder block with high-endurance/low-friction plasma-sprayed bores.
• IHI twin turbochargers, one per cylinder bank.
• Pressurized lubrication system with thermostatically controlled cooling.
Drivetrain
• ATTESA ET-S All-Wheel Drive (AWD) with independent rear-mounted transaxle integrating transmission, differential and AWD transfer case.
• Rigid, lightweight carbon-composite driveshaft between engine and transaxle.
• Electronic traction control plus 1.5-way mechanically locking rear differential.
• Vehicle Dynamics Control (VDC-R) with three driver-selectable settings: Normal (for daily driving, controls brakes and engine output), R-Mode (for ultimate performance, utilizes AWD torque distribution for additional vehicle stability) and Off (driver does not want the help of the system).
• Hill Start Assist prevents rollback when starting on an incline.
DisclaimerVDC-R cannot prevent accidents due to abrupt steering, carelessness, or dangerous driving techniques. Always drive safely.
Transmission
• 6-speed Dual Clutch Transmission with three driver-selectable modes: Normal (for maximum smoothness and efficiency), Snow (for gentler starting and shifting on slippery surfaces), and R mode (for maximum performance with fastest shifts).
• Fully automatic shifting or full sequential manual control via gearshift or steering wheel-mounted paddle shifters.
• Dual clutch design changes gears in less than 0.5 second (0.2 second in R mode).
• Downshift Rev Matching (DRM).
• Predictive pre-shift control (in R mode) based on throttle position, vehicle speed, braking and other information.
Wheels and Tires
• 20 x 9.5" (front) and 20 x 10.5" (rear) super-lightweight forged-aluminum wheels with Gunmetal Gray finish.
• Exclusively developed nitrogen-filled Bridgestone® RE070A high-capacity run-flat summer tires, 255/40R20 front and 285/35R20 rear.
• Tire Pressure Monitoring System (TPMS).
• Optional exclusively developed nitrogen-filled Dunlop® run-flat all-season tires, 255/40R20 front and 285/35R20 rear (includes Bright Silver wheels).
Brakes
• Brembo® 4-wheel disc brakes with 4-wheel Antilock Braking System (ABS), Brake Assist, Electronic Brakeforce Distribution and Preview Braking.
• Two-piece floating-rotor 15-inch front and rear discs with diamond-pattern internal ventilation.
• 6-piston front/4-piston rear monoblock calipers.
Steering
• Rack-and-pinion steering with vehicle-speed-sensitive power assist.
• 2.6 steering-wheel turns lock-to-lock.
Suspension
• 4-wheel independent suspension with Bilstein® DampTronic system with three driver-selectable modes: Normal/Sport (for automatic electronic control of damping), Comfort (for maximum ride comfort), and R mode (engages maximum damping rate for high-performance cornering).
• Electronically controlled variable-rate shock absorbers. High-accuracy progressive-rate coil springs.
• Front double-wishbone/rear multi-link configuration with aluminum members and rigid aluminum subframes.
• Hollow front and rear stabilizer bars.
Body/Chassis
• Exclusive Premium Midship platform with jig-welded hybrid unibody.
• Aluminum hood, trunk and door skins. Die-cast aluminum door structures.
• Carbon-reinforced front crossmember/radiator support.
Back to Top
Standard Features
Exterior
• Wide-beam headlights with High Intensity Discharge (HID) low beams.
• LED taillights and brake lights.
• Dual heated power mirrors.
• Flush-mounted aluminum door handles.
• Body-color rear spoiler with integrated center high-mounted stop light.
• UV-reducing tinted glass.
Audio/Navigation/Performance Monitor
• Digital Bose® audio system with AM/FM/in-dash 6-CD changer and 11 speakers including dual subwoofers.
• HDD Music Box system, including hard drive with 9.4 GB for audio storage.
• MP3, WMA and DVD audio capable. In-dash Compact Flash card reader.
• HDD-based GPS navigation with touch screen.
• Driver-configurable performance monitor, developed with Sony® Polyphony, with graphical readouts of vehicle data and driving data displayed on a total of 11 screens.
• 7-inch WVGA high-resolution color-LCD display for audio, navigation and performance monitor.
Interior
• Automatic Temperature Control (ATC).
• Electronic analog instrument cluster with multi-function trip computer and digital gear indicator.
• Power front windows with one-touch auto-up/down feature.
• Intelligent Key system with pushbutton start. Power door locks.
• Cruise control.
• Tilt/telescoping steering column.
• Bluetooth® Hands-free phone system with voice recognition.
Seating/Appointments
• Leather upholstered front seats with perforated Alcantara inserts.
• 8-way power front seats with entry/exit switch for rear-seat passengers.
• Driver-shaped bucket seat.
• Dual individual rear seats.
• Heated front seats.
• Leather-wrapped steering wheel and shift knob.
• Drilled aluminum pedals.
Safety/Security
• Nissan Advanced Air Bag System (AABS) with dual-stage supplemental front air bags, seat belt sensors and occupant-classification sensor.
• Driver and front-passenger side-impact supplemental air bags and roof-mounted curtain supplemental air bags.
• Front seat belts with pretensioners and load limiters.
• Nissan Vehicle Immobilizer System.
• Vehicle Security System.
Specifications
Engine
• VR-series twin-turbocharged 3.8-liter V6.
• 480 hp @ 6,800 rpm. 430 lb-ft torque @ 3,200–5,200 rpm.
• Dual overhead camshafts with variable intake-valve timing.
• Cast aluminum cylinder block with high-endurance/low-friction plasma-sprayed bores.
• IHI twin turbochargers, one per cylinder bank.
• Pressurized lubrication system with thermostatically controlled cooling.
Drivetrain
• ATTESA ET-S All-Wheel Drive (AWD) with independent rear-mounted transaxle integrating transmission, differential and AWD transfer case.
• Rigid, lightweight carbon-composite driveshaft between engine and transaxle.
• Electronic traction control plus 1.5-way mechanically locking rear differential.
• Vehicle Dynamics Control (VDC-R) with three driver-selectable settings: Normal (for daily driving, controls brakes and engine output), R-Mode (for ultimate performance, utilizes AWD torque distribution for additional vehicle stability) and Off (driver does not want the help of the system).
• Hill Start Assist prevents rollback when starting on an incline.
DisclaimerVDC-R cannot prevent accidents due to abrupt steering, carelessness, or dangerous driving techniques. Always drive safely.
Transmission
• 6-speed Dual Clutch Transmission with three driver-selectable modes: Normal (for maximum smoothness and efficiency), Snow (for gentler starting and shifting on slippery surfaces), and R mode (for maximum performance with fastest shifts).
• Fully automatic shifting or full sequential manual control via gearshift or steering wheel-mounted paddle shifters.
• Dual clutch design changes gears in less than 0.5 second (0.2 second in R mode).
• Downshift Rev Matching (DRM).
• Predictive pre-shift control (in R mode) based on throttle position, vehicle speed, braking and other information.
Wheels and Tires
• 20 x 9.5" (front) and 20 x 10.5" (rear) super-lightweight forged-aluminum wheels with Gunmetal Gray finish.
• Exclusively developed nitrogen-filled Bridgestone® RE070A high-capacity run-flat summer tires, 255/40R20 front and 285/35R20 rear.
• Tire Pressure Monitoring System (TPMS).
• Optional exclusively developed nitrogen-filled Dunlop® run-flat all-season tires, 255/40R20 front and 285/35R20 rear (includes Bright Silver wheels).
Brakes
• Brembo® 4-wheel disc brakes with 4-wheel Antilock Braking System (ABS), Brake Assist, Electronic Brakeforce Distribution and Preview Braking.
• Two-piece floating-rotor 15-inch front and rear discs with diamond-pattern internal ventilation.
• 6-piston front/4-piston rear monoblock calipers.
Steering
• Rack-and-pinion steering with vehicle-speed-sensitive power assist.
• 2.6 steering-wheel turns lock-to-lock.
Suspension
• 4-wheel independent suspension with Bilstein® DampTronic system with three driver-selectable modes: Normal/Sport (for automatic electronic control of damping), Comfort (for maximum ride comfort), and R mode (engages maximum damping rate for high-performance cornering).
• Electronically controlled variable-rate shock absorbers. High-accuracy progressive-rate coil springs.
• Front double-wishbone/rear multi-link configuration with aluminum members and rigid aluminum subframes.
• Hollow front and rear stabilizer bars.
Body/Chassis
• Exclusive Premium Midship platform with jig-welded hybrid unibody.
• Aluminum hood, trunk and door skins. Die-cast aluminum door structures.
• Carbon-reinforced front crossmember/radiator support.
Back to Top
Standard Features
Exterior
• Wide-beam headlights with High Intensity Discharge (HID) low beams.
• LED taillights and brake lights.
• Dual heated power mirrors.
• Flush-mounted aluminum door handles.
• Body-color rear spoiler with integrated center high-mounted stop light.
• UV-reducing tinted glass.
Audio/Navigation/Performance Monitor
• Digital Bose® audio system with AM/FM/in-dash 6-CD changer and 11 speakers including dual subwoofers.
• HDD Music Box system, including hard drive with 9.4 GB for audio storage.
• MP3, WMA and DVD audio capable. In-dash Compact Flash card reader.
• HDD-based GPS navigation with touch screen.
• Driver-configurable performance monitor, developed with Sony® Polyphony, with graphical readouts of vehicle data and driving data displayed on a total of 11 screens.
• 7-inch WVGA high-resolution color-LCD display for audio, navigation and performance monitor.
Interior
• Automatic Temperature Control (ATC).
• Electronic analog instrument cluster with multi-function trip computer and digital gear indicator.
• Power front windows with one-touch auto-up/down feature.
• Intelligent Key system with pushbutton start. Power door locks.
• Cruise control.
• Tilt/telescoping steering column.
• Bluetooth® Hands-free phone system with voice recognition.
Seating/Appointments
• Leather upholstered front seats with perforated Alcantara inserts.
• 8-way power front seats with entry/exit switch for rear-seat passengers.
• Driver-shaped bucket seat.
• Dual individual rear seats.
• Heated front seats.
• Leather-wrapped steering wheel and shift knob.
• Drilled aluminum pedals.
Safety/Security
• Nissan Advanced Air Bag System (AABS) with dual-stage supplemental front air bags, seat belt sensors and occupant-classification sensor.
• Driver and front-passenger side-impact supplemental air bags and roof-mounted curtain supplemental air bags.
• Front seat belts with pretensioners and load limiters.
• Nissan Vehicle Immobilizer System.
• Vehicle Security System.
3 of my creations together on the back porch!
Blogged about here.... www.ikeahackers.net/2012/02/bernhard-chair-to-barstool.html
PERFORMANCE
* Z1 ECU Tune
* Specialty-Z Split Downpipes
* NSR Test Pipes
* HKS Hiper Exhaust
* Apex-i AVC-R Boost Controller
* Apex-i S-AFC
* XS Engineering FMIC
* Koyo Radiator
* Slick Motorsports Dual Intake with Apex-i Filters
* Border/Sard 850cc Fuel System
* HKS GT2530BB Turbos
* Wiseco Pistons, Oversized
* Nitrous Express (NX) NterCooler FMIC spray kit w/ 10lb NOS bottle
* Turbo XS RFL BOV's
* OS Giken Twin Disk Clutch
* Powertrain 1pc Aluminum Driveshaft
* DSP Racing Turbo Manifolds
* HKS Ignition
* Ported Heads and Manifolds
* and much more.... For more pictures and information click here
BRAKES AND SUSPENSION
* NSR VR4 big brake kit with brembo cross drilled and slotted rotors in the front
* Brembo Cross drilled and slotted rotors in the rear
* Axxis MM Brake Pads
* NISMO 60mm Wheel Hub Studs
* 300 Degree Brake Master Cylinder Brace
* Tein RA Coilovers
* Top Speed Adjustable Tension Rods
* Top Speed Front Strut Bar
* Top Speed Rear Strut Bar
* Top Speed Hicas Eliminator
* Top Speed Rear Ladder Bar
* Suspension Tech Adjustable Sway Bars
* Dupree Subframe Spacers
* Noltec Adj. Front Upper A-arms
* SM Tuning Adj. Rear Arms
* Energy Suspension Bushings
* Stitch Welded and Reinforced Subframes
ENGINE AND ENGINE BAY
* Turbo XS RFL BOV's
* OS Giken Twin Disk Clutch
* Powertrain 1pc Aluminum Driveshaft
* DSP Racing Turbo Manifolds
* HKS GT2530BB Turbos
* Wiseco Oversized Pistons
* Nitrous Express (NX) NterCooler FMIC spray kit w/ 10lb
* Nitrous Oxide Systems (NOS) bottle
* HKS DLI Ignition System
* XS Engineering FMIC
* Slick Motorsports Dual Intake with Apex-i Filters
* Border/Sard 850cc Fuel System
* NSR Test Pipes
* Stillen X-pipe
* HKS Hiper Exhaust
* Z1 Motorsports ECU Tune
* Specialty-Z Split Downpipes
* Nismo Oil Filler Cap
* Nismo Radiator Cap
* HKS Hardpipes
* Optima Red Top Battery
* Chrome Battery Bracket
* Chrome Power Steering Res.
* Chrome Misc Clamps
* Polished strut bar
* Polished valve covers
* Polished Throttle bodies
* Polished Custom Radiator Bracket
* Powdercoated Red Strut Bar brackets
* Powdercoated Gunmetal Upper Plenum
* Samco Upper Radiator Hose - Red
* Samco Lower Radiator Hose Elbows - Red
* TurboHose Hardpipe connectors - Black
* Slick Motorsports Custom Oil Catch Can
* Custom Hood Mirrors
* Custom Fuse Box Mirror
* Hose Techniques Red Silicone Vacuum lines
* Koyo Polished Aluminum Radiator
* FAL Black Magic 150 Electric Fan
* Painless Wiring Assembly
* Billion Thermostat
* Stainless Braided Lines throughout engine bay with -AN Fittings
* DP Aluminum Lower Radiator Hose
* SX Fuel Pressure Regulator
* SX Fuel Filter
* D/U Fuel Pressure Gauge
* Nismo Oil Cooler
* NGK 2 step colder platinum spark plugs
* 300 Degree EGR Elimination Kit
* Noltec Urethane Motor Mounts
* Powertrix Engine Ground Kit
* SPL Stainless Steel Clutch Line
* SPL Chrome Brake Reservoir Cap
* SPL Chrome Power Steering Reservoir Cap
* SPL Chrome Clutch Reservoir Cap
* PB Carbon Fiber Throttle Cable Cover
WHEELS AND TIRES
* 3 Piece SSR GPO Evolution Rims in Chrome
-17x8.5 front
-18x9.5 rear
Kuhmo 712 tires
-235 front
-265 rear
* Muteki light weight wheel lug/lock set
EXTERIOR
* Wings West body kit (4 piece)
* Stillen Wing
* Bomex AD258 Nose Panel, slightly modified
* Ab Flug Aero Mirrors
* Fully Cleared Corners
* JM 6000K HID kit
* Phillips Silver Vision Bulbs in marker lights
* NSR Fully Cleared Taillights
* JDM Clear Rear Side Markers
* JDM Red Fairlady Z Hood emblem
* JDM Fairlady Z rear emblem
* Carbon Fiber Foglight Ducts
* NSR Rear Wiper Delete kit
INTERIOR
* Sparco Torino's Red/Black
* Sabelt Harnesses, Black
* Sparco Harness Pads, Red
* Wedge Engineering Brackets
* JDM Veilside 300km/hr Gauge Cluster
* Custom Red Leather Interior Trim
* Nismo Shift Knob
* J-Spec Shift and E-brake Boots
* JDM Fairlady Z floor mat tags
* Custom 'SilverTwin' Short Shifter
* Autometer Phantom Tachometer
* Autometer Phantom boost gauge
* Autometer Phantom water temp gauge
* Autometer Phantom air/fuel gauge
* Lotek Full A-Pillar triple pod
* Brushed Aluminum dash kit
* 4pc. Custom Aluminum Pedals
* Chrome Fire Extingushier
* Apex-i S-AFC
* Apex-i AVC-R
* Apex-i Rev Speed Meter
* HKS Type 1 Turbo Timer
* Signal Auto Steering Wheel Hub Adapter
* Sparco Color 2 Steering Wheel
AUDIO / VISUAL
* Panasonic DVD & Navagation System
* Panasonic HeadUnit
* Panasonic Processing Unit
* Custom sub box built by RH Designs
* Alpine 6.5" x 4
* Alpine 1" tweeters x 2
* JL Audio 12" Subwoofer
* Soundstorm 500 watt amp
* Soundstorm 700 watt amp
* (Trunk mounted audio equipment only installed for shows)PERFORMANCE
* Z1 ECU Tune
* Specialty-Z Split Downpipes
* NSR Test Pipes
* HKS Hiper Exhaust
* Apex-i AVC-R Boost Controller
* Apex-i S-AFC
* XS Engineering FMIC
* Koyo Radiator
* Slick Motorsports Dual Intake with Apex-i Filters
* Border/Sard 850cc Fuel System
* HKS GT2530BB Turbos
* Wiseco Pistons, Oversized
* Nitrous Express (NX) NterCooler FMIC spray kit w/ 10lb NOS bottle
* Turbo XS RFL BOV's
* OS Giken Twin Disk Clutch
* Powertrain 1pc Aluminum Driveshaft
* DSP Racing Turbo Manifolds
* HKS Ignition
* Ported Heads and Manifolds
* and much more.... For more pictures and information click here
BRAKES AND SUSPENSION
* NSR VR4 big brake kit with brembo cross drilled and slotted rotors in the front
* Brembo Cross drilled and slotted rotors in the rear
* Axxis MM Brake Pads
* NISMO 60mm Wheel Hub Studs
* 300 Degree Brake Master Cylinder Brace
* Tein RA Coilovers
* Top Speed Adjustable Tension Rods
* Top Speed Front Strut Bar
* Top Speed Rear Strut Bar
* Top Speed Hicas Eliminator
* Top Speed Rear Ladder Bar
* Suspension Tech Adjustable Sway Bars
* Dupree Subframe Spacers
* Noltec Adj. Front Upper A-arms
* SM Tuning Adj. Rear Arms
* Energy Suspension Bushings
* Stitch Welded and Reinforced Subframes
ENGINE AND ENGINE BAY
* Turbo XS RFL BOV's
* OS Giken Twin Disk Clutch
* Powertrain 1pc Aluminum Driveshaft
* DSP Racing Turbo Manifolds
* HKS GT2530BB Turbos
* Wiseco Oversized Pistons
* Nitrous Express (NX) NterCooler FMIC spray kit w/ 10lb
* Nitrous Oxide Systems (NOS) bottle
* HKS DLI Ignition System
* XS Engineering FMIC
* Slick Motorsports Dual Intake with Apex-i Filters
* Border/Sard 850cc Fuel System
* NSR Test Pipes
* Stillen X-pipe
* HKS Hiper Exhaust
* Z1 Motorsports ECU Tune
* Specialty-Z Split Downpipes
* Nismo Oil Filler Cap
* Nismo Radiator Cap
* HKS Hardpipes
* Optima Red Top Battery
* Chrome Battery Bracket
* Chrome Power Steering Res.
* Chrome Misc Clamps
* Polished strut bar
* Polished valve covers
* Polished Throttle bodies
* Polished Custom Radiator Bracket
* Powdercoated Red Strut Bar brackets
* Powdercoated Gunmetal Upper Plenum
* Samco Upper Radiator Hose - Red
* Samco Lower Radiator Hose Elbows - Red
* TurboHose Hardpipe connectors - Black
* Slick Motorsports Custom Oil Catch Can
* Custom Hood Mirrors
* Custom Fuse Box Mirror
* Hose Techniques Red Silicone Vacuum lines
* Koyo Polished Aluminum Radiator
* FAL Black Magic 150 Electric Fan
* Painless Wiring Assembly
* Billion Thermostat
* Stainless Braided Lines throughout engine bay with -AN Fittings
* DP Aluminum Lower Radiator Hose
* SX Fuel Pressure Regulator
* SX Fuel Filter
* D/U Fuel Pressure Gauge
* Nismo Oil Cooler
* NGK 2 step colder platinum spark plugs
* 300 Degree EGR Elimination Kit
* Noltec Urethane Motor Mounts
* Powertrix Engine Ground Kit
* SPL Stainless Steel Clutch Line
* SPL Chrome Brake Reservoir Cap
* SPL Chrome Power Steering Reservoir Cap
* SPL Chrome Clutch Reservoir Cap
* PB Carbon Fiber Throttle Cable Cover
WHEELS AND TIRES
* 3 Piece SSR GPO Evolution Rims in Chrome
-17x8.5 front
-18x9.5 rear
Kuhmo 712 tires
-235 front
-265 rear
* Muteki light weight wheel lug/lock set
EXTERIOR
* Wings West body kit (4 piece)
* Stillen Wing
* Bomex AD258 Nose Panel, slightly modified
* Ab Flug Aero Mirrors
* Fully Cleared Corners
* JM 6000K HID kit
* Phillips Silver Vision Bulbs in marker lights
* NSR Fully Cleared Taillights
* JDM Clear Rear Side Markers
* JDM Red Fairlady Z Hood emblem
* JDM Fairlady Z rear emblem
* Carbon Fiber Foglight Ducts
* NSR Rear Wiper Delete kit
INTERIOR
* Sparco Torino's Red/Black
* Sabelt Harnesses, Black
* Sparco Harness Pads, Red
* Wedge Engineering Brackets
* JDM Veilside 300km/hr Gauge Cluster
* Custom Red Leather Interior Trim
* Nismo Shift Knob
* J-Spec Shift and E-brake Boots
* JDM Fairlady Z floor mat tags
* Custom 'SilverTwin' Short Shifter
* Autometer Phantom Tachometer
* Autometer Phantom boost gauge
* Autometer Phantom water temp gauge
* Autometer Phantom air/fuel gauge
* Lotek Full A-Pillar triple pod
* Brushed Aluminum dash kit
* 4pc. Custom Aluminum Pedals
* Chrome Fire Extingushier
* Apex-i S-AFC
* Apex-i AVC-R
* Apex-i Rev Speed Meter
* HKS Type 1 Turbo Timer
* Signal Auto Steering Wheel Hub Adapter
* Sparco Color 2 Steering Wheel
AUDIO / VISUAL
* Panasonic DVD & Navagation System
* Panasonic HeadUnit
* Panasonic Processing Unit
* Custom sub box built by RH Designs
* Alpine 6.5" x 4
* Alpine 1" tweeters x 2
* JL Audio 12" Subwoofer
* Soundstorm 500 watt amp
* Soundstorm 700 watt amp
* (Trunk mounted audio equipment only installed for shows)
Total integration time: 9 hours
July 2021
Scope: Stellarvue SVX102T-R
Imaging camera: ZWO ASI1600MM-PRO
Mount: SkyWatcher HEQ5 pro
Guiding scope: ZWO Miniscope 30f4
Guiding camera: ZWO ASI120MM-S (mono)
Focal Reducer: Stellarvue SFFX-1 FF
Software: APT astronomy tools, PHD2, DeepSkyStacker, PixInsight, Photoshop CC.
Filters: Astronomik 6nm 1.25" - Ha (300 sec subframes), O3 (420 sec subframes), SII (420 sec subframes) on ZWO mini filterwheel.
The image was taken under the skies of Israel, Bortle class 5-6.
Specifications
Engine
• VR-series twin-turbocharged 3.8-liter V6.
• 480 hp @ 6,800 rpm. 430 lb-ft torque @ 3,200–5,200 rpm.
• Dual overhead camshafts with variable intake-valve timing.
• Cast aluminum cylinder block with high-endurance/low-friction plasma-sprayed bores.
• IHI twin turbochargers, one per cylinder bank.
• Pressurized lubrication system with thermostatically controlled cooling.
Drivetrain
• ATTESA ET-S All-Wheel Drive (AWD) with independent rear-mounted transaxle integrating transmission, differential and AWD transfer case.
• Rigid, lightweight carbon-composite driveshaft between engine and transaxle.
• Electronic traction control plus 1.5-way mechanically locking rear differential.
• Vehicle Dynamics Control (VDC-R) with three driver-selectable settings: Normal (for daily driving, controls brakes and engine output), R-Mode (for ultimate performance, utilizes AWD torque distribution for additional vehicle stability) and Off (driver does not want the help of the system).
• Hill Start Assist prevents rollback when starting on an incline.
DisclaimerVDC-R cannot prevent accidents due to abrupt steering, carelessness, or dangerous driving techniques. Always drive safely.
Transmission
• 6-speed Dual Clutch Transmission with three driver-selectable modes: Normal (for maximum smoothness and efficiency), Snow (for gentler starting and shifting on slippery surfaces), and R mode (for maximum performance with fastest shifts).
• Fully automatic shifting or full sequential manual control via gearshift or steering wheel-mounted paddle shifters.
• Dual clutch design changes gears in less than 0.5 second (0.2 second in R mode).
• Downshift Rev Matching (DRM).
• Predictive pre-shift control (in R mode) based on throttle position, vehicle speed, braking and other information.
Wheels and Tires
• 20 x 9.5" (front) and 20 x 10.5" (rear) super-lightweight forged-aluminum wheels with Gunmetal Gray finish.
• Exclusively developed nitrogen-filled Bridgestone® RE070A high-capacity run-flat summer tires, 255/40R20 front and 285/35R20 rear.
• Tire Pressure Monitoring System (TPMS).
• Optional exclusively developed nitrogen-filled Dunlop® run-flat all-season tires, 255/40R20 front and 285/35R20 rear (includes Bright Silver wheels).
Brakes
• Brembo® 4-wheel disc brakes with 4-wheel Antilock Braking System (ABS), Brake Assist, Electronic Brakeforce Distribution and Preview Braking.
• Two-piece floating-rotor 15-inch front and rear discs with diamond-pattern internal ventilation.
• 6-piston front/4-piston rear monoblock calipers.
Steering
• Rack-and-pinion steering with vehicle-speed-sensitive power assist.
• 2.6 steering-wheel turns lock-to-lock.
Suspension
• 4-wheel independent suspension with Bilstein® DampTronic system with three driver-selectable modes: Normal/Sport (for automatic electronic control of damping), Comfort (for maximum ride comfort), and R mode (engages maximum damping rate for high-performance cornering).
• Electronically controlled variable-rate shock absorbers. High-accuracy progressive-rate coil springs.
• Front double-wishbone/rear multi-link configuration with aluminum members and rigid aluminum subframes.
• Hollow front and rear stabilizer bars.
Body/Chassis
• Exclusive Premium Midship platform with jig-welded hybrid unibody.
• Aluminum hood, trunk and door skins. Die-cast aluminum door structures.
• Carbon-reinforced front crossmember/radiator support.
Back to Top
Standard Features
Exterior
• Wide-beam headlights with High Intensity Discharge (HID) low beams.
• LED taillights and brake lights.
• Dual heated power mirrors.
• Flush-mounted aluminum door handles.
• Body-color rear spoiler with integrated center high-mounted stop light.
• UV-reducing tinted glass.
Audio/Navigation/Performance Monitor
• Digital Bose® audio system with AM/FM/in-dash 6-CD changer and 11 speakers including dual subwoofers.
• HDD Music Box system, including hard drive with 9.4 GB for audio storage.
• MP3, WMA and DVD audio capable. In-dash Compact Flash card reader.
• HDD-based GPS navigation with touch screen.
• Driver-configurable performance monitor, developed with Sony® Polyphony, with graphical readouts of vehicle data and driving data displayed on a total of 11 screens.
• 7-inch WVGA high-resolution color-LCD display for audio, navigation and performance monitor.
Interior
• Automatic Temperature Control (ATC).
• Electronic analog instrument cluster with multi-function trip computer and digital gear indicator.
• Power front windows with one-touch auto-up/down feature.
• Intelligent Key system with pushbutton start. Power door locks.
• Cruise control.
• Tilt/telescoping steering column.
• Bluetooth® Hands-free phone system with voice recognition.
Seating/Appointments
• Leather upholstered front seats with perforated Alcantara inserts.
• 8-way power front seats with entry/exit switch for rear-seat passengers.
• Driver-shaped bucket seat.
• Dual individual rear seats.
• Heated front seats.
• Leather-wrapped steering wheel and shift knob.
• Drilled aluminum pedals.
Safety/Security
• Nissan Advanced Air Bag System (AABS) with dual-stage supplemental front air bags, seat belt sensors and occupant-classification sensor.
• Driver and front-passenger side-impact supplemental air bags and roof-mounted curtain supplemental air bags.
• Front seat belts with pretensioners and load limiters.
• Nissan Vehicle Immobilizer System.
• Vehicle Security System.
With this version Toyota took a big leap in the direction of a more serious high-performance car. Again using subframe, suspension,and drivetrain assemblies from the Z30 Soarer (Lexus SC300/400), test model pre-production started in December 1992 with 20 models, and official mass production began in April 1993. The new Supra was completely redesigned, with rounded body styling and featured two new engines: a naturally aspirated Toyota 2JZ-GE producing 220 hp (164 kW; 223 PS) at 5800 rpm and 210 lb·ft (280 N·m) at 4800 rpm of torque and a twin turbocharged Toyota 2JZ-GTE making 276 hp (206 kW; 280 PS) and 318 lb·ft (431 N·m) of torque for the Japanese version. The styling, while modern, does seem to borrow some elements from Toyota's first grand touring sports car, the Toyota 2000GT. For the export model (America/Europe) Toyota upgraded the Supra turbo's engine (smaller, steel wheeled turbochargers, bigger fuel injectors, etc.). This increased the power output to 320 hp (239 kW; 324 PS) at 5600 rpm and 315 lb·ft (427 N·m) at 4000 rpm. (326hp / 325lbft for Europe)
The turbocharged variant could achieve 0–60 mph in as low as 4.6 seconds and 1/4 mile (402 m) in 13.1 seconds at 109 mph (175 km/h). The turbo version was tested to reach over 285 km/h (177 mph), but the cars are restricted to just 180 km/h (112 mph) in Japan and 250 km/h (155 mph) elsewhere. European versions of the car also had an air intake or scoop on the hood. Drag coefficient is 0.31 for the naturally aspirated models and 0.32 for the turbo models but unknown with the rear spoiler.
The twin turbos operated in sequential mode, not parallel. Initially, all of the exhaust is routed to the first turbine for reduced lag. This resulted in boost and enhanced torque as early as 1800 rpm, where it already produced 300 lb·ft (410 N·m) of torque. At 3500 rpm, some of the exhaust is routed to the second turbine for a "pre-boost" mode, although none of the compressor output is used by the engine at this point. At 4000 rpm, the second turbo's output is used to augment the first turbo's output. Compared to the parallel mode, sequential mode turbos provide quicker low RPM response and increased high RPM boost. This high RPM boost was also aided with technology originally present in the 7M-GE in the form of the Acoustic Control Induction System (ACIS) which is a way of managing the air compression pulses within the intake piping as to increase power.
For this generation, the Supra received a new 6-speed Getrag/Toyota V160 gearbox on the turbo models while the naturally aspirated models made do with a 5-speed manual W58, revised from the previous version. Each model was offered with a 4-speed automatic with manual shifting mode. Turbo models were equipped with larger brakes and tires (Unless you were in Japan where these were an optional extra). All vehicles were equipped with 5-spoke aluminium alloy wheels and a space saver spare tire on a steel wheel to save weight and space.
Toyota took measures to reduce the weight of this new model. Aluminium was used for the hood, targa top (when fitted), front crossmember, oil and transmission pans, and the suspension upper A-arms. Other measures included hollow carpet fibers, magnesium-alloy steering wheel, plastic gas tank and lid, gas injected rear spoiler, and a single pipe exhaust. Despite having more features such as dual airbags, traction control, larger brakes, wheels, tires, and an additional turbo, the car was at least 200 lb (91 kg) lighter than its predecessor. The base model with a manual transmission had a curb weight of 3,210 lb (1,460 kg). The Sport Roof added 40 lb (18 kg) while the automatic transmission added 55 lb (25 kg). It had a 51:49 (front:rear) weight distribution. The turbo model weighed 3,450 lb (1,560 kg) for the manual, automatic added another 10 lb (4.5 kg). Weight distribution was 53% front/47% rear. The Supra was heavier than the spartan Mazda RX-7 and all aluminium bodied Acura/Honda NSX, but it was lighter than the Nissan 300ZX and Mitsubishi 3000GT VR-4.
For the 1996 model year in the US, the turbo model was only available with the automatic transmission owing to OBD-II certification requirements. The targa roof was also made standard on all turbo models. For 1997, manual transmission returned for the optional engine along with a redesign of the tail lights, headlights, front fascia, chromed wheels, and other minor changes such as the radio and steering wheel designs. All 1997 models included badges indicating "Limited Edition 15th Anniversary". All turbo models came standard with the rear spoiler. For 1998, updates were a 3-spoke steering wheel and redesigned radio. In Japan, the turbo engines were installed with VVT-i. The SZ-R model was also updated with the introduction of a six-speed Getrag V161 transmission, the same used for the twin-turbo RZ models.
The stock A80 Supra chassis has also proven an effective platform for roadracing, with several top 20 and top 10 One Lap Of America finishes in the SSGT1 class. Despite its curb weight, in 1994 the A80 managed remarkable skidpad ratings of 0.95 lateral g's (200 ft) and 0.98 lateral g's (300 ft) Supra also featured a four-sensor four-channel track tuned ABS system with yaw control whereby each caliper is sensored and the brakes are controlled individually according to the speed, angle, and pitch of the approaching corner. This unique Formula One-inspired braking system allowed the Supra Turbo to record a 70 mph (113 km/h) -0 braking distance of 149 ft (45 m), the best braking performance of any production car tested in 1997 by Car and Driver magazine. This record was finally broken in 2004 by a Porsche Carrera GT, which does it in 145 ft (44 m) .
The US and UK market Supra featured bigger injectors, steel turbines and bigger inlet cam and had emissions in the range of 259 g/km CO2 despite the addition of Exhaust Gas Recirculation (EGR). The Japanese market Supra had CO2 emissions in the range of 224 g/km.
By the late 90s, sales of all sporty coupes were declining in North America, so the Supra was withdrawn from the Canadian market in 1996 and the US in 1998. The Turbo was not available in 1998 in California Air Resources Board (CARB) states. Production continued in Japan until August 2002, ceasing owing to restrictive emission standards.
[Text from Wikipedia]
en.wikipedia.org/wiki/Toyota_Supra
This miniland-scale Lego Toyota Supra A80 Coupe has been created for Flickr LUGNuts' 92nd Build Challenge, - "Stuck in the 90's", - all about vehicles from the decade of the 1990s.
With this version Toyota took a big leap in the direction of a more serious high-performance car. Again using subframe, suspension,and drivetrain assemblies from the Z30 Soarer (Lexus SC300/400), test model pre-production started in December 1992 with 20 models, and official mass production began in April 1993. The new Supra was completely redesigned, with rounded body styling and featured two new engines: a naturally aspirated Toyota 2JZ-GE producing 220 hp (164 kW; 223 PS) at 5800 rpm and 210 lb·ft (280 N·m) at 4800 rpm of torque and a twin turbocharged Toyota 2JZ-GTE making 276 hp (206 kW; 280 PS) and 318 lb·ft (431 N·m) of torque for the Japanese version. The styling, while modern, does seem to borrow some elements from Toyota's first grand touring sports car, the Toyota 2000GT. For the export model (America/Europe) Toyota upgraded the Supra turbo's engine (smaller, steel wheeled turbochargers, bigger fuel injectors, etc.). This increased the power output to 320 hp (239 kW; 324 PS) at 5600 rpm and 315 lb·ft (427 N·m) at 4000 rpm. (326hp / 325lbft for Europe)
The turbocharged variant could achieve 0–60 mph in as low as 4.6 seconds and 1/4 mile (402 m) in 13.1 seconds at 109 mph (175 km/h). The turbo version was tested to reach over 285 km/h (177 mph), but the cars are restricted to just 180 km/h (112 mph) in Japan and 250 km/h (155 mph) elsewhere. European versions of the car also had an air intake or scoop on the hood. Drag coefficient is 0.31 for the naturally aspirated models and 0.32 for the turbo models but unknown with the rear spoiler.
The twin turbos operated in sequential mode, not parallel. Initially, all of the exhaust is routed to the first turbine for reduced lag. This resulted in boost and enhanced torque as early as 1800 rpm, where it already produced 300 lb·ft (410 N·m) of torque. At 3500 rpm, some of the exhaust is routed to the second turbine for a "pre-boost" mode, although none of the compressor output is used by the engine at this point. At 4000 rpm, the second turbo's output is used to augment the first turbo's output. Compared to the parallel mode, sequential mode turbos provide quicker low RPM response and increased high RPM boost. This high RPM boost was also aided with technology originally present in the 7M-GE in the form of the Acoustic Control Induction System (ACIS) which is a way of managing the air compression pulses within the intake piping as to increase power.
For this generation, the Supra received a new 6-speed Getrag/Toyota V160 gearbox on the turbo models while the naturally aspirated models made do with a 5-speed manual W58, revised from the previous version. Each model was offered with a 4-speed automatic with manual shifting mode. Turbo models were equipped with larger brakes and tires (Unless you were in Japan where these were an optional extra). All vehicles were equipped with 5-spoke aluminium alloy wheels and a space saver spare tire on a steel wheel to save weight and space.
Toyota took measures to reduce the weight of this new model. Aluminium was used for the hood, targa top (when fitted), front crossmember, oil and transmission pans, and the suspension upper A-arms. Other measures included hollow carpet fibers, magnesium-alloy steering wheel, plastic gas tank and lid, gas injected rear spoiler, and a single pipe exhaust. Despite having more features such as dual airbags, traction control, larger brakes, wheels, tires, and an additional turbo, the car was at least 200 lb (91 kg) lighter than its predecessor. The base model with a manual transmission had a curb weight of 3,210 lb (1,460 kg). The Sport Roof added 40 lb (18 kg) while the automatic transmission added 55 lb (25 kg). It had a 51:49 (front:rear) weight distribution. The turbo model weighed 3,450 lb (1,560 kg) for the manual, automatic added another 10 lb (4.5 kg). Weight distribution was 53% front/47% rear. The Supra was heavier than the spartan Mazda RX-7 and all aluminium bodied Acura/Honda NSX, but it was lighter than the Nissan 300ZX and Mitsubishi 3000GT VR-4.
For the 1996 model year in the US, the turbo model was only available with the automatic transmission owing to OBD-II certification requirements. The targa roof was also made standard on all turbo models. For 1997, manual transmission returned for the optional engine along with a redesign of the tail lights, headlights, front fascia, chromed wheels, and other minor changes such as the radio and steering wheel designs. All 1997 models included badges indicating "Limited Edition 15th Anniversary". All turbo models came standard with the rear spoiler. For 1998, updates were a 3-spoke steering wheel and redesigned radio. In Japan, the turbo engines were installed with VVT-i. The SZ-R model was also updated with the introduction of a six-speed Getrag V161 transmission, the same used for the twin-turbo RZ models.
The stock A80 Supra chassis has also proven an effective platform for roadracing, with several top 20 and top 10 One Lap Of America finishes in the SSGT1 class. Despite its curb weight, in 1994 the A80 managed remarkable skidpad ratings of 0.95 lateral g's (200 ft) and 0.98 lateral g's (300 ft) Supra also featured a four-sensor four-channel track tuned ABS system with yaw control whereby each caliper is sensored and the brakes are controlled individually according to the speed, angle, and pitch of the approaching corner. This unique Formula One-inspired braking system allowed the Supra Turbo to record a 70 mph (113 km/h) -0 braking distance of 149 ft (45 m), the best braking performance of any production car tested in 1997 by Car and Driver magazine. This record was finally broken in 2004 by a Porsche Carrera GT, which does it in 145 ft (44 m) .
The US and UK market Supra featured bigger injectors, steel turbines and bigger inlet cam and had emissions in the range of 259 g/km CO2 despite the addition of Exhaust Gas Recirculation (EGR). The Japanese market Supra had CO2 emissions in the range of 224 g/km.
By the late 90s, sales of all sporty coupes were declining in North America, so the Supra was withdrawn from the Canadian market in 1996 and the US in 1998. The Turbo was not available in 1998 in California Air Resources Board (CARB) states. Production continued in Japan until August 2002, ceasing owing to restrictive emission standards.
[Text from Wikipedia]
en.wikipedia.org/wiki/Toyota_Supra
This miniland-scale Lego Toyota Supra A80 Coupe has been created for Flickr LUGNuts' 92nd Build Challenge, - "Stuck in the 90's", - all about vehicles from the decade of the 1990s.
With this version Toyota took a big leap in the direction of a more serious high-performance car. Again using subframe, suspension,and drivetrain assemblies from the Z30 Soarer (Lexus SC300/400), test model pre-production started in December 1992 with 20 models, and official mass production began in April 1993. The new Supra was completely redesigned, with rounded body styling and featured two new engines: a naturally aspirated Toyota 2JZ-GE producing 220 hp (164 kW; 223 PS) at 5800 rpm and 210 lb·ft (280 N·m) at 4800 rpm of torque and a twin turbocharged Toyota 2JZ-GTE making 276 hp (206 kW; 280 PS) and 318 lb·ft (431 N·m) of torque for the Japanese version. The styling, while modern, does seem to borrow some elements from Toyota's first grand touring sports car, the Toyota 2000GT. For the export model (America/Europe) Toyota upgraded the Supra turbo's engine (smaller, steel wheeled turbochargers, bigger fuel injectors, etc.). This increased the power output to 320 hp (239 kW; 324 PS) at 5600 rpm and 315 lb·ft (427 N·m) at 4000 rpm. (326hp / 325lbft for Europe)
The turbocharged variant could achieve 0–60 mph in as low as 4.6 seconds and 1/4 mile (402 m) in 13.1 seconds at 109 mph (175 km/h). The turbo version was tested to reach over 285 km/h (177 mph), but the cars are restricted to just 180 km/h (112 mph) in Japan and 250 km/h (155 mph) elsewhere. European versions of the car also had an air intake or scoop on the hood. Drag coefficient is 0.31 for the naturally aspirated models and 0.32 for the turbo models but unknown with the rear spoiler.
The twin turbos operated in sequential mode, not parallel. Initially, all of the exhaust is routed to the first turbine for reduced lag. This resulted in boost and enhanced torque as early as 1800 rpm, where it already produced 300 lb·ft (410 N·m) of torque. At 3500 rpm, some of the exhaust is routed to the second turbine for a "pre-boost" mode, although none of the compressor output is used by the engine at this point. At 4000 rpm, the second turbo's output is used to augment the first turbo's output. Compared to the parallel mode, sequential mode turbos provide quicker low RPM response and increased high RPM boost. This high RPM boost was also aided with technology originally present in the 7M-GE in the form of the Acoustic Control Induction System (ACIS) which is a way of managing the air compression pulses within the intake piping as to increase power.
For this generation, the Supra received a new 6-speed Getrag/Toyota V160 gearbox on the turbo models while the naturally aspirated models made do with a 5-speed manual W58, revised from the previous version. Each model was offered with a 4-speed automatic with manual shifting mode. Turbo models were equipped with larger brakes and tires (Unless you were in Japan where these were an optional extra). All vehicles were equipped with 5-spoke aluminium alloy wheels and a space saver spare tire on a steel wheel to save weight and space.
Toyota took measures to reduce the weight of this new model. Aluminium was used for the hood, targa top (when fitted), front crossmember, oil and transmission pans, and the suspension upper A-arms. Other measures included hollow carpet fibers, magnesium-alloy steering wheel, plastic gas tank and lid, gas injected rear spoiler, and a single pipe exhaust. Despite having more features such as dual airbags, traction control, larger brakes, wheels, tires, and an additional turbo, the car was at least 200 lb (91 kg) lighter than its predecessor. The base model with a manual transmission had a curb weight of 3,210 lb (1,460 kg). The Sport Roof added 40 lb (18 kg) while the automatic transmission added 55 lb (25 kg). It had a 51:49 (front:rear) weight distribution. The turbo model weighed 3,450 lb (1,560 kg) for the manual, automatic added another 10 lb (4.5 kg). Weight distribution was 53% front/47% rear. The Supra was heavier than the spartan Mazda RX-7 and all aluminium bodied Acura/Honda NSX, but it was lighter than the Nissan 300ZX and Mitsubishi 3000GT VR-4.
For the 1996 model year in the US, the turbo model was only available with the automatic transmission owing to OBD-II certification requirements. The targa roof was also made standard on all turbo models. For 1997, manual transmission returned for the optional engine along with a redesign of the tail lights, headlights, front fascia, chromed wheels, and other minor changes such as the radio and steering wheel designs. All 1997 models included badges indicating "Limited Edition 15th Anniversary". All turbo models came standard with the rear spoiler. For 1998, updates were a 3-spoke steering wheel and redesigned radio. In Japan, the turbo engines were installed with VVT-i. The SZ-R model was also updated with the introduction of a six-speed Getrag V161 transmission, the same used for the twin-turbo RZ models.
The stock A80 Supra chassis has also proven an effective platform for roadracing, with several top 20 and top 10 One Lap Of America finishes in the SSGT1 class. Despite its curb weight, in 1994 the A80 managed remarkable skidpad ratings of 0.95 lateral g's (200 ft) and 0.98 lateral g's (300 ft) Supra also featured a four-sensor four-channel track tuned ABS system with yaw control whereby each caliper is sensored and the brakes are controlled individually according to the speed, angle, and pitch of the approaching corner. This unique Formula One-inspired braking system allowed the Supra Turbo to record a 70 mph (113 km/h) -0 braking distance of 149 ft (45 m), the best braking performance of any production car tested in 1997 by Car and Driver magazine. This record was finally broken in 2004 by a Porsche Carrera GT, which does it in 145 ft (44 m) .
The US and UK market Supra featured bigger injectors, steel turbines and bigger inlet cam and had emissions in the range of 259 g/km CO2 despite the addition of Exhaust Gas Recirculation (EGR). The Japanese market Supra had CO2 emissions in the range of 224 g/km.
By the late 90s, sales of all sporty coupes were declining in North America, so the Supra was withdrawn from the Canadian market in 1996 and the US in 1998. The Turbo was not available in 1998 in California Air Resources Board (CARB) states. Production continued in Japan until August 2002, ceasing owing to restrictive emission standards.
[Text from Wikipedia]
en.wikipedia.org/wiki/Toyota_Supra
This miniland-scale Lego Toyota Supra A80 Coupe has been created for Flickr LUGNuts' 92nd Build Challenge, - "Stuck in the 90's", - all about vehicles from the decade of the 1990s.