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There’s No Substitute for Cubic Inches – Bore and Stroke Your Small Block With Penis Exercising

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Before “hybrids” and “e-cars” were vogue, and when testosterone still flowed heavily through the veins of All American Men, there was a saying… “There’s no substitute for cubic inches.” Meaning, that the bigger the engine, the badder it was. Not only in terms of sheer horsepower, but more importantly in terms of raw, spinal-fracturing torque.

Bigger was better, in the days of old Detroit… Before the bailouts, before the bankruptcies, before the Unions and the “government” became co-owners, and before the “green” brigade began to dictate to the American People what they should or should not be driving.

Have you noticed that today, any old “pony” car is called a Muscle Car? Apparently, any old Mustang is a muscle car, so is any old Challenger, ‘Cuda, or anything else with decals and scoops from the late ’60s and early ’70s. It’s sort of like the “Woodstock” or the “Hendrix” enigma, where every person you meet, from that era, was actually at Woodstock and was actually purchasing and listening to Jimi Hendrix records. But the fact of it is, most people never made it to Woodstock and by some magical time-traveling event, The Osmonds and The Jackson Five became “Hendrix.”

For a car to be a “Muscle” car, it had to have gobs of torque and gobs of horsepower. An in-line six cylinder Mustang coupe from 1966 is about as far removed from a muscle car as you can get. To be a true muscle car, you need cubic inches. Your 426 Hemis, 428 and 429 Cobra Jets, 455s, 440s, Boss 429s, and your 427s. A 327 Chevy stuffed in a Chevelle is not a muscle car.

The baddest production engine of all time would be the Ford 427 S.O.H.C Hemi. Oh yes! Built by Ford to do battle with Chrysler’s 426 Hemi on the NASCAR tracks, the old “Cammer” as she is known, was so brutally-bad that the 426 Hemi couldn’t even come close. For that reason, and because Chrysler cried so much, ol’ Bill France and the NASCAR boys wouldn’t allow her to run on the NASCAR circuits, in the days when you could still, “Race on Sunday and Sell on Monday.” For, as I’m sure you are aware, those days in NASCAR are long gone… The “Car of Tomorrow” is a cookie cutter “car,” where the only differences between a Chevy and a Toyota, on the tracks of NASCAR, are the decals adorning the cars…

Anyway, the “Cammer,” holds the record for the “King of Horsepower from the Land of Gob.” In stock form, she’s got 800 horsepower, all from a naturally-aspirated engine, designed and built nearly fifty years ago. But if you still aren’t satisfied with her performance, stick on a blower and run some nitro through her and you’ll have 1,400 horsepower at your command… Jeepers, that’s a lot from a fifty-year old vintage piece of Detroit Iron.

Why was the Cammer such am incredible engine? Because it was huge with 427 cubic inches. Again, there is no substitute for cubic inches… And she was made even more lethal by adding single overhead camshafts to each cylinder bank. You had horsepower and torque that was endless and almost impossible to transfer it all to the tarmac.

Penis enlargement is a lot like those Muscle Cars with the Big Blocks under the hood. Cars with huge engines, with ferocious amounts of torque and horsepower, that couldn’t handle worth a damn, but could surely go like hell in a straight line. What better parallel to a penis can you find? Heck, all you need is lots of cubic inches (size volume) and straight line performance is all you truly need.

Turning your small-block penis from one of those in-line six cylinders into a fire-breathing seven-liter big block is easier than what most men think. You need to increase its stroke (penis length) and enlarge your bore (penis girth). This will give you all the extra cubes you need to get that Big Block Penis.

With penis exercising, increasing your stroke (length) is simply done using your hands to stretch out the ligaments which anchor the penis to the body. These exercises, when done properly, will increase your stroke for more gut-wrenching penis torque.

Boring out your small-block penis is done in the same method. The hands, again, are used to squeeze extra cubes into your penis by beefing up your block. By squeezing more blood into the penile caverns, we increase our penile bore (girth) and this give us more top-end penile horsepower.

What could be easier?

Georg von Neumann

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Source by Georg Von Neumann

2012 Ford Ecosport Vs Ford Kuga

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Ford introduces new Ecosport as its first global compact SUV in Brazil and later in Asian markets. Recently, Ford of Europe did the same designed for global market but announced it was his first Kuga compact sport utility vehicle. Both Ford Ecosport and Kuga offer passenger car-like comfort and SUV versatility that deliver superior fuel efficiency, class-leading safety and cutting edge technologies.

Ford of Europe announced that their “experts identified the varied and often conflicting tastes around the world to create an intercontinental call to the first compact SUV the company’s global.” This applies to both Ford models but Kuga is more comfort and technology inclined in most matured countries as opposed to Ecosport version which is a much simpler and cheaper SUV. So the EcoSport is intended for emerging and is unlikely in mature markets such as Europe, North Amercia and Asian countries where the Kuga will be sold.

The cheaper Ecosport is more welcomed in Brazil in view of the high taxes that slowdown in selling luxury SUVs. Kuga is badly hit as consumers are more likely in search of fuel efficient small SUV. However, in China Kuga is selling as good as Ecosport due to lower taxes. In fact Kuga attracted more attention than Ecosport and apparently selling more when the two compact SUVs were exposed, one beside the other, in the Hall of Beijing during the show.

To create an SUV cheaper and profitable to do in Brazil, Ford designed the EcoSport B on a platform, a compact hatchback with spare tire from the outside. This could save space with this approach but at the same time it also challenges most SUV manufacturers since most of them now no longer carry the spare tire from the outside.

As for the Kuga with more space than the Ecosport, comes with more technology. The features include Ecoboost engine which is more powerful and efficient. For Ecosport it has its minor benefit such as electric lock lid of the trunk, thrown into a hidden crevice of the right tail light. But for more advance technology designed for the Kuga, it has a system of automatic opening lid, triggered by the movement of the foot below the rear bumper. That shows the differences between development and underdevelopment.

However, the Kuga left panel of the interior looks like Ecosport, following the visual identity of the Ford world, known as kinetic design. Ford designed the EcoSport and Kuga as well as other models with the customers in mind in addition to fuel efficiency, world-class safety, powerful performance and practical versatility.

With different SUVs flooding the market each year with more advance technology what do you prefer for an SUV – luxury or affordable type?

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Source by James Ma

Freelander 1: Is It Really THAT Bad?

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You hear a lot of horror stories about the Freelander 1 – repeated head gasket failures; complete drive trains destroyed; engines blown up… – are they really THAT bad?

The first thing to realise is that not all Freelander 1’s are made equal. Within the Freelander 1 range there are four different engines:

– the DI diesel Freelander (produced from 1997 until 2000 with a 2.0 litre Rover L-Series engine);

– the 1.8 petrol Freelander (produced from 1997 until 2006 with a 1.8 litre Rover K-Series engine);

– the TD4 diesel Freelander (produced from 2001 until 2006 with a 2.0 litre BMW M47 engine);

– the V6 petrol Freelander (produced from 2001 until 2006 with a 2.5 litre Rover KV6 engine).

The drive train for all Freelander 1’s is based on an IRD unit at the front (the equivalent of a transfer box); a viscous coupling unit in the centre of the prop shaft and a rear differential, quite clearly at the rear. Apart from some minor differences, particularly with the V6 Freelander, this drive train is the same across the range of Freelander 1’s.

So what is it that causes so many problems with the Freelander 1’s? What is it everybody seems to be complaining about?

The common faults with the Freelander 1’s can be split into three categories:

– Drive train issues;

– Engine issues;

– Electrical issues.

The Freelander 1 is a brilliant 4×4, extremely capable off road – it will give any Defender a run for it’s money – with the massive benefit of being an incredibly comfortable vehicle; no bouncing up and down hitting your head on the roof in these! However, some owners experience massive failure of the drive train, followed by an equally massive hit to the bank account to put it right. Complete destruction of the IRD and / or the rear differential. Why? Is this a fault of the Freelander 1? No. There is absolutely no problem with the Freelander 1 drive train design; nor is there a weakness in the system which causes it to fail. All of these drive train issues are caused by a failure in communication. Yes, you read correctly, a failure in communication.

There are two common causes of the unfortunately all too common drive train issues. The first is the viscous coupling unit (VCU). This innocent looking unit actually has a life span, in our experience it is approximately 70,000 miles. Because it is a sealed unit it is very difficult to test if the VCU is due to be changed and the most reliable way of protecting your drive train is to bite the bullet and change it every 70,000 miles, just as you would a timing belt. The communication problem is that it has never been included in a service schedule, as the timing belt is, and hence many owners are not aware it needs to be changed. The result? It tightens up, puts strain on the drive train and destroys, generally the IRD unit. If this change was on a service schedule the Freelander itself would not be criticized for the resulting failures.

The second drive train issue is caused by mismatched tyres. There is only a 5mm tolerance in the rolling radius of the tyres and if mismatched tyres are driven on this can destroy the rear differential in as little as 5 miles. Although the Freelander hand book does specify that all four tyres should always be replaced together, unfortunately many tyre fitters are happy to replace just two at a time – even just one if you insist! Again not the fault of the Freelander, we need those that serve us to understand the catastrophic effect of creating a mismatch by only replacing one or two tyres.

So far our Freelander is innocent. The drive train problems are caused by a lack of communication.

So now we come to the engine problems. There are four different engines, so here you have to judge each Freelander individually.

The DI diesel Freelander, with its old style diesel engine and minimal sensors, is an absolute workhorse. If this was the only engine in the Freelander range we would be out of business! No common faults here. This Freelander is definitely innocent of all charges so far.

Now we get to the 1.8 petrol Freelander. Unfortunately we do believe this is the Freelander which caused all Freelander’s to be charged with being “THAT” bad! But is it really the fault of the Freelander? The Rover 1.8 K-series engine is a magnificent piece of engineering, used extensively in racing for its incredible lightness. It did, however, have an initial design fault. The cylinder head gasket was just too flimsy for the Freelander and the use of plastic dowels did not help. This has caused pretty much every 1.8 Freelander to blow the head gasket, usually by 70,000 miles. But a solution was soon found in the form of a modified multi layer steel head gasket with steel dowels; with this fitted properly all the problems go away. So why do some owners experience multiple head gasket failures? One reason is some garages have fitted another SINGLE layer head gasket when they have done the replacement – bound to blow again! The other reason is, once a head gasket has blown there are many parts of the system which can be affected, even more so if sealing liquids have been added to the coolant (the Freelander’s hate these sealing liquids); and if all these affected areas are not addressed and rectified then further problems with the cooling system can occur, which can ultimately lead to another head gasket failure. Just putting in a new head gasket is not a total fix once a head gasket has failed. In addition using blue or green coolant, rather than red, can erode the head gasket hence causing head gasket failure. The 1.8 Freelander is guilty as charged as it does have an inherent issue at manufacture; however repeated failures are not the fault of the Freelander.

The TD4 diesel Freelander is probably the most popular of the range. This is a much more complex engine than the L-series diesel, and hence, as with any modern vehicle, does tend to have a few more issues – many of which are caused by sensors! The low pressure fuel pump has a shorter life span than would be ideal, however we would generally say there is only one major problem these engines have, which is over and above what you would expect to see from any other engine, this is the problem of the engine being suffocated and eventually being completely destroyed. What causes this? It is caused by the failure to replace the crankcase breather filter when the Freelander is serviced. Now this breather filter is on the service schedule, so we cannot blame communication this time. We generally only see this problem when the Freelander has been serviced by a generalist garage. It is evident that some generalist garages do not realise this filter exists (it is tucked away at the rear of the engine) and fail to change it. Once again, the TD4 Freelander is innocent of all charges so far.

The final Freelander up on charge is the V6 petrol Freelander. This is the one with the power. A beast of an engine which really does need a specialist and specialist tooling to fix it. This one will put a smile on your face as you drive down the road, but will it get you where you want to go? As the name implies the V6 Freelander has a six cylinder V engine. The main issue with these engines is that the thermostat is in the centre of the V – where all the heat is – and is encased in a plastic housing. This means it can be prone to leaking. In itself, changing a thermostat is not such a big deal, however, if the owner does not notice the loss of coolant this can result in head gasket failure, which on this engine is a big job. So is the Freelander V6 guilty as charged? If you check your coolant level regularly it would not be a big deal, but we admit there is an inherent issue there.

On to the final category of common faults, the electrics. In this category are the sunroof, the electric windows and the central locking doors.

The sunroof does cause a problem on the Freelander with many owners finding closing it up, taking the fuse out and pretending they never had one being a lot less stressful. The problem, however, is caused by our winters and some servicing. If the sunroof is not greased at the services and is not opened and closed regularly, the result is that it rusts and seizes. Our beloved Freelander is innocent.

Sorry Freelander, we love you to bits, but when it comes to windows and doors you are GUILTY. Be prepared for the wires to snap on the window mechanisms hopefully leaving your window up rather than down. Be ready for one or more doors to refuse to unlock / lock when you press the central locking buttons and if you have never had any of these problems you are blessed.

Before delivering your sentence on the Freelander 1 remember that all vehicles have their foibles; you are never fully aware of them until you research or own one. In addition, if you read all the forums do remember people generally go to a forum because they have a problem, you will not find many owners without problems posting there. There are forums for every vehicle, all full of owners with problems.

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Source by Sue L Maddock

Automobile Dealerships – Valuing Blue Sky

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Blue Sky is the intrinsic value of an automobile dealership, over and above the value of its tangible assets. It is sometimes equated to the goodwill of a car dealership.

Most articles regarding the blue sky value of new car dealerships cite a multiple of earnings formula, such as three times earnings, four times earnings, and so forth. The idea that “blue-sky” can be determined by anything times anything is just plain wrong.

Even NADA the National Automobile Dealers Association in its publication entitled “A Dealer Guide to Valuing an Automobile Dealership, NADA June 1995, Revised July 2000 bemuses, in part, with respect to valuing a dealership by using a multiple of earnings: A Rule of Thumb valuation is more properly referred to as a “greater fool theory.” “It is not valuation theory, however.”

In its Update 2004, NADA omitted its reference to “fool”, but referred to the multiple formula as rarely based upon sound economic or valuation theory, and went on to state: “If you are a seller and the rule of thumb produces a high value, then this is not a matter of great concern. Go for it, and maybe someone will be stupid enough to pay you a very high value.”

A dealership’s blue sky is based upon what a buyer thinks it can produce in net profit. If potential buyers think it cannot produce a profit, the store will not sell. If it can produce a profit, then variables such as desirability of location, the balance the brand will bring to other existing franchises owned, whether or not the factory will require facility upgrades, and so on and so forth, determine whether or not a buyer will buy that particular brand, in that particular location, at that particular time.

I have been consulting with dealers for nearly four decades and have participated in over 1,000 automotive transactions ranging from $100,000 to over $100,000,000 and have never seen the price of a dealership sale determined by any multiple of earnings unless and until all of the above factors have been considered and the buyer then decided he, she or it was willing to spend “x” times what the buyer thought the dealership would earn, in order to purchase the business opportunity.

To think otherwise would be to subscribe to the theories that (1) even though you think a dealership could make a million dollars, the store is worth zero blue sky because it made no money last year; and (2) if a store has been making $5 million per year you should pay say 3 times $5 million as blue sky even though you think you will not produce that kind of profit. Both propositions are absurd. If a buyer does not think a dealership is worth blue sky, then what he is really saying is that he sees no business opportunity in the purchase and therefore, in my opinion, he should not buy the store.

Each dealership is unique with respect to its potential, location, balance that its brand brings a dealer group, and condition of facility. The sale is also unique with respect to whether it is a forced liquidation, orderly liquidation, arms length, insider, or a case where an anxious buyer is trying to induce an unwilling seller. There are management factors to consider, length and term of leases, possibilities or non-possibilities of purchasing the facilities and whether or not the factory wants to relocate the store or to open a new store up the street.

In the car business it is impossible to pick a dealership or a franchise out of a hat, multiply its earnings by some mystical number and predict either what the dealership is worth, or what price it would sell for – and it doesn’t matter if you are talking about a Toyota, Honda, Ford, Chevrolet, Chrysler, Dodge, or any other dealership. At any given time one franchise might be considered more or less desirable than another, but they are all valued in the same manner.

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Source by John Pico J.D.

How Much Weight Can You Carry on Roof Racks?

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Roof racks are a great way to carry the big, bulky items that take up too much room inside your vehicle. However, they are not designed to carry heavy weights, and if you do this you are likely to damage your vehicle and risk a serious accident. Most four wheel drives will only carry a maximum of 100kg on the roof racks. Some full length steel racks weigh around 50kg, and as a result your carrying capacity is drastically reduced. A few jerry cans and you are already looking at being over the limit. It is important to ensure that the total weight on your roof does not exceed what the manufacturer states as being the maximum.

Not all racks weigh 50kg; many don’t weigh more than 15kg. However, it does depend on the design and materials used. What is just as important as checking the maximum load your roof is designed to take, is looking at what your roof racks will carry. Some roof racks are only designed to carry 30kg each, and again these can easily be overloaded. Take note of what conditions the racks are designed to operate in as well. I have seen numerous roof racks that state ‘not for off-road’ use. If you get a set like this, put a few jerry cans up top and then travel on gravel, sand or other bumpy roads you risk damaging the racks, losing your load or damaging the roof of your vehicle.

Its all too common to see people either loading their roof racks up with more gear than what should be carried, or loading their roof’s up with more than what should be carried. Again, keep the heavy stuff inside your vehicle, and the big, bulky stuff on the racks. By doing this, you ensure that the centre of gravity is kept low, and this makes the car more stable. When you are four wheel driving, this is of extreme importance. Even when you are on the road it is much safer to have a lower centre of gravity.

The primary reason that roof racks are rated for different weights is their design and the material that is used. You will find that plastic racks generally won’t be able to carry as much as weight as steel or aluminum. Aluminum is lighter than steel, which is helpful if you want to carry heavier loads up top (again, I don’t recommend this!)

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Source by Aaron Schubert

Water SUV Conversion Kit – Tips on Converting Your SUV to Run on Water

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What is the science behind a water SUV conversion kit? Many people love to drive their large SUV. Driving a large sport utility vehicle gives the driver a sense of achievement and satisfaction. Unfortunately, with the current high global crude oil prices, fueling this large vehicle is getting very expensive. Due to its weight and its size, a SUV does consume a large amount of gasoline and can only get a low mileage. Are there any ways sport utility vehicle can reduce fuel cost? One suggestion is to use a water car conversion kit. This article will provide some information on the concept behind water car.

A car cannot use water as fuel because it is not combustible. Water is good for cleaning the windscreen and as a coolant for the radiator system. However, one of the component of water which is hydrogen gas (H2) is capable of acting as a supplement fuel to gasoline. H2 has a high burning rate and is much cleaner and efficient than fossil fuel.

Hydrogen gas can be extracted from water with an electrolysis process. By installing an electrolysis device on a SUV, H2 will be generated when electric current is passed through water. The next step is to release the H2 into the air intake system. From there, the hydrogen gas will be diverted into the engine combustion chambers. Due to the potency of H2, the gas mixture will burn at a higher rate and will generate a bigger engine power output. Theoretically, if a SUV is using the same amount of fuel but is receiving higher engine yield, it will travel further thus increasing its mileage and saving cost.

To implement a water SUV conversion kit is quite easy. Anyone with some basic car maintenance skill can do it. You can get the modification process started with a budget of about $150. Most of the components can be purchased from a hardware store. What you will need is a good step by step guide to assist you. With the present high gasoline cost, any idea that can reduce a SUV fuel consumption will be a blessing.

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Source by Will Yap

Grandtrek WT M3 Snow Tires – Are These the Right Choice for Safe Winter Traction?

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Dunlop’s new Grandtrek WT M3 snow tires are a class-leading winter traction tire for luxury SUVs and 4x4s. This tire is uniquely designed for modern low profile tire and rim combinations popular on larger high performance SUVs such as the Porsche Cayenne, BMW X5, Audi Q, Mercedes GL, Cadillac Escalade, and Volkswagen Touareg. These are also known as Grandtrek WTM3 without the space.

The main problem with these high performance SUVs is the difficulty in optimizing the tire footprint for snowy and icy winter conditions. All-weather tires do not cut the mustard in snow, slush, and ice because they are not designed with widely spaced tread blocks and fine grooves to bite into snow and ice. In addition, the extra width of performance rubber prevents the tire from biting deeply into the snow and tends to cause hydroplaning in slush and freezing rain. As a result, your standard low profile all weather tires will slip badly or simply float on top of the snow, slush, and ice and completely lose traction.

If you own a luxury SUV or high performance truck or 4×4 featuring large rims with low profile wide tires, you need to either purchase a snow tire specifically designed for the purpose, or replace your entire rim and tire package. Since the latter option is extremely expensive, the best bet is to buy low profile snow tires that fit your high performance application. This is where the Grandtrek WT M3 comes in.

Grandtrek Dunlop WT M3 snow tires offer a directional V-pattern that quickly extricates large amounts of snow and slush from the tread, giving you excellent grip in the snow. Their low profile retains excellent response and feedback you expect from your high performance vehicle. The high silica rubber ensures the tire remains pliable even in the coldest conditions. Customer feedback on comfort, handling, noise, and treadwear has been very strong, meaning these are tires you can get great value from. The tires are V speed rated up to 149 mph/240 kph.

The Grandtrek WT M3 also comes in a Run Flat Grandtrek WT M3 ROF version. Dunlop’s patented Self Supporting Technology (DSST) provides an immensely important safety measure that allows you to drive 50 miles or more on a flat tire. If you have ever gotten a puncture at -10 degrees in a blinding blizzard, you know that you never want to change a tire in those conditions again! So if you’re looking for that extra measure of safety for you and your family, you should seriously consider the Dunlop Grandtrek WT M3 ROF Run On Flat as an option.

When shopping for snow tires for your luxury performance SUV or 4×4 this winter, hopefully these positives and negatives come to mind if you’re considering the Grandtrek WT M3.

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Source by Dann Roberts

Ford Excursion: King of SUVs

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People who are searching for a sport utility vehicle that has a really wide interior space and room would find the Ford Excursion their top and ideal choice. This vehicle has the capacity to take in a maximum of nine people inside its cabin. Its closest rivals include the Chevrolet Suburban and the GMC Yukon XL, yet the Ford Excursion towers over them by six inches. It also is 7 inches longer as well as 2000 pounds heavier. It is equipped with a rear-wheel drive or a four-wheel drive configuration. The Ford Excursion is made available in three trim levels which include the XLT, the Eddie Bauer, and the Limited trim.

This vehicle holds traditional Ford styles intact. This includes the four side doors along with the wider back doors. These assist and facilitate easier access to the rear and middle doors. The Ford Excursion also has power adjustable pedals and the whole vehicle is powered by a diesel engine. This engine of the Ford Excursion also features a Tow-Haul mode that has a maximum of 11,000 pounds of towing power. The engine also has cleaner emissions and boasts an improved gas mileage.

The Ford Excursion is considered to be beastly in size. It is the king of big sport utility vehicles. It has all-terrain tires that give the vehicle the capacity to handle tough, hilly, and inclined roads as well as snowy and slippery highways. This vehicle is capable of going places that would seem to be inaccessible for other heavy-duty pickups. Despite the weight and size of the Ford Excursion, the vehicle is still easy to maneuver.

Driving the Ford Excursion would give you the feeling of safety and security. The vehicle is also highly function for it can transport cargo and people. It also can tow a big trailer as well as other things like boats. The design of this vehicle is based on Ford’s Super Duty F-series pickup trucks. The rear cargo of the Ford Excursion is split in three ways. This arrangement offers a greater and better visibility when driving rearward.

Features and equipment, standard and optional, for the Ford Excursion include four-wheel anti-lock disc brakes (ABS), a tilt steering wheel, cruise control, a 40/20/40 split front bench seat, a 60/40 split-folding second row seat, a folding/removable third-row seat, power heated mirrors, power windows, power door locks, a remote keyless entry system, an AM/FM/cassette/CD stereo, 16-inch chromed steel wheels, a floor console, automatic headlamps, rear-seat audio controls, power rear quarter windows, a Reverse Sensing System, automatic climate control, a trip computer, power adjustable pedals, two-tone leather seating surfaces, cherry woodgrain interior accents, illuminated running boards, an in-dash six-disc CD changer, heated front seats, memory seats and pedals, climate and audio controls mounted on the steering wheel, a HomeLink transmitter, and an overhead console.

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Source by Jay Stevens

Road Trip: Dubai to Jebel Jais

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Jebel Jais happens to be the highest mountain peak within UAE, and is situated the emirate of Ras Al Khaimah, and is a part of the Hajar Mountains. It stands at a height of about 1900 mts (abt 5800 ft) about sea level and is about 30 kms from Ras Al Khaimah city area. The distance from Dubai to Jebel Jais is about 180 kms, and from Abu Dhabi is about 260 Kms.

As you pass the Lantern round-about near the RAK Hospital you need to keep driving towards the mountains where a small board points you to the direction of Jebel Jais. The mountains appear on your left side, till you reach the flat smooth tarmac that leads you to the top. From here it is about 25 kilometers to the top. Google Maps does a decent job of leading you to the spot.

We were a few families, raring to go out for a day trip inside UAE. We wanted to make this a family holiday. We had children and older people in our team and thus needed to find a place which will be accommodating as well as a fun day trip. Jebel Jais came as a new lead and we zoomed on it as our next location. One weekend in March, when the temperature is still fine for a day’s outing in the sun, we packed our whole rations of food, water, snacks and the necessary supplies. Our intention was also to have a grand barbecue there at Jebel Jais..

The drive from Dubai to Ras Al Khaimah was smooth and we took the Mohammad Bin Jayed Road E 311 (Old Emirates Road). Once we reached Ras Al Khaimah we picked up the signs to Jebel Jais direction. Parts of this stretch of about 10 kilometers are on stretches of broken, dusty and slightly rocky unmarked roads. Mind you, the signs are very limited) and from then on it is a wonderful drive mostly on smooth tarmac surface.

Ras Al Khaimah tourism is now actively investing to promote Jebel Jais as a weekend getaway destination in UAE. The Emirate has started building a modernistic Hotel and a para-gliding range in this location.

We were grouped into three cars, including a Toyota Corolla, a Nissan Altima and a Mitsubishi Pajero. Though you may read to be otherwise, it is pretty well possible to use a sedan car in order to reach Jebel Jais. But do not wander offroads, keep to the beaten path if you are driving a non-SUV.

The view in this stretch of 25 kilometers to the top (or almost to the top) is simply breath-taking. Rugged hilltops rise on three sides of you the more you drive into the lap of the mountains, sweeping views of rocky valleys stretch on one side, gorges can be viewed at different directions, and we tackled around eight hair-pin bends till we reached the top. It takes about 45 minutes from RAK city area to reach here. We have driven to most locales in UAE and this scenic drive of forty odd minutes, beats the others hands-down. It is fantastically exhilarating.

As you reach the summit, you will find that the final 5 kms or so has been blocked off (as off March 2015), as the tarmac roads were still being built. It was mostly stretches of rocks and rubble, from the last checkpoint on the route upwards. All along the higher sections of the route, at different turns, there are parking locations and toilets erected for the needy. Again, the condition of these toilets then were not much to be happy about, but it is still an option. The parking spots have been built at advantage points along the route, where it feels great to park awhile and absorb the beauty and serenity of the mountains around you.

The temperature continuously falls as you drive up to the summit, and the drop is by almost 10 degree Celsius if compared to the city down below, and that was a very welcome change. The Jebel Jais summit has been reported to receive quite a few inches of snowfall in 2004 and then in 2009. This is surely the coldest point in UAE.

Once we reached the end of the black armac road where the last checkpoint stops you from venturing further, we turned back drove down for about a couple of bends till we saw this hilly side road. The hilly road brought us to a ridge on the side of the mountains which gave us a great viewpoint along with a little privacy. Over the ridge we could see the sea near the “ghailah” area of UAE at the end of the horizon downwards over the mountains on the other side.

We parked our cars and unpacked our supplies and prepared for our grand barbecue. Mind you, there are no shops or cafes in this route, (as of March 2015). Every drop of water and every morsel of food needed, has to be brought here.The children loved the little hikes over the boulders and embankments around this rocky spot that we chose. Quickly we got our supplies spread out on the mat, and arranged to light up the charcoal grill. There were some waste collection pits around here too. Mats were put on the ground, and the women in our team helped us prepare the ingredients for the grill. In about 20 minutes we had a lovely barbecue fire ready for the grill.Children loved the nippy air, and got busy in their fun activities. The sun warmed our backs amidst the little nip in the air.

The food tasted awesome, charcoal grilling always has this special aroma and brings that exquisite softness in the chicken or mutton that you grill. We had also brought in plentiful supplies of water and soft drinks to quench the thirst for all, and also had snacks to bite on till the grilled food was ready. Then we all sat around and had this hearty meal along with some hummous and garlic paste for the Lebanese wheat rolls that we brought. The atmosphere was one of joy, people laughing, jokes and some mindless fun all along. We enjoyed the great views all around, quiet serene rocky mountains, a rocky valley and gorge in front of us, and great views to the blue Ocean below. The weather was fantastic and it was a time to chill out and unwind from our stressful city lives.

As evening approached, we boiled a hot pot of water to make us some instant coffee. Adults also shrugged out of their lazy bones and had their few moments of extreme wishful fun, tackling extreme rocks and boulders for a better scenic view.The sun set was softly approaching us, causing wonderful myriad of colours on the mountain tops. and the chill increased with the setting of the sun.

With the approach of darkness we could slowly see the lights in the towns below us come to life. The main motorways looked like bright ribbons in the evening horizon while little trinkets of lights came up marking the residential and commercial districts. As darkness fell, we packed our stuff back in the car. Mind you street lights are very few and the parking zones have the lights burning till it was around seven, after which they switched off.

Navigating back down the steep roads and hair-pin bends back into civilizations was guided by the moon. All in all, Jebel Jais is probably the best drive and mountain spot in UAE. It needs more infrastructure at the moment, but it has already become a magnetic attractions to travel lovers in Dubai or in UAE. Visitors or residents alike, if you have a car, do not miss this destination. You would love it!!!

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Source by Samit Bhattacharya

Nissan Engine Range for Nissan Skyline – RB20-RB24-RB25-RB26-RB30

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Nissan Engine Range for Nissan Skyline – RB20-RB24-RB25-RB26-RB30

The Nissan Skyline started the lifespan of the RB Engine line. The Technical Specifications for the Line are as follows:

  • RB20-2 LITRE 1998CC, 78MM BORE, 69.7MM STROKE
  • RB24-2.4 LITRE 2428CC, 86MM BORE, 69.7MM STROKE
  • RB25-2.5 LITRE 2498CC, 86MM BORE, 71.7MM STROKE
  • RB26-2.6 LITRE 2568CC, 86MM BORE, 73.7MM STROKE
  • RB30-3.0 LITRE 2962CC, 86MM BORE, 85MM STROKE

Common letter designations across the range were:

  • D-indicates double overhead cam (DOHC)
  • E-indicates engine is fuel injected
  • S-indicates engine is carburetted
  • T-indicates engine came equipped with factory installed turbo charger
  • TT-indicated engine came equipped with twin turbo chargers

The first of the RB20 engines came in the R31 Skyline in 1986. The first incarnations of these engines had two main variants. The earliest version was dual overhead cam using a NICS (Nissan Induction Control System), this was an injection system with twelve small intake runners, it included a butterfly system that divided the air intake ports for better low end performance. This system was later replaced with a system called ECCS (Electronically Concentrated Control System), this system replaced the twelve small runners in exchange for six larger ones although they still retained twelve ports on the cylinder head, these they divided with air splitter plates.

The different variations of the RB20 through the years were denoted by the addition of a letter code system.

  • RB20E-denoted a single cam variant
  • RB20ET- single cam turbocharged
  • RB20DE-dual over head cam
  • RB20DET-dual overhead cam turbocharged
  • RB20P-another single cam variant
  • RB20DET-R-dual overhead cam turbocharged
  • RB20DE-NEO-dual overhead cam with improved low end torque designed to reduce fuel consumptions and lower emissions.

The RB24 was a very rare engine. It was mechanically made from different engine parts in the RB line. The block was from a RB25DE/DET, the cylinder head was from a RB30 and the crankshaft was from a RB20DE/DET with 34mm pistons. This engine was not injected but came with carburettors. This configuration allowed the engine to have essentially the same displacement as the RB25DE/DET but rev higher.

The RB25 engine was mass produced in four main forms:

  • RB25DE-non turbo twin cam
  • RB25DET-twin cam turbocharged
  • RB25DE-NEO-non turbo twin cam
  • RB25DET-NEO-twin cam turbocharged

From 1993, the RB25DE and RB25DET came equipped with NVCS (Nissan Variable Cam System) this allowed the engine to produce more torque and power at lower RPM ranges than was possible in previous versions. Other changes that were made were the addition of a revised electrical system, the turbo charger on the Rb25DET was changed from an aluminium compressor to a plastic one, the ignition system got an upgrade with the introduction of ignition coils with built in igniters, eliminating the need for a separate coil ignitor. Other changes during this time to the engine were revised engine ecu, new cam angle and throttle position sensors and a newly designed mass air flow meter. Mechanically the engines were identical in series 1 and 2 engines.

The RB26DETT engine was produced throughout 1989-2002 primarily for the Nissan Skyline GT-R. The intake for the RB26DETT varies from the other RB series engines because it uses six individual throttle bodies instead of a single throttle body. It also uses a twin turbo system run in parallel. Both turbo chargers are of equal size and the wastegate is set to limit boost to pressure to 10psi. this engine is known for its strength and power potential. It is not unheard of to see people get 600hp from these engines without any modifications to the internals. Also from a reliability standpoint, these engines regularly hit 100,000 miles and even 200,000 miles as long as it is serviced regularly.

RB26DETT engines produced before 1992 were found to have a common oiling problem. The surface where the crank meets the oil pump was machined slightly too small, this eventually leads to an oil starvation problem and oil pump failure at higher RPM’s. Later versions of the engine fixed this problem and aftermarket performance part manufacturers make oil pump extension drives to eliminate this problem.

The RB30 engine came in the following configurations:

  • RB30S- single cam carburetted
  • RB30E- single cam fuel injected
  • RB30ET-fuel injected single cam turbo charged

The RB30DET engine was not actually produced by Nissan, the RB30DETT demarcation actually refers to a turbo charged engine which commonly had a engine block from a RB30E, this was mated to a Cylinder head from either a RB25DE, RB25DET or RB25DETT, RB20DE/DET heads were not used because of the difference in bore size.

You may be able to find slightly different variations of the above engines, these are commonly made by engine builders with a bit of know how in the field. These engines are used quite often when people are doing transplants into different vehicles and intend to use them for performance applications. The engines are powerful and dependable and are capable of generating huge amounts of horsepower when built correctly.

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Source by Wayne M Adams