[ad_1]

Increased speed makes the laws of physics become more and more important to the driver. These laws, although not enforced by a policeman or written by a law producing body, are absolutely binding on all drivers, and no one can relax their effect. The laws of physics control any and every object that moves. The particular laws which apply to driving cover areas such as friction, centrifugal force and inertia, impact, and gravity. You should always remember that these laws apply to city driving as well as to driving on the highway, because their significance increases proportionately with the speed at which you are travelling. However, this article on highway driving would seem the best place to discuss their importance.

Proper sight requires sufficient light and time for a picture to impose itself on the retina of the eye, be relayed to the brain, and thereby trigger a reaction by the driver. This means that traffic signs, signals, and pavement markings become increasingly important when driving at higher speeds. These give the driver advance warning of any curves, hills, intersections, or railway crossings that may be ahead, as well as intended maneuvers by other drivers. A driver must learn to recognize all signs and signals instantly, for at higher speeds the time for recognition and reaction becomes shorter and shorter. To facilitate recognition, signs and signals throughout the United States are standardized by shape and color and can reflect light to be seen at night. Remember, it takes time to observe a sign, signal, or condition, and then react to it. Reaction time for a given driver is fairly constant, but the distance travelled in this time is directly related to speed. Therefore, stopping distances and distances required for evasive action become greater as speed is increased.

Friction

Friction is the force which opposes the motion of one surface over another, and is the means through which a vehicle may move in a straight line, or may turn or stop. This force is exerted entirely through four small friction areas, also known as, tires. If we assume that the average reaction time is 0.75 seconds than common sense tells us that the faster the car is travelling, the greater the distance it will take to stop. The difference in stopping distance from 40 miles per hour to 70 miles per hour is approximately 3.5 times greater. This means that if you can stop within 100 feet at 40 miles per hour, you will need 350 feet of leeway to stop travelling at 70 miles per hour.

These conditions only occur part of the time, however: should the force of friction be reduced by ice, snow, rain, oil, mud, loose gravel, a rough surface, or poor tires, then stopping distances will increase drastically and evasive maneuvers will become much more difficult, or even impossible. Because stopping distance increases more rapidly than speed, it is important to allow a greater distance between your car and the car in front as your speed increases.

Inertia and Centrifugal Force

If at any time the frictional force, or traction, between the four small areas of the tire and road surface are lost, control is lost as well, and one or both of the following physical forces may determine the situation: inertia, the tendency of a moving body to keep moving in a straight line unless an outside force acts to change its direction of motion; and centrifugal force, the tendency of a moving body turning about a center to fly away from that center. Centrifugal force can be demonstrated by placing a weight on the end of a string and swinging it in a circular motion. If the string is release or breaks, the weight will leave the circular path and continue in a straight line.

Obviously, a similar effect can happen to a turning vehicle. A car driving around a curve must overcome the centrifugal force in order to make the turn. If the centrifugal force is greater than the friction between the tires and the road, the car will not be able to turn, but will skid off the highway. The key point is that the friction increases with speed, but the centrifugal force increases even more rapidly. Therefore, the faster your speed, or the sharper the turn, the greater is the chance that you will be unable to get around safely. If you remember this principle, you will realize that you must slow down before entering a curve, especially if the road is slightly slippery

Brakes should never be applied after entering a curve, as this has a tendency to reduce the friction between the wheels and the road. Remember, friction enables you to move your car, control it, and stop it. When you consider that for each tire the area touching the road surface is about equal to the size of your hand, it is understandable that many factors can cause loss of friction, and resultant loss of control. The greater the speed, the greater the possibility this may happen – and the greater the consequences. Speed must always be adjusted to suit road conditions.

As well as the speed of the car, another factor determining whether or not you will be able to make a turn safely is the angle at which the road is banked through the curve. The easiest is a banked turn (similar to a race track); the second, a flat road surface; and the third, a crowned surface. The flat road surface is dangerous at high speed, and in comparison, in a turn, the crowned surface can only be negotiated at low speeds because the car is tilted against the direction of the curve. On entering sharp curves, there is usually an advisory speed sign posted, telling you the speed at which the curve may be safely taken. One who ignores these signs is indeed a very foolish driver.

Kinetic Energy and the Force of Impact

If control of a car is lost, the usual result is collision, either with another car or with a fixed object. The all important variable in this situation is the force of impact. The force of impact itself is a function of the speed and the weight of the car. If you double the speed of a car before a collision, the force of impact is four times as great. If you triple the speed of the car before collision, the force of impact is multiplied nine times! Weight also has a part to play here; if the weight of the vehicle doubles, the force of impact doubles too. The total result of doubling the speed and the weight of the vehicle would be to increase the force of impact eight times. Therefore, any collision would necessarily be eight times as damaging. In effect, the impact of hitting a solid object at 30 miles per hour is like driving off a three story building.

Highway engineers use several techniques to reduce the force of impact in cases of unavoidable contact with surrounding objects. Smooth metal guard rails allow a car to glance off rather than hit solidly. Wide road shoulders, free of obstacles such as trees, culverts, and bridge abutments, help to reduce the hazard. Where light and sign standards are essential, these poles are designed to sheer or break off easily on contact. The best way to make sure that the force of impact does not act upon your car is to drive at all times in a manner which will avoid collision with any and all objects!

The Force of Gravity

Gravity – the force which attracts objects downwards towards the center of the earth – will cause cars to lose speed going up hills, thereby decreasing their stopping distances; and to accelerate going down hills, thereby increasing their stopping distances.

A good driver will cut his speed when descending a hill; on steep grades, he should put his gear selector into low, so that the engine of the car will act as a brake. Hills are potential driving hazards for other reasons also. They limit visibility; the driver should not pass on or approaching a hill, no matter how slowly the vehicles in front are moving, unless there is a passing lane. At the crest of a hill, the driver must be alert for approaching cars not in their proper lane, or for obstacles in the road ahead, such as a car stopped while waiting to make a left turn. Remember that you must be able to stop your vehicle in the distance you can see ahead either day or night.

[ad_2]

Source by Kris Kolanko

[ad_1]

When it comes to accessorizing, riders and owners of motorcycles, particularly those that are new in this field, often spend their money in increasing engine performance. Oftentimes, they put their entire budget on performance motorcycle parts accessories like exhausts, fuel injection, mapping systems, and other components to help boost the motorcycle’s engine.

But once they experience track riding, the illusion of power as the most important component to gain speed fades fast. In fact, too much of it without taking into consideration the other factors may just make your motorcycle more than you can handle. Many have experienced that it could actually make one slower than the others with less powerful bikes.

So what performance motorcycle parts accessories should you invest in? Here are some suggestions of expert riders of motorcycles:

o Suspension

Lance Keigwin of Star Motorcycle School and Hare Racing, suggests that riders should take full note of the suspension. This is one component that can increase speed in motorcycles, according to Keigwin. Unfortunately, most riders often overlook this factor. He further explained that some of the stock bikes today may perform under regular conditions; however, when pushed beyond the average riding situations, their performance becomes questionable. “I do not suggest, however, that you spend a fortune in full suspension components; instead, I suggest you work with your stock suspension and use components that may improve the stock equipment like the gold valve emulators,” Keigwin added.

o Tires

According to Keigwin, tires are another important component when it comes to handling motorcycles. “Simple knowledge of how the different types of tires help maneuverability may also help you be a faster and smoother rider,” he suggests.

Keigwin further suggests reducing weight from unsprung parts such as wheels, rotors, sprockets and engine parts. He said that this technique helps in handling the motorcycle better. His opinion is that some of the weight of the components may create the effect that makes the motorcycle go straight. However, by installing lighter components, according to Keigwin, helps in improving considerably the handling of the motorcycle. For him, “Power is almost at the end of my list of priorities; right before cosmetics.”

o Handling factor

The handling factor also comes as a priority above power and cosmetics. This is according to Alex Florea of AFMotorsports. Florea said that to an average rider, several things may not be so visible. This includes installing taller tires without adjusting the geometry. This may cause riders to loose stability and may need to adjust the triple clamps on the forks to make up for the difference. With regards to slicks, he suggests that DOT tires are better investments.

[ad_2]

Source by Ma. Carla Ballatan

[ad_1]

The title to this article is actually doubling as a very good question. Really, what is an air oil separator and why does anyone need one? If you did a search online for air oil separator you’d find a lot of sites selling them, but not one of them actually explains what they are, what you use them for, and how they work. Here is a fount of information that you may actually find useful.

What?

The a/o separator is basically a filtering system that takes the oily vapor from engines and removes the oil allowing the air to pass through. This means that it keeps the air you breathe free from stinky, inky oil that may find its way into your lungs, eyes, and all over your skin and clothes. Not only is that a health hazard, but imagine what kind of fire hazard it would be to have every surface in your workspace covered in flammable oil residue-this could be quite dangerous if you are a smoker.

Where?

The a/o separator is used in any machine that is motor/engine powered/driven. You’ll find a/o separators in cars, motorcycles, ATVs, and trucks-all engine types that use viscous engine oil to lubricate all those hot moving parts. You’ll also find a/o separators in air compressors that use compressor oil which also needs to be filtered from the air.

Why?

The a/o separator is more than just a way to keep your workspace and body free from oily vapor and its effects; it is also a way to keep the air free from polluting toxins that increase the incidence of greenhouse gasses. Not everyone agrees with the idea of Global Warming, but the a/o separator is still a great tool (part) for keeping the air fresh and breathable. Actually, your vehicle won’t pass an emission inspection without a working air oil separator. The a/o separator doesn’t just keep the oil from the air you breathe, it also keeps the oil where it’s supposed to be-in the engine (motor). A happy and efficient engine is a well lubricated engine. No vehicle or machine that is motor/engine powered/driven can work if the pistons or kinetic parts are rubbing against each other or against other surfaces. This can lead to engine burnout or even an engine fire, both of which are difficult to come back from.

How?

Finding an a/o separator requires a knowledge of the vehicle or motorized tool that you’ll need one for. An a/o separator used with compressor oil isn’t going to work or even fit into a Dodge Ram pickup. You can find a/o separators at parts stores, in specialty part shops online or around the block, or you can dig one up at a pick n pull. They come in many different sizes, designs, and use different filters. One cannot replace another unless they are manufactured specifically for use in the intended appliance, car, or compressor.

The air oil separator may have started out as a mystery to you, but now that you’ve read this article, you can walk away a bit smarter and a lot less oily.

[ad_2]

Source by Cliff Burke

[ad_1]

The word “Automobile” has its origins in Greek and Latin and it has become an integral part of every man’s life. It has become so indispensable that on an average, a person spends at least 3 hours in his vehicle every day. Automobile was once thought of as a luxury and only a select few could indulge in. Now, the times have changed and automobiles have become a means of transportation catering to the vast majority.

The transformation from luxury to inevitability

Automobiles, in general, refer to the humble car and the estimates suggest that there is a car for every eleven persons on earth amounting up to 590 million passenger cars. There are various variants of automobiles that cater to every cross section of the population. There are variants that could set you back by a couple of million dollars and other models that cost you a few thousand dollars.

The technological advances in the automobile sector have been tremendous in the last 100 years. The century’s greatest invention or advancement should definitely belong to the automobile industry. One of the earliest pioneers of the automobile Industry was Ransom Olds from the Oldsmobile factory. In the early 1900’s, he introduced the Production Line concept, thus churning out vehicles every few minutes. This idea was greatly revolutionized and implemented by Henry Ford, who elevated automobile industry to the next level. Ford quickly grew in the first half of 20th century and slowly but steadily spread globally.

Growing along with time

With advancement of age, the automobile industry gradually grew in continental Europe and England. Japan introduced quality initiatives that further enhanced the industry. Toyoto from Japan were the pioneers of Total Quality Management and Six Sigma, which have been the guiding principles of the automobile industry for the last 50 years. Today, Toyoto are the world’s biggest automobile company according to recent market estimates.

The global boom of the 1980’s was largely because of the automobile revolution. Ford, General Motors and Chrysler, the big 3 automotive giants of America, had a huge say on the country’s economy. They decided the health of the economy and the recent global economic recession has affected them badly. This has made them approach the government for loans and benefits, which have been fulfilled by the government after placing appropriate clauses.

Advent of technology and innovations

Automobile has transcended from being a medium of transportation to a medium of entertainment after the advent of super fast cars competing against each other. NASCAR and F1 races are huge crowd pullers every year. People have made fortunes and drivers of these machines have made their name in history. The fact that automobile racing involves huge costs has made the racing industry reel in these uncertain economic times. The sport has seen tragedies with loss of life in some instances. This has made room for strict safety regulations, which are now mandatory for all the automobile shows.

The negative part

Although man has made a huge leap forward with automobiles, there is a downside to this technological wonder. The emissions from these machines have raised serious environmental concerns with calls for more eco-friendly vehicles. Automobile companies have invested hugely in research and development of eco-friendly vehicles. Except for this single downside, there is slightest of doubts to say that automobiles have been the find of the previous century.

[ad_2]

Source by Brenda Williams

[ad_1]

TEIN is one of the biggest and oldest Japanese aftermarket suspension specialist and manufacturer. Since 1985, TEIN has been researching and developing high performance suspension products for both street and race use. Competing and winning many races including the World Rally Championship and Super N1 Endurance Race allowed TEIN to be the pioneer of suspension specialists. The technology knowledge gained from racing, TEIN applied  to their product development to create an ideal suspension for total driving pleasure. That is what makes TEIN products outperform other performance suspension brands  not only in performance, but also in endurance, consistency and most of all quality which makes driving with this exceptional suspension a fulfilling experience.

Which TEIN product should I choose?

Springs

S. TECH – TEIN S. TECH LOWERING SPRINGS are an excellent choice for lowering, or as an initial step towards sport suspension tuning. TEIN S. TECH spring features an average drop of 1.5 inch and average increase in spring rate of 20%. This results in a lowered center of gravity, less body roll and pitch, improved roll distribution, and better road holding capability. The lowered car also has a more stylish appearance. Every TEIN S. TECH spring application is road tested for proper balance between performance and comfort. TEIN S. TECH spring is made from Vanadium. TEIN S. TECH springs are more sports oriented than the TEIN HIGH TECH springs. TEIN S. TECH is also called Dress Up Master, and is intended for street use.

H. TECH – TEIN HIGH TECH LOWERING SPRINGS are an excellent choice for lowering, with minimum compromise in comfort and performance. TEIN H. TECH springs feature an average drop of 1.3 inch and average increase in spring rate of 10%. This results in a lowered center of gravity, less body roll and pitch, improved roll distribution, and better road holding capability. The lowered car also has a more stylish appearance. Compared to S. TECH springs, H. TECH springs offer a softer and comfier ride, yet provides better handling than the OEM springs. TEIN H. TECH is also called Luxury Master, and is intended for street use.

G. TECH– TEIN GRAVEL TECH LOWERING SPRINGS were developed for gravel driving, such as off road driving, rallying, and rallycross. TEIN GRAVEL TECH springs were developed in combination with the Type GRAVEL dampers, but can be used with other high performance dampers as well. With a tuned ride height and spring rates for off road driving, TEIN GRAVEL TECH spring is no doubt a competition spring. Compared to TEIN S. TECH and TEIN H. TECH springd, the TEIN GRAVEL TECH springs offer a much stiffer ride and roll distribution suitable for off road driving. TEIN GRAVEL TECH is also called Dirt Trial Master, and is intended for competition use.

Street Coilover Systems

BASIC– TEIN BASIC DAMPER is TEIN’s entry level coilover kit. Compared to OEM suspension, the TEIN BASIC DAMPER features a higher spring rate and stronger damping force. Each application is optimized in which the spring rate is matched to the damper, so under-damping and over-damping will be minimized. The TEIN BASIC DAMPER features adjustable ride height and short stroke dampers. Other features include twin tube shell case, newly designed spring seat, and three stage powder coating. TEIN BASIC DAMPER is the perfect choice for entry level users who want a matched spring and damper set with the optimized damping forces right out of the box. TEIN BASIC DAMPER is also called Driving Master and is intended for street use.

SUPER STREET– TEIN SUPER STREET DAMPER is a step up from TEIN BASIC DAMPERS. Compared to TEIN BASIC DAMPER, the SUPER STREET DAMPER features a similar spring rate, but with a damper that features 16 to 20 levels of damping force adjustments. Similar to the BASIC DAMPER, the SUPER STREET DAMPER also features adjustable ride height and short stroke dampers, as well as twin tube shell case, newly designed spring seat, and three stage powder coating. The 16 to 20 levels of damper force adjustment can be made by simply turning a knob on the top of the damper. With the damping force adjustment ability, users can change the stiffness of the suspension easily according to the driving conditions, for example, soft setting for street driving and stiff setting for track driving, or using different stiffness front to back to fix minor understeer or oversteer. TEIN SUPER STREET DAMPER is also called Driving Master and is intended for street use.

COMFORT SPORT– TEIN COMFORT SPORT is a coilover kit developed with sport and comfort in mind. Compared to OEM suspension, the TEIN COMFORT SPORT features a higher spring rate and stronger damping force, yet with minimum decrease in comfort and quietness. This was accomplished by a carefully chosen spring rate and matched to a mono-tube design damper featuring the Micro Speed Valve Technology. Together, the COMFORT SPORT provides a smooth and luxurious ride with added cornering stability and control. Compared to BASIC and SUPER STREET DAMPER, the TEIN COMFORT SPORT provides a slightly less sporty ride but still provides a great increase in comfort and quietness. TEIN COMFORT SPORT features 16 levels of damping force adjustment, Micro Speed Valve Technology, inverted shell case, ride height adjustment, newly designed spring seat, and mono-tube shell case. TEIN COMFORT SPORT is also called Cruising Master and is intended for street use.

EURO DAMPER– TEIN EURO DAMPER is very similar to TEIN COMFORT SPORT in every way, please read the above section for details. As the name implies, the TEIN EURO DAMPER is designed for European cars. Features and technology are similar to TEIN COMFORT SPORT. TEIN EURO DAMPER is also called Cruising Master and is intended for street use

TYPE FLEX– TEIN TYPE FLEX is a coilover kit developed with performance and comfort in mind. With years of experience in motorsports, TEIN produced TEIN TYPE FLEX to provide the ultimate balance between comfort and performance. Compared to OEM suspension and other entry level coilovers, TEIN TYPE FLEX provides a greater increase in cornering performance, while still being comfortable enough to use on the street. This was accomplished by a higher spring rate and a twin tube internal design damper which allows increased piston stroke and increased durability. TEIN TYPE FLEX features 16 levels of adjustment, pillowball upper mounts, three stage powder coating, full length ride height adjustment, and newly designed spring seat. TEIN TYPE FLEX is the ideal coilover system for users who participate in less intense motorsport events, such as track days and time attacks, while still being able to drive the same setup on the street without too much sacrifice in comfort. TEIN TYPE FLEX is also called Control Master and is intended for both street and competition use.

MONO FLEX– TEIN MONO FLEX COILOVERS are developed for entry level competition motorsports. Features include 16 levels of damping adjustment for both compression and rebound, pillowball upper mounts, Micro Speed Valving (MSV) Technology, inverted shell case, mono tube design, Teflon coated damper body, conical spring washers, full length adjustment. The heart of the TEIN MONO FLEX coilover system is its mono-tube damper, which allows increased oil capacity, improved heat dissipation, and larger valving. This mono-tube damper allows stiffer spring rates for racing application. TEIN MONO FLEX is designed for users seeking aggressive handling on the street and at the track. TEIN MONO FLEX is a step up from TEIN TYPE FLEX, with increase in performance but decrease in comfort. TEIN MONO FLEX is also called Winding Master and is intended for both street and competition use.

Competition Coilover Sytems

SUPER DRIFT– TEIN SUPER DRIFT COILOVERS are developed specifically for drifting. With the support of D1 drifting competition’s drivers and teams, TEIN was able to use their feedbacks and developed the TEIN SUPER DRIFT. Spring rates and damping force were chosen to increase car control in a drift, and help initiate a better  slide. TEIN SUPER DRIFT features a full length damper which allows separate ride height and preload setting adjustement. Other features include 16 levels of adjustment, specifically developed valving for drifting, Teflon coated damper body, twin tube shell case, and newly designed spring seat. TEIN SUPER DRIFT is the ideal coilover system for drifters of any level. TEIN SUPER DRIFT includes pillowball upper mounts which allow camber adjustment and a more responsive ride. TEIN SUPER DRIFT is also called Side Way Master and is intended for competition use.

SUPER RACING– TEIN SUPER RACING COILOVERS are developed from the actual competition experience. Both spring rate and shock valving were derived from years of motorsport experience. TEIN SUPER RACING has a fully adjustable damper utilizing a full length adjustable system to allow independent adjustment of shock height and pre-load. Separate 16 levels of adjustment for both compression and rebound allows user to fine tune the suspension. Front pillowball upper mounts allow for both camber and caster adjustments. Externals reservoirs on SA type dampers allow for added oil capacity and ultimate performance. Other features include high tensile strength racing spring, mono tube shell case, Alumite finish, and Teflon coated damper body. TEIN SUPER RACING is ideal for advanced and professional drivers who want a complete damper tuning capability. TEIN SUPER RACING is also called Circuit Master and is intended for competition use.

TYPE HT– TEIN TYPE HT COILOVER KIT was developed using TEIN’s experience in Tarmac racing. Both spring rate and shock valving were tuned for tight courses, such as Gymkhana and Autocross competition, allowing for fast transitional response and optimal grip. Separate 16 levels of adjustment for both compression and rebound allows the user to fine tune the suspension. Mono tube design allows for optimal performance. TEIN TYPE HT is ideal for drivers seeking quick and crisp response on tight courses, such as Gymkhana and Autocross competition. TEIN TYPE HT is also called Gymkhana Master and is intended for competition use.

TYPE HG– TEIN TYPE HG COILOVER KIT was developed using TEIN’s experience in Gravel racing. Both spring rate and shock valving were tuned for gravel courses, such as rally and dirt trail racing. TEIN TYPE HG is constructed from steel for additional durability, in order to survive the harsh conditions of gravel driving. Separate 16 levels of adjustment for both compression and rebound allows the user to fine tune the suspension. To prevent aeration, TEIN specially developed a unique free piston in the construction of TEIN TYPE HG. Other features include twin tube design, and external reservoir for extended shock travel needed for gravel courses. TEIN TYPE HG is ideal for serious gravel driving, such as Rallycross, stage rally, and dirt trail racing. TEIN TYPE HG is also called Dirt Master and is intended for competition use.

TYPE GRAVEL– TEIN TYPE GRAVEL COILOVER KIT is TEIN’s entry-level competition damper for Gravel racing. Just like the TEIN TYPE HG, shock valving was tuned for gravel courses, such as rally and dirt trail racing. The piston stroke has been designed and tested for ultimate performance on uneven surfaces, and to withstand the abuse from gravel racing. Other features include 16 levels of damping force adjustment and twin tube shell case design. TEIN TYPE GRAVEL can be used with OEM springs, however for optimal performance use of TEIN G TECH springs is highly recommended. TEIN TYPE HG is ideal for users who drive aggressively on gravel, and want the ability to use different springs. TEIN TYPE Gravel is also called Dirt Trail Master and is intended for competition use. PLEASE NOTE: TEIN TYPE GRAVEL damper kit does not include springs.

TYPE N1– TEIN TYPE N1 COILOVER KIT was developed through extensive road racing experience. TEIN TYPE N1 is TEIN’s flagship damper for circuit racing; it is the pinnacle of TEIN’s racing innovation and technology. TEIN TYPE N1 damper stroke and valving were designed specifically for circuit racing. Some of the advance features include 20 levels of separate compression and rebound adjustment, full length adjustability of the shock height, external reservoirs, and mono tube design. TEIN recommends using TEIN racing springs with TEIN TYPE N1 dampers. TEIN TYPE N1 damper is ideal for professional circuit racing. TEIN TYPE N1 is also called Circuit Master and is intended for competition use. PLEASE NOTE: TEIN TYPE N1 damper kit does not include springs.

TYPE Gr.N– TEIN Group N damper was developed through rigorous testing in the P-WRC. TEIN Group N is TEIN’s flagship damper for off road use, it is the pinnacle of off-road coilover system and TEIN’s latest technology. Some of the advance features include 3+1 way damper adjustment, full length adjustability of the shock height, external reservoirs, and inverted mono tube design. Other TEIN’s latest technologies include Micro Speed Valving (MSV), Temperature Compensating Valve (TCV), and Hydraulic Bump Stop (HBS).  TEIN Group N is being used by many rally teams around the world and is ideal for teams seeking a serious performance coilover system for off-road competition.

[ad_2]

Source by Tim Bergen

[ad_1]

How a Woman Sees the Rain-X Repel vs the Rain-X Latitude

As a woman, it is often difficult to determine which wiper blades and wiper size are best for my vehicle. I was attracted to the two popular brands by Rain-X that fit my car and that were available online. Determining the best alternative required a little research. Most manufacturers recommend that wiper blades be replaced every year. It is understandable if you live in a dry climate that the blades would certainly need replacement as they weathered and became brittle and inefficient. It would also be important that installation of the wiper blades be simple and easy for a woman. Most importantly, I wanted something that would provide clear visibility during frequent rain and snow storms.

In comparing the Rain-X Repel and Rain-X Latitude windshield wipers, there appeared to be little difference in the availability for most car makes and models. There was a price difference and a different technology that was used in the construction or operation of the wiper blades. Here is a comparison of the features for the two wiper blades:

Rain-X Repel Wiper Blade Features

Rain-X Repel windshield wipers utilize a new technology that provides clearer visibility when driving by using a patented coating that helps the rain drops, snow and ice particles, as well as insects and mud to be transferred from the blade to the glass windshield.

The time-release coating technology is fast, usually within a few minutes before beading occurs, providing continual visibility for many wiper cycles. The special coating and curved blade design reduces windshield wiper noise and provides clearer window visibility without any streaking.

The Rain-X Repel wiper blades are available for an extensive list of popular car models and variety of makes from 1970 to current year.

Rain-X Repel requires that you follow activation procedures by thoroughly cleaning windows before installation. At twice the price, the Rain-X Repel offers the same advantage of anti-streaking as the Rain-X Latitude. These blades do not always lie flat on the windshield, as they often lift away from the surface under 60 to 70 mph winds, resulting in uneven wipes. With adjustment, the pressure on the windshield can be increased resulting in wipes that consistently contact the full surface of the windshield.

Rain-X Latitude Wiper Blade

Rain-X Latitude windshield wipers are best known for their contoured design that glides evenly over the windshield and their graphite-coated rubber blades that provide noise-free wiping action. They also replace standard style wiper blades and can be fitted with special adapters to accommodate use on eight different wiper blade arm styles or 98% of vehicle wiper blade arms.

These blades offer easy installation modes, including the small j-hook type adapters or multi-adapter for bayonet, larger j-hook or side pin arm wiper blade arms. The blades are constructed of durable, rubber-encased frames that resist harsh weather such as ice or snow or wind lift.

The Rain-X Latitude wiper is also offered for the same year range (1970-2011) for many models and makes of vehicles.

It appears that in making up my mind, I may have to consider the cost as a major factor, as well as ease of installation and emphasis on the quality of wiper pressure on maintaining consistent visibility. I suppose I would select the Rain-X Latitude wiper blades that, according to most online reviews, seem to be more consistent and half the price.

[ad_2]

Source by Jae Ching

[ad_1]

Mark Lisnyansky, President of Magnesium Inc. notes that, “Wheel weight is very important to overall performance as it is key component in “un-sprung” vehicle mass. Generally, the accepted rule for thumb for predicting performance benefits from sprung vs. un-sprung weight reduction is a factor of approximately 4:1. For every pound of un-sprung mass eliminated a four fold advantage is gained in vehicle performance parameters. For example, forged magnesium, large diameter wheels ( 20″-22″) increase the weight advantage over aluminum by eliminating, on average, 70-75 lbs. un-sprung mass, which would provide the same acceleration time and braking distance benefit as eliminating 250-300 pounds from the vehicle engine, chassis or passenger compartment.” Mr. Lisnyansky goes on to say that, “By virtue of these lighter wheels, forged wheels are at least 20% lighter, sustaining equal loads with better characteristics, which is always easier on the car and its suspension. Lighter wheels also yield shorter breaking distance, which saves lives, shorter acceleration and reduces fuel consumption.”

The forged aluminum and magnesium wheel manufacturing process is critical to wheel strength. They are produced by applying extremely high forces to base material in a contained die. The forged wheel blanks, or “pre-forms”, undergo very beneficial changes in metallurgical grain structure during this process. The more random grain structure found in standard cast wheels becomes a more highly organized and aligned grain structure when wheels are forged. More importantly, forged wheel metallurgical microstructure in both aluminum and magnesium can be further oriented in the forging process to provide the highest material strength exactly where wheels see the highest loading from road surface hazards or from lateral and other loading generated by the vehicles own inertia. Going one step further, today’s advanced computer aided modeling techniques allow the wheel manufacturer and the automaker to collaborate in optimizing a specific forged wheel geometry and design for the utmost strength and safety on the vehicle.

SMW Engineering, a division of Magnesium.com is a leader in developing magnesium wheels. Engineers at Magneisum.com acknowledge another important feature of forged wheels over low pressure cast wheels is the integrity of surface finish achievable. Most final wheel styles and finish combinations are enhanced by the density and uniformity of cosmetic surfaces on forged wheels. This is particularly important on higher-end vehicle applications where a bright wheel finish is desired but chrome plating is not an alternative due to mass, cost and environmental considerations. Forged, bright polished wheels certainly make a dramatic addition to the vehicles appearance and aesthetics.

While forging processing cost is higher than the standard, low-pressure casting process used on wheels that come as original equipment on many vehicles, even the most cost-conscious auto manufacturers do install forged wheels on their highest performing vehicles. By optimizing wheel strength through process and material choices, the many benefits in overall vehicle performance will make forged magnesium wheels one of the key milestones in upcoming production vehicle refinement, performance and safety improvement.

Technology in forging magnesium wheels is always advancing. With the new technologies come new applications in forging and coating. SMW Engineering and Magnesium.com are researching and testing new design methods regularly. The racing world, automotive and motorcycle, has for some time adopted magnesium wheels as efficient tools for weight reduction, better handling and increased performance. Luxury car and bike manufacturers are now meeting consumer interest and demand for not only high-performance magnesium wheels but exclusively designed and coated magnesium wheels.

Magnesium.com recently announced the introduction of one-piece, forged magnesium wheels for street use in North America. The wheels are 20 to 30 percent lighter than forged aluminum and offer increased safety and performance.

“The U.S. wheel market is quite formidable and we intend to supply a smaller but very important segment of the 100 million vehicle wheels used in North America,” said Mark Lisnyansky, President of Magnesium.com. “We will provide the best-in-class wheels that automakers can offer as an option on new vehicles and consumers can add to their present vehicles.”

The magnesium alloy wheels are initially available in 20 and 22-inch sizes, and are treated with a high-tech anti-corrosion coating. The company will also be developing wheels in various sizes and compositions for specific North American applications.

“Steel wheels are becoming nearly obsolete and the prevailing trend is toward cast aluminum wheels. While most people are not familiar with forged wheels, performance car enthusiasts know that forged wheels offer significant advantages, and forged magnesium wheels, which are lighter and much stronger than their aluminum counterparts, are the next logical step in optimizing vehicle performance.”

Magnesium wheels offer consumers improved safety by shortening braking distances and delivering higher acceleration rates as well as improving gas mileage. There is also the dampening factor of magnesium, which allows for vibrations caused by road imperfections to be absorbed six times more effectively.

Mr. Lisnyansky added that along with the safety aspects, “forged magnesium wheels will also provide appreciable impact to vehicle performance by decreasing un-sprung mass, an important performance factor.”

Using specialized aviation industry equipment, the company has been producing Superbike and Formula One competition wheels for many years. The wheels are forged in Russia by a subsidiary and then machined and finished in Italy.

Why not build a finishing line in Russia? “Prospective customers, primarily automotive original equipment manufacturers, often require the comfort level of having their suppliers’ wheels produced locally, even if the forging itself arrives from Russia,” Lisnyansky said.

Magnesium.com recently held a “Best New Wheel Design” competition, and is negotiating with several large distributors to establish a joint machining and finishing facility in the U.S. The company is considering an acquisition of or a joint venture with a local wheel company with an existing high-end market presence and brand name recognition.

[ad_2]

Source by Nikolai Lobov

[ad_1]

While engineers and designers feverishly worked overtime on the development of a four-passenger sports car they code-named the F-car, the Chevy public relations, marketing and advertising team prepared the world for the introduction of a car they called the Panther.

All through the summer of 1965 virtually every aspect of the vehicle’s design and development, from preliminary design sketches to clay models, was photographed and carefully documented. Chevy used the assets to create a 30 -minute movie The Camaro, which was later shown on TV and in movie theaters. They also introduced women’s clothing called the Camaro Collection and even a Camaro road race game.

In November, Chevy sales executives and creative people previewed prototype models at the GM Tech Center. Campbell-Ewald, Chevy’s venerable ad agency, immediately began work on catalogs, direct mail and sales promotion materials, along with print, outdoor and TV/radio advertising. In April 1966, at the New York Auto Show Press Conference, Chevrolet sales executives admitted no name had been chosen for the new vehicle, but did announce that pricing of 1967 model will be in the Corvair-Chevy II range.

Throughout early 1966 Chevy agonized over a name for its Mustang-killer. GM’s upper management was nervous about the aggressive connotations of the Panther name. A similar bout of cold feet would later cause the Pontiac version, code named the Banshee, to be renamed Firebird. Over its short lifetime, the F-car had been called by many names including Wildcat, Chaparral, Commander and Nova. It’s also rumored that Chevy considered using the letters “GM” in the name, and came up with G-Mini, which evolved into GeMini and finally Gemini. However, GM’s upper management vetoed the idea, fearing the car might be a failure.

Automotive legend has it that someone at Chevrolet finally proposed the name Camaro and upper management quickly agreed. Although the name has no real meaning, GM researchers reportedly found the word in a French dictionary as a slang term for “friend” or “companion.” It’s rumored that Ford Motor Company researchers also discovered other definitions, including “a shrimp-like creature” and an arcane term for “loose bowels.”

Because a number or pre-launch materials had already been released using the Panther name, Chevy’s most pressing challenge was to now rename their new Mustang killer, the Camaro.

On June 21, 1966, around 200 automotive journalists received a telegram from General Motors stating, “Please be available at noon of June 28 for important press conference. Hope you can be on hand to help scratch a cat. Details will follow.” The mysterious telegram was signed, John L. Cutter – Chevrolet Public Relations – SEPAW Secretary. The next day, journalists received another mysterious telegram stating, “Society for the Eradication of Panthers from the Automotive World will hold first and last meeting on June 28.” Once again, the telegram was signed, John L. Cutter – Chevrolet Public Relations – SEPAW Secretary.

Finally, on June 28, 1966, General Motors held a live press conference in Detroit’s Statler-Hilton Hotel. It was the first time in history that 14 cities were hooked up in real time for a press conference via telephone lines. Elliot M. “Pete” Estes, who replaced “Bunkie” Knudsen as Chevrolet General Manager in July 1965, started the news conference by declaring all participants were now charter members of the Society for the Elimination of Panthers from the Automotive World (SEPAW.) Estes confidently announced that Camaro was chosen as the name for Chevy’s new four-passenger sports car to honor the tradition of beginning Chevy model names with the letter C such as the Corvette, Corvair, Chevelle, and Chevy II. Most automotive insiders agreed it was a ridiculous statement, given the fact that the Chevy Impala was then the best-selling car in the world. Estes then went on to explain that the Camaro name was, “derived from a French word meaning comrade or pal and suggests the comradeship of good friends as a personal car should be to its owner.” Automotive legend also has it that, after the press conference, when a member of the automotive press asked, “what is a Camaro?” a Chevrolet product manager quickly answered by saying, “a small, vicious animal that eats Mustangs.”

Shortly after the press conference, editors from major magazines were invited to the GM Proving Grounds for a hands-on driving experience, hot laps with professional drivers and briefing on all aspects of the Camaro. Dealers saw the Camaro for the first time in August, at the Chevrolet Sales Convention in Detroit. LIFE Magazine teaser ads appeared in early September. On September 25, the first Camaro ads appeared in national newspapers. On September 28, 1966, Chevrolet launched an unprecedented ad blitz consisting of newspapers, magazines, radio, television, outdoor and television advertising.

The very first Chevy Camaro television commercial can still be seen on YouTube. It features a white Camaro RS/SS with the distinctive bumble-bee nose band emerging from a volcano. The voice over proudly introduces “The fiery new Camaro from Chevrolet… something you’ve never seen before.”

Just prior to the official June 29th launch date, a press package with photos, specifications, and line stories were released to newspapers and magazines across the country. Over 100 members of the press were invited to participate in a gymkhana driving competition at the GM Proving Grounds. The same type of event was held one week later in Los Angeles. A group of editors were also selected to drive top-optioned Camaro RS/SS models from Detroit to their home cities so they could publish, “I drove it personally,” feature articles in their local newspapers. Finally, on September 29, 1966, the Chevrolet Camaro was released to the public.

Mustang’s two and a half year head start in the market did little blunt America’s eagerness to see the new Camaro. Chevy dealerships across the country were filled to overflowing with curious and willing buyers. Dealerships were issued special window trim, urged to black-out their windows and extend their showroom hours. Long lines formed to even glimpse the new vehicle. Those waiting in line were also more than willing to debate the merits of Mustang and the still unseen Camaro. It’s rumored that local police were often called help control the crowds.

Once inside dealerships in most metro areas, buyers were treated to not one but three Camaro models. Chevy made every effort to provide their largest dealers with a base sport coupe, Camaro RS and a Camaro SS convertible. The tactic was an extension of the creative approach used in Chevy’s national ads which showed all three Camaro models under a tag line, “How much Camaro you want depends on how much driver you want to be.”

The sticker price of $2,466 for a Camaro base coupe and $2,704 for a base convertible was fully competitive with Ford’s pricing of their 1967 Mustang models which was $2,461 for the standard coupe, $2,692 for a standard fastback and $2,898 for a standard convertible.

Taking a page from Mustang’s success in earning added profit from options and accessories, the Camaro could be ordered with nearly 80 factory options and 40 dealer accessories. Buyers could also option up to a larger 250-inch version of the standard straight six engine, a choice of 327-cubic-inch small-block V8s fed by either a two-barrel or a four-barrel carburetor and two versions of the 396-cubic-inch big-block V8. In order to keep the new Camaro from taking sales away from the Corvette, a corporate edict forbade equipping it with engines larger than 400 cid. Transmission options included a four-speed manual, a two-speed “Powerglide” and in late 1967 the new three-speed “Turbo Hydra-Matic 350”.

The first 1967 Camaro built at the Norwood, Ohio, plant had a VIN ending in N100001; the first built at the Van Nuys, California, plant had a VIN ending in L100001. The 1967 Camaro was the only model year to have its VIN tag mounted on the door hinge pillar. VIN tags on later models were moved so they would be visible through the windshield. 1967 was the only model year to feature side vent windows. 1968 saw the introduction of a fresh-air inlet system called Astro Ventilation. The bumblebee nose stripe included in the SS package also became available as a separate option in March 1968.

As factory-fresh Camaros rolled off the assembly lines at Norwood and Van Nuys, the Chevy team worked just as hard to keep Camaro in the public eye. Camaro, in fact, was chosen as the Official Pace Car for the 1967 Indianapolis 500. A white Camaro RS convertible with a 396 V8 engine, not normally available for that package, and a distinctive blue bumble-bee stripe around the nose paced the field. Over 100 special reproductions of the pace car were also produced as promotional vehicles for Chevy dealerships across the country.

A total of 41,100 new Camaro’s were registered in the 1966 calendar-year and an additional 204,862 in 1967. Ford, on the other hand, sold almost a half million Mustangs in 1967. Still, the battle lines were drawn. Chevy knew they had a winner and devised a bold strategy. If they couldn’t beat Mustang on the showroom floor, they would at least beat it at the track. And while GM wasn’t officially into racing, that didn’t stop Chevrolet engineers from developing the Z/28, one of the most potent and powerful performance packages of all time. But, that’s still another story.

[ad_2]

Source by Wally Koster

[ad_1]

All major cities experience massive struggles with providing ample parking to their residents. Individuals who live in big cities like New York, Boston, Los Angeles, San Francisco and Washington, DC know all too well what a difficult and time consuming task it is to search for and find a parking spot.

Major cities have historically had to deal with the chronic shortage of parking spaces, whether in garages or on the street. Moreover, in most areas of most large cities, one has to pay for on-street parking on weekdays and Saturdays, whereas parking on Sundays is free.

Looking for parking is stressful and frustrating. The usual complaints of residents and guests in big cities trying to find parking are:

• there are not enough spaces;

• spaces are too far away;

• parking costs too much;

• I did not know where to park;

• I couldn’t find any parking so I had to double-park or park in an illegal spot;

• I thought I found a good spot but as it turned out I parked in an illegal spot; now I have a parking ticket / my car has been towed;

• I could not get a parking permit; and

• the parking staff at this garage is rude.

Any city (big cities especially) needs to provide convenient and affordable parking for its residents and visitors. Additionally, looking for a spot in a big city can add about 40% to city traffic. Obviously, providing more space is paramount, and there are multiple ways to do so.

1. Parking Facilities

Creating more facilities, either government- or private-owned is a common way to increase supply. These facilities are certainly expensive to build and maintain. The price to enter and use a parking facility needs to be justified in consumers’ eyes so that individuals will want to pay to park at a particular establishment.

Naturally, building more parking facilities not only adds to costs but also takes away space available previously for building houses or offices or other businesses. City officials need to balance housing and business needs versus parking needs of their residents. Moreover, officials and businesses must weigh carefully whether the new facilities will be used effectively, i.e., to full capacity.

2. Street Parking

Another way to increase supply is to increase on-street parking. Cities and local governments can design streets with parking lanes. Alternatively, officials can elect to convert some of the traffic lanes into parking lanes. Finally, officials can choose to minimize restrictions for on-street parking. As street parking is convenient, visible, and relatively inexpensive, it can help alleviate some of the parking concerns.

Disadvantages of adding more space for parking on the streets are clearly fewer traffic lanes which might lead to heavier traffic. Big cities like Los Angeles, New York, San Francisco, Boston and Washington, DC are already in the top 10 heaviest traffic cities in the United States. Therefore, in the cities where the traffic is already an issue, there needs to be a careful balance struck between potentially adding to traffic by adding more parking.

Any big city should also devise best practices for both garage uses and street parking. In Boston, for example, most streets in the downtown area are equipped with high-tech parking meters, which are said to have increased revenue by about 34%, as fewer meters are expired.

Similarly, in New York City, the ParkSmart project introduced time-variable meter pricing (higher rates during peak periods and lower rates off-peak). This project has led to higher revenue and fewer expired meters. In San Francisco, SFpark, based on the same variable timing-pricing model or demand pricing, has proved to be successful as well.

[ad_2]

Source by Kyle A Smith

[ad_1]

If you are going to make improvements to your BMW car chances are you have searched the internet to find the best deals on BMW parts and BMW accessories. Choosing to purchase BMW replacement or upgrade parts online is a good option because it can save a little bit of money.

There are many company brands and products to select from in the field of aftermarket and OEM parts. The aftermarket and OEM parts industry use some terms like aftermarket, genuine, OEM, OEA and OES, and some people get confused with these terms. It is important that you have the right understanding of the terms to help you make right decision when buying parts and accessories to purchase.

Aftermarket BMW Car Parts

These parts are not manufactured by a subcontracted company of a major car maker. Though the manufacturer of aftermarket auto parts is not tied with a major auto maker, they produce parts that fit and perform just like the OEM as they are manufactured with the same materials and equipment.

Genuine BMW Car Parts

This term simply means that the BMW parts are presented in original BMW product packaging. The parts are always considered genuine if it has a BMW stamp on it or boxed in genuine BMW package. Take note that these parts are subcontracted to manufacturers of the particular product and not the actual BMW company. Original Equipment Manufacturer is what you call the company that produces the specific part for BMW.

OEM BMW Car Parts

Original Equipment Manufacturer and Genuine BMW part is basically the same product. However, the company has their own product packaging instead of taking it to BMW for packaging under the BMW brand name.

Original Equipment Aftermarket (OEA) or Original Equipment Supplier (OES) BMW Parts

A company could produce genuine parts for other car maker, but if they have never manufactured a part for BMW, they will never be regarded as original BMW part or OEM BMW part.

Now that you have an idea of the terms you see when you look for BMW car parts on the Internet, you can use this to make the right choice for your car. Also, check the warranty policy and credentials of the company.

[ad_2]

Source by Quincy Chase