Survey -- what's your favorite?
- Thread starter 1X83Z
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- Montana
- DethMOPAR340
ummm hold on
The Vanishing Boy
Premium
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- Quezon City, Philippines & Las Vegas, NV
- GTP_VanishingBoy
- Vanishing Boy
Actually, this question is tough, but I'll try. 
Nice topic you got there!:thumbsup:
1.Minivan=Honda Odyssey
Everyday=Honda Pilot
SUV=Lexus LX470
Luxury SUV='03 Range Rover
Roadster=Honda S2000 (no comparison)
Sport Sedan=Next-gen BMW M5 if not, the current M5
Hardcore 4X4=Land Rover D90
Pickup=Toyota Tundra
Luxury Pickup=GMC Sierra Denali
'Green' Car=Honda Civic Hybrid
Wagon=Volkswagen Passat 4Motion W8
Sport Coupe=the current BMW M3
Exotic=Ferrari F50
Supercar=Mc Laren F1
Entry-Level=Hyundai Accent GS
"If I'm going to buy it now"=Toyota Matrix or Honda Element
"Best I've Ever driven (as of 5/9/02)='92 B17A Integra GS-R
2.current BMW M5 and '03 Range Rover
3.Chevy Corvette Z06 and GMC Sierra Denali
4.Honda/Acura NSX-R, Toyota Land Cruiser series, Honda Odyssey/Lagreat, and "USA-made" Honda Pilot
5.Ferrari F50 (pure art!)
6.Porsche 914 series
7.Mercedes-Benz MB100/Ssangyong Istana
8.Honda Dual Note goes to production, if not, A/C
9.Honda's F20 engine (S2000), NSX's engine, Nissan's VQ-series engine, VW's W12 (Bugatti 16/4 Veyron), Isuzu's 4JX1-TC Diesel engine (Tropper), and Isuzu/GM Duramax Diesel
10.Toyota Tamaraw's 2C Diesel engine (Philippines), and Daihatsu Feroza/Rocky 1.6 Gas engine
11.SUV=Honda Pilot
Roadster=Honda S2000
Sedan=Infiniti G35 or Nissan Altima 3.5 S
Coupe=Mini Cooper S
"Get it B4 its gone"=Honda Prelude Type-SH
:dizzy:
I'm sorry if its too long, I can't help it! :twisted:
Its hard when you are a new car researcher. :sonar: :magnify:
Nice topic you got there!:thumbsup:
1.Minivan=Honda Odyssey
Everyday=Honda Pilot
SUV=Lexus LX470
Luxury SUV='03 Range Rover
Roadster=Honda S2000 (no comparison)
Sport Sedan=Next-gen BMW M5 if not, the current M5
Hardcore 4X4=Land Rover D90
Pickup=Toyota Tundra
Luxury Pickup=GMC Sierra Denali
'Green' Car=Honda Civic Hybrid
Wagon=Volkswagen Passat 4Motion W8
Sport Coupe=the current BMW M3
Exotic=Ferrari F50
Supercar=Mc Laren F1
Entry-Level=Hyundai Accent GS
"If I'm going to buy it now"=Toyota Matrix or Honda Element
"Best I've Ever driven (as of 5/9/02)='92 B17A Integra GS-R
2.current BMW M5 and '03 Range Rover
3.Chevy Corvette Z06 and GMC Sierra Denali
4.Honda/Acura NSX-R, Toyota Land Cruiser series, Honda Odyssey/Lagreat, and "USA-made" Honda Pilot
5.Ferrari F50 (pure art!)
6.Porsche 914 series
7.Mercedes-Benz MB100/Ssangyong Istana
8.Honda Dual Note goes to production, if not, A/C
9.Honda's F20 engine (S2000), NSX's engine, Nissan's VQ-series engine, VW's W12 (Bugatti 16/4 Veyron), Isuzu's 4JX1-TC Diesel engine (Tropper), and Isuzu/GM Duramax Diesel
10.Toyota Tamaraw's 2C Diesel engine (Philippines), and Daihatsu Feroza/Rocky 1.6 Gas engine
11.SUV=Honda Pilot
Roadster=Honda S2000
Sedan=Infiniti G35 or Nissan Altima 3.5 S
Coupe=Mini Cooper S
"Get it B4 its gone"=Honda Prelude Type-SH
:dizzy:
I'm sorry if its too long, I can't help it! :twisted:
Its hard when you are a new car researcher. :sonar: :magnify:
- 12,825
1. Ferrari F355 Berlinetta
2. Ferrari F355 Berlinetta / BMW X5
3. Chevrolet Corvette 427
4. Mazda RX-7 / Mitsubishi Lancer Evo. VI
5. Porsche 996 Turbo
6. Daihatsu Mira
7. Fiat Panda
8. GPS
9. Supra twinturbo, GTO twinturbo
10. Opel Kadett's 1.2l
11. Mitsubishi Lancer Evo. VI
Honda S2000
Jaguar S-Type
2. Ferrari F355 Berlinetta / BMW X5
3. Chevrolet Corvette 427
4. Mazda RX-7 / Mitsubishi Lancer Evo. VI
5. Porsche 996 Turbo
6. Daihatsu Mira
7. Fiat Panda
8. GPS
9. Supra twinturbo, GTO twinturbo
10. Opel Kadett's 1.2l
11. Mitsubishi Lancer Evo. VI
Honda S2000
Jaguar S-Type
- 7,402
1.Mazda RX-7, any generation really...
2.Porsche GT2
3.Acura NSX
4.RX-7...
5.either RX-7 or Atenza/6
6.Mazda GLC, looked like crap to begin with and then quickly rusted...
7.Yugo
8.Mazda's adjustable suspension system and 4 wheel steering system found on MX-6s and 626 GTs, among others.
9.Wankel Rotory engine, all of them really
10.MPV I4, way underpowerd and low torque.
11. RX-8...$30K is good!
2.Porsche GT2
3.Acura NSX
4.RX-7...
5.either RX-7 or Atenza/6
6.Mazda GLC, looked like crap to begin with and then quickly rusted...
7.Yugo
8.Mazda's adjustable suspension system and 4 wheel steering system found on MX-6s and 626 GTs, among others.
9.Wankel Rotory engine, all of them really
10.MPV I4, way underpowerd and low torque.
11. RX-8...$30K is good!
- 7,402
Got this off of the Mazda New Zealand site, this is very long, but explains it:
Four Wheel Steering System
Three and a half decades ago, two young Mazda designers arrived at a far-sighted and well-calculated conclusion that was quite revolutionary for the time. In their technical presentation at the October 26, 1962 Japanese Automotive Engineers Society Technical Conference, Dr Tadashi Okada and engineer Toshiaki summarised their arduous research concerning vehicle dynamics as follows.
The basic difference in the characteristics of oversteer and understeer lies in the magnitude of time delay and response.
a vehicle that is stable under high speed must possess understeer characteristics
the rear wheel tyre reflects heavily on the stability and
a major improvement on control and stability may be anticipated by means of the automatic rear wheel steering system.
The conclusions and formulations presented by these two engineers established the foundation for Mazdas present-day reputed suspension technology. Over years of dedicated research and development expertise, their original discoveries and theories have contributed to some of the most significant achievements within the recent history of automotive chassis engineering, incorporated by Mazda within its series production products. These developments include the twin trapezoidal link rear suspension, first employed in the original front-wheel drive Mazda 323 (1980) and the Mazda 626 (1982), and then perfected within the updated Mazda 626; the award winning Dynamic Tracking Suspension System of the second generation Mazda RX-7 (1985); and the elaborate E-link rear suspension of the new Mazda 929 (1987).
While various external forces and loads are exerted to the rear wheels of a vehicle as it combats the elements of the law of motion as defined by Sir Isaac Newton, these new suspension systems convert those forces into "4WS effects" which positively aid in vehicle stability and agility.
The Mazda designers and engineers ultimate goal was still a positive measure to generate forces for positive controls; a Four-Wheel Steering system.
In 1983, Mazda astonished the automotive world with the introduction of an engineering concept car, the MX-02, exhibited at the Tokyo Motor Show. This four-door Sedan, with generous passenger accommodation on an unusually long wheelbase, incorporated among its numerous advanced features a true 4WS system that aided high-speed stability as well as its low-speed manoeuvring. The degree of rear wheel steering was determined by the measurement of both front wheel steering angle and vehicle speed, by means of a central computer unit.
The MX-02 was followed by another exciting concept car; the MX-03, first exhibited at the Frankfurt Motor Show in September 1985. This sleek four seat futuristic coupe of the 1990s combined a refined electronically-controlled 4WS system with a continually varying torque-split, four-wheel drive system and a powerful three-rotary engine.
Mazda Electronically -Controlled Four-Wheel Steering System:
A Beneficial Technology
Mazdas electronically-controlled, vehicle-speed-sensing Four-Wheel Steering System (4WS) steers the rear wheels in a direction and to a degree most suited to a corresponding vehicle speed range. The system is mechanically and hydraulically actuated, producing greatly enhanced stability, and within certain parameters, agility.
The driver of a Mazda 4WS-equipped car derives five strategic benefits, over and above the conventional vehicle chassis.
Superior cornering stability
Improved steering responsiveness and precision
High-speed straightline stability
Notable improvement in rapid lane-changing manoeuvres
Smaller turning radius and tight-space manoeuvrability at low vehicle speed range
The most outstanding advantage of the Mazda 4WS is that it contributes to a notable reduction in driver fatigue over high-speed and extended travelling. This is achieved by optimally:
reducing the response delay to steering input and action and
eliminating the vehicles excessive reaction to steering input
In essence, by providing the optimum solution to the phenomena researched by the two young Mazda engineers in the early sixties - by the method advocated by them - the 4WS system has emerged as a fully beneficial technology.
Strategic Construction
The Mazda 4WS consists of a rack-and-pinion front steering system that is hydraulically assisted by a twin-tandem pump main power source, with an overall steering ratio of 14.2:1. The rear wheel steering mechanism is also hydraulically assisted by the main pump and electronically controlled - according to the front steering angle and vehicle speed. The rear steering shaft extends from the rack bar of the front steering gear assembly to the rear steering-phase control unit.
The rear steering system is comprised of the input end of the rear steering shaft, vehicle speed sensors, a steering-phase control unit (determining direction and degree), a power cylinder and an output rod. A centering lock spring is incorporated, which locks the rear system in a neutral (straightforward) position in the event of hydraulic failure. Additionally, a solenoid valve that disengages hydraulic assist (thereby activating the centering lock spring) in case of an electrical failure is included.
The 4WS system varies the phase and ratio of the rear-wheel steering to the front wheels, according to the vehicle speed. It steers the rear wheels toward the opposite phase (direction) of the front wheel during speeds less than 35km/h (22mph) for a tighter turn and "neutralizes" them (to a straightforward direction, as in a conventional two-wheel steering principle) at 35km/h (22mph). Above that speed, the system steers toward the same phase-direction as the front wheels, thereby generating an increased cornering force for stability. The maximun steering angle of the rear wheels extends 5 degrees to either left or right, a measurement that Mazda has determined to be optimally effective and natural to human sensitivity.
Primary Components
Vehicle speed sensors Interpret speedometer shelf revolutions and send signal to the electronic computer unit. two sensors, one within the speedometer and the other at the transmission output, are used to crosscheck the other for accuracy and failsafe measures.
Steering phase control unit*
Conveys to the power steering cylinder booster valve the direction and stroke of rear wheel steering by the combined movement of the control yoke angle and bevel gear revolutions.
Electric stepper motor
Performs altering of the yoke angle and bevel gear phasing
Rear steering shaft
Transmits front wheel steering angle by turning the small bevel gear in the steering phase control unit, which rotates the main bevel gear in the assembly.
Control valve
Feeds hydraulic pressure to the steering actuator, according to the phase and stroke required for appropriate rear wheel steering.
Hydraulic power cylinder
Operates the output rod by hydraulic pressure and steers the rear wheels. It locks the rear wheels in a "neutral" (straightforward) position with the centering lock spring, which is activated by a solenoid valve in case of failure to ensure a normal 2WS function for the vehicle.
Hydraulic pump.
Provides hydraulic pressure to both the front and rear steering systems.
Details of Steering:
Phase Control Unit
The steering phase control unit alters the direction and degree of rear wheel steering. It consists of a stepper motor that controls the rear steering ratio, a control yoke, a swing arm, a main bevel gear engaged to the rear steering shaft via a small bevel gear, and a control rod connected to the control valve. It operates:
Opposite phase (direction) steering under 35km/h (22mph)
Control Yoke is at an angle activated by the stepper motor
Front wheels are steered to the right. The small bevel gear is rotated in direction X by the rotation of the rear steering shaft. The small bevel gear, in turn, rotates the main bevel gear.
Rotation of the main bevel gear causes movement of the control rod toward the control valve.
Input rod of the control valve is pushed to the right, according to the degree of the control rods movement (determined by the disposition of the swing arm), which is positioned to move in an upward direction, to the right. The rear wheels are thus steered to the left, in an opposite direction to the front wheels.
As the angle of the control yoke is increased in direction A as vehicle speed decreases, the rear-to-front steering ratio proportionately increases and the vehicles steering lock tightens.
Same phase (direction) over 35km/h (22mph)
The operation of this phase is the reverse of the opposite phase one, because the control yoke is angled toward "positive" in this vehicle speed range, as illustrated. The phasing of the swing arm, yoke rod and bevel gear steers the rear wheels toward the right-the same direction as the front wheels.
Neutral phase, at 35km/h (22mph) The control yokes angle is horizontal (neutral). Thus, the input rod is not affected, even if the control rod is moved with the rotation of the bevel gear unit. As a result, the rear wheels are not steered in this mode.
Power Cylinder
The movement of the input rod of the control valve unit is transmitted to the power cylinders spool. The spools displacement to the sleeve causes a pressure difference between the right and left side chambers in the hydraulic power cylinder. The pressure difference overcomes the output shaft load and initiates sleeve movement. The sleeve-power rod assembly is moved in the direction of the input rod by a proportionate degree. The output rod transmits steering action to the tie rod on either end of the rear wheel steering control-mechanism unit, thereby steering the rear wheels.
Fail-Safe Measures
The system automatically counteracts possible causes of failure, both electronic and hydraulic. In either case, the centering lock spring housed in the steering system unit returns the output rods in the "neutral" straightforward position, essentially alternating the entire steering system to a conventional 2WS principle.
Specifically, if a hydraulic defect should render a reduction in pressure level (by a movement malfunction or a broken driving belt), the rear wheel steering mechanism is automatically locked in a neutral position, activating a low-level warning light.
In the event of an electrical failure, such would be detected by a self-diagnostic circuit integrated within the 4WS control unit, which stimulates a solenoid valve and then neutralizes hydraulic pressure and return lines, thereby alternating the system again to that of a 2WS principle. Henceforth, the warning light referencing the 4WS system within the main instrument display is activated, indicating a system failure.
------
there you have it
Four Wheel Steering System
Three and a half decades ago, two young Mazda designers arrived at a far-sighted and well-calculated conclusion that was quite revolutionary for the time. In their technical presentation at the October 26, 1962 Japanese Automotive Engineers Society Technical Conference, Dr Tadashi Okada and engineer Toshiaki summarised their arduous research concerning vehicle dynamics as follows.
The basic difference in the characteristics of oversteer and understeer lies in the magnitude of time delay and response.
a vehicle that is stable under high speed must possess understeer characteristics
the rear wheel tyre reflects heavily on the stability and
a major improvement on control and stability may be anticipated by means of the automatic rear wheel steering system.
The conclusions and formulations presented by these two engineers established the foundation for Mazdas present-day reputed suspension technology. Over years of dedicated research and development expertise, their original discoveries and theories have contributed to some of the most significant achievements within the recent history of automotive chassis engineering, incorporated by Mazda within its series production products. These developments include the twin trapezoidal link rear suspension, first employed in the original front-wheel drive Mazda 323 (1980) and the Mazda 626 (1982), and then perfected within the updated Mazda 626; the award winning Dynamic Tracking Suspension System of the second generation Mazda RX-7 (1985); and the elaborate E-link rear suspension of the new Mazda 929 (1987).
While various external forces and loads are exerted to the rear wheels of a vehicle as it combats the elements of the law of motion as defined by Sir Isaac Newton, these new suspension systems convert those forces into "4WS effects" which positively aid in vehicle stability and agility.
The Mazda designers and engineers ultimate goal was still a positive measure to generate forces for positive controls; a Four-Wheel Steering system.
In 1983, Mazda astonished the automotive world with the introduction of an engineering concept car, the MX-02, exhibited at the Tokyo Motor Show. This four-door Sedan, with generous passenger accommodation on an unusually long wheelbase, incorporated among its numerous advanced features a true 4WS system that aided high-speed stability as well as its low-speed manoeuvring. The degree of rear wheel steering was determined by the measurement of both front wheel steering angle and vehicle speed, by means of a central computer unit.
The MX-02 was followed by another exciting concept car; the MX-03, first exhibited at the Frankfurt Motor Show in September 1985. This sleek four seat futuristic coupe of the 1990s combined a refined electronically-controlled 4WS system with a continually varying torque-split, four-wheel drive system and a powerful three-rotary engine.
Mazda Electronically -Controlled Four-Wheel Steering System:
A Beneficial Technology
Mazdas electronically-controlled, vehicle-speed-sensing Four-Wheel Steering System (4WS) steers the rear wheels in a direction and to a degree most suited to a corresponding vehicle speed range. The system is mechanically and hydraulically actuated, producing greatly enhanced stability, and within certain parameters, agility.
The driver of a Mazda 4WS-equipped car derives five strategic benefits, over and above the conventional vehicle chassis.
Superior cornering stability
Improved steering responsiveness and precision
High-speed straightline stability
Notable improvement in rapid lane-changing manoeuvres
Smaller turning radius and tight-space manoeuvrability at low vehicle speed range
The most outstanding advantage of the Mazda 4WS is that it contributes to a notable reduction in driver fatigue over high-speed and extended travelling. This is achieved by optimally:
reducing the response delay to steering input and action and
eliminating the vehicles excessive reaction to steering input
In essence, by providing the optimum solution to the phenomena researched by the two young Mazda engineers in the early sixties - by the method advocated by them - the 4WS system has emerged as a fully beneficial technology.
Strategic Construction
The Mazda 4WS consists of a rack-and-pinion front steering system that is hydraulically assisted by a twin-tandem pump main power source, with an overall steering ratio of 14.2:1. The rear wheel steering mechanism is also hydraulically assisted by the main pump and electronically controlled - according to the front steering angle and vehicle speed. The rear steering shaft extends from the rack bar of the front steering gear assembly to the rear steering-phase control unit.
The rear steering system is comprised of the input end of the rear steering shaft, vehicle speed sensors, a steering-phase control unit (determining direction and degree), a power cylinder and an output rod. A centering lock spring is incorporated, which locks the rear system in a neutral (straightforward) position in the event of hydraulic failure. Additionally, a solenoid valve that disengages hydraulic assist (thereby activating the centering lock spring) in case of an electrical failure is included.
The 4WS system varies the phase and ratio of the rear-wheel steering to the front wheels, according to the vehicle speed. It steers the rear wheels toward the opposite phase (direction) of the front wheel during speeds less than 35km/h (22mph) for a tighter turn and "neutralizes" them (to a straightforward direction, as in a conventional two-wheel steering principle) at 35km/h (22mph). Above that speed, the system steers toward the same phase-direction as the front wheels, thereby generating an increased cornering force for stability. The maximun steering angle of the rear wheels extends 5 degrees to either left or right, a measurement that Mazda has determined to be optimally effective and natural to human sensitivity.
Primary Components
Vehicle speed sensors Interpret speedometer shelf revolutions and send signal to the electronic computer unit. two sensors, one within the speedometer and the other at the transmission output, are used to crosscheck the other for accuracy and failsafe measures.
Steering phase control unit*
Conveys to the power steering cylinder booster valve the direction and stroke of rear wheel steering by the combined movement of the control yoke angle and bevel gear revolutions.
Electric stepper motor
Performs altering of the yoke angle and bevel gear phasing
Rear steering shaft
Transmits front wheel steering angle by turning the small bevel gear in the steering phase control unit, which rotates the main bevel gear in the assembly.
Control valve
Feeds hydraulic pressure to the steering actuator, according to the phase and stroke required for appropriate rear wheel steering.
Hydraulic power cylinder
Operates the output rod by hydraulic pressure and steers the rear wheels. It locks the rear wheels in a "neutral" (straightforward) position with the centering lock spring, which is activated by a solenoid valve in case of failure to ensure a normal 2WS function for the vehicle.
Hydraulic pump.
Provides hydraulic pressure to both the front and rear steering systems.
Details of Steering:
Phase Control Unit
The steering phase control unit alters the direction and degree of rear wheel steering. It consists of a stepper motor that controls the rear steering ratio, a control yoke, a swing arm, a main bevel gear engaged to the rear steering shaft via a small bevel gear, and a control rod connected to the control valve. It operates:
Opposite phase (direction) steering under 35km/h (22mph)
Control Yoke is at an angle activated by the stepper motor
Front wheels are steered to the right. The small bevel gear is rotated in direction X by the rotation of the rear steering shaft. The small bevel gear, in turn, rotates the main bevel gear.
Rotation of the main bevel gear causes movement of the control rod toward the control valve.
Input rod of the control valve is pushed to the right, according to the degree of the control rods movement (determined by the disposition of the swing arm), which is positioned to move in an upward direction, to the right. The rear wheels are thus steered to the left, in an opposite direction to the front wheels.
As the angle of the control yoke is increased in direction A as vehicle speed decreases, the rear-to-front steering ratio proportionately increases and the vehicles steering lock tightens.
Same phase (direction) over 35km/h (22mph)
The operation of this phase is the reverse of the opposite phase one, because the control yoke is angled toward "positive" in this vehicle speed range, as illustrated. The phasing of the swing arm, yoke rod and bevel gear steers the rear wheels toward the right-the same direction as the front wheels.
Neutral phase, at 35km/h (22mph) The control yokes angle is horizontal (neutral). Thus, the input rod is not affected, even if the control rod is moved with the rotation of the bevel gear unit. As a result, the rear wheels are not steered in this mode.
Power Cylinder
The movement of the input rod of the control valve unit is transmitted to the power cylinders spool. The spools displacement to the sleeve causes a pressure difference between the right and left side chambers in the hydraulic power cylinder. The pressure difference overcomes the output shaft load and initiates sleeve movement. The sleeve-power rod assembly is moved in the direction of the input rod by a proportionate degree. The output rod transmits steering action to the tie rod on either end of the rear wheel steering control-mechanism unit, thereby steering the rear wheels.
Fail-Safe Measures
The system automatically counteracts possible causes of failure, both electronic and hydraulic. In either case, the centering lock spring housed in the steering system unit returns the output rods in the "neutral" straightforward position, essentially alternating the entire steering system to a conventional 2WS principle.
Specifically, if a hydraulic defect should render a reduction in pressure level (by a movement malfunction or a broken driving belt), the rear wheel steering mechanism is automatically locked in a neutral position, activating a low-level warning light.
In the event of an electrical failure, such would be detected by a self-diagnostic circuit integrated within the 4WS control unit, which stimulates a solenoid valve and then neutralizes hydraulic pressure and return lines, thereby alternating the system again to that of a 2WS principle. Henceforth, the warning light referencing the 4WS system within the main instrument display is activated, indicating a system failure.
------
there you have it
Wow. You're still giving Mazda credit for things they didn't invent?
Caldwell Vale, 1907:
http://www.4wdonline.com/ClassicTrucks/CaldwellVale.html
Like I said, they do great things, but Mazda didn't invent much.
So that would explain all those blown turbo'd rotors?
Look, nobody perfects anything in the auto industry. Mazda did a brilliant job with the rotary (except for telling people not to drop the clutch @5000rpm at every stop light) and four wheel driving (something I actually didn't know they touched), and my favourite Mazda, the MX-5...but it's all far from perfect.Look at Aston Martin (pre-Ford) : the DB7 had more problems than Jaguar XJ's did, and that's after paying US$100K. What do you really think you're getting for a third of that price?
Sure, Mazda engineers have always slaved over the design and purity of whatever aspect of the car. As engineers, that's what we all do. But it still has to be brought down to two things:
- a price point
- a profit given the price
Mazda's good, but they're not perfect.
troy
(Banned)
- 4,664
have u guys heard of the lastest feature of the Mercedes-Benz F400 Carving.
It has Active camber nagle changes. As u turn a corner the camber angles can change up tp 20 degrees to help turn.
Check this out
http://www.edmunds.com/video/mercedes.html#
Click on the Mercedes-Benz F400 Carving video clip.
It has Active camber nagle changes. As u turn a corner the camber angles can change up tp 20 degrees to help turn.
Check this out
http://www.edmunds.com/video/mercedes.html#
Click on the Mercedes-Benz F400 Carving video clip.
Sage
Staff Emeritus
- 12,533
- United States
- GTP_Sage
Troy- I've read on the carving in C/D... 1.20 g! 
btw, the following is only concerning sports cars:
1. Best car of all time -1965 Jaguar Series 1 E-Type Roadster (at its time, it was completely revolutionary, and even today it's quite stunning)
2. Best European car -TVR Speed 6
3. Best American car -What an oxymoron... oops, I meant 1955 Corvette Roadster V8
4. Best Japanese car -Honda S2000
5. Best-styled car -1950 Ferrari 166 MM Barchetta
6. Worst-styled car -1979 MGB GT w/ Mk IV bumpers
7. Worst car of all time -too numerous to list
8. Best feature -knock-off rims
Or, hey, how'bout toggle switches?! :smilewink
9. Favorite engine -Dodge Viper (raw torque), S2000 (just awesome for a $30,000 car... over 100 hp per liter!)
10. Least-favorite engine -too numerous again
11. Best car under $45,000 (today) -Audi A6 and Subie WRX (STi version when it comes out in the states)
btw, the following is only concerning sports cars:
1. Best car of all time -1965 Jaguar Series 1 E-Type Roadster (at its time, it was completely revolutionary, and even today it's quite stunning)
2. Best European car -TVR Speed 6
3. Best American car -What an oxymoron... oops, I meant 1955 Corvette Roadster V8
4. Best Japanese car -Honda S2000
5. Best-styled car -1950 Ferrari 166 MM Barchetta
6. Worst-styled car -1979 MGB GT w/ Mk IV bumpers
7. Worst car of all time -too numerous to list
8. Best feature -knock-off rims
Or, hey, how'bout toggle switches?! :smilewink9. Favorite engine -Dodge Viper (raw torque), S2000 (just awesome for a $30,000 car... over 100 hp per liter!)
10. Least-favorite engine -too numerous again
11. Best car under $45,000 (today) -Audi A6 and Subie WRX (STi version when it comes out in the states)
Sage
Staff Emeritus
- 12,533
- United States
- GTP_Sage
Not the current one... Audi currently has done very well with its cars (just look at Car and Driver... they've consistenly rated the Audi's #1 or #2 in their comparision tests, and there have always been at least two Audi's on their 10best list for several years now). Now, the older Audis, that's a different story.
Sidenote: My aunt and uncle have had an Audi A6 Avant for 3-4 years now, and it's still in perfect condition.
Sidenote: My aunt and uncle have had an Audi A6 Avant for 3-4 years now, and it's still in perfect condition.
- 7,402
youth-we've had our '92 MPV for 4 years(we got it used) and it's in mint condition(minus the door dings(thanks SUV owners)). Only work my dad has had to do is the normal maintenence, and a little front end work(less then a week after we got it, my mom was driving, and someone made a U-turn, the person they cut off swereved the right(you know you're supposed to swereve to the left...this guy was dumb...)and hit my mom head on at about 10 mph, it smashed the bumper(it's just a shell really, no protection there but the frame will stop anything...)and cracked the radiator...that was fixed and now we have put about 50K miles on it, no problems...
the 323's only problem was a stripped reverse gear, and that was fixed about 4 months ago, it's great now...
the 323's only problem was a stripped reverse gear, and that was fixed about 4 months ago, it's great now...
Sage
Staff Emeritus
- 12,533
- United States
- GTP_Sage
:thumbsup: If I had the time, I would definetly have put the Mazda MPV under the "best car of all time" for minivans... It was 10:00 at night though.
I simply love German and Japanese cars... American cars used to be just great (look at how many American cars there are on my list, but note that they're all like in the 1960s), but something happened to them in the 70s and 80s that just simply turned them into crâ¢p-mobiles (with some exeptions, of course)
I simply love German and Japanese cars... American cars used to be just great (look at how many American cars there are on my list, but note that they're all like in the 1960s), but something happened to them in the 70s and 80s that just simply turned them into crâ¢p-mobiles (with some exeptions, of course)
The Vanishing Boy
Premium
- 9,000
- Quezon City, Philippines & Las Vegas, NV
- GTP_VanishingBoy
- Vanishing Boy
To me, according to my research:
The Mazda MPV is my second choice because it lacks some of the Honda Odysseys prime rates like more interior room and a non-Ford engine (engine made entirely by Mazda) c'on, Mazda makes their own engines better w/o the aid of Ford. BTW, Mazda's MPV is way better than the Toyota Sienna because the 3rd row seats are a pain to remove.
Best Long Wheelbase Minivan: Honda Odyssey
Best Short Wheelbase Minivan: Mazda MPV
Best Luxury Minivan: Chrysler Town & Country AWD
Best Value Minivan: Kia Sedona
The Mazda MPV is my second choice because it lacks some of the Honda Odysseys prime rates like more interior room and a non-Ford engine (engine made entirely by Mazda) c'on, Mazda makes their own engines better w/o the aid of Ford. BTW, Mazda's MPV is way better than the Toyota Sienna because the 3rd row seats are a pain to remove.
Best Long Wheelbase Minivan: Honda Odyssey
Best Short Wheelbase Minivan: Mazda MPV
Best Luxury Minivan: Chrysler Town & Country AWD
Best Value Minivan: Kia Sedona
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