Suzuki Bikes

Suzuki B-King: -

1. 1340cm3 in-line 4-cylinder fuel-injected liquid-cooled DOHC engine tuned for muscular torque and exhilarating throttle response.
2. Hard, smooth chrome-nitride Physical Vapor Deposition (PVD) coating on the upper compression and oil control piston rings reduces friction and wear while improving cylinder sealing.
3. Suzuki Composite Electrochemical Material (SCEM) cylinder plating improves heat transfer, durability and ring seal.
4. Suzuki Drive Mode Selector (S-DMS) switch mounted on the fuel tank allows to select one of two engine control maps to suit personal preferences.
5. Suzuki Clutch Assist System (SCAS) serves as back-torque-limiting system for smoother downshifts and also contributes to a lighter clutch pull.
   High-tech twin-spar aluminum-alloy frame built with five precision pressure castings of various complex shapes.
6. Aluminum-alloy rear swingarm made of three pressure castings has a beautiful finish and less welding seams, along with optimum rigidity.
7. Modern inverted front forks with adjustable spring preload, compression and rebound damping.
8. Single-piston rear brake caliper operate on a 260mm (10.2-inch) disc.
   Bold styling contrasting prominent blocks - fuel tank, seat cowl and muffler exits - with condensed blocks - headlight, front fender and seat.
9. Pentagon design motif accentuates the front brake master cylinder, fluid reservoir and disc carriers, and clutch master cylinder fluid reservoir.
10. 60w high-beam and 55w low-beam headlight carried in a stylish module.
    Bodywork-integrated clear-lends front and rear turn signals, both combining cut and grained surfaces.
11. Smoothly combined footpeg brackets/swingarm pivot covers.
    Detail touches include mesh grills on tank side air intakes, radiator cover and center muffler cover; and 3-form front fender.

B-KING Specifications: -

Engine Type 4-stroke, 4-cylinder, liquid-cooled, DOHC
Bore x Stroke 81.0 mm x 65.0 mm
Compression Ratio 12.5 : 1
Starter System Electric

Overall Length 2,220 mm (87.4 in.)
Overall Height 1085 mm (42.7 in.)
Ground Clearance 120 mm (4.7 in.)
Dry Weight 235 Kg (518 lbs.)Hayabusa 1300 : -

1. 1340cm3 in-line 4-cylinder fuel-injected liquid-cooled DOHC engine built to deliver a broad wave of torque for effortless acceleration while reducing emissions.
2. Suzuki Composite Electrochemical Material (SCEM) cylinder plating improves heat transfer, durability and ring seal.
3. Suzuki Dual Throttle Valve (SDTV) fuel injection results in improved power delivery, a more linear response, better mileage and less emissions. This system uses engine-computer-operated secondary valves to maintain optimum intake-air velocity for maximum combustion efficiency.
4. Idle Speed Control (ISC) system improves cold starting and helps maintain stable engine idle under various conditions.
5. Suzuki Pulsed-secondary AIR-injection (PAIR) system ignites unburned hydrocarbons and reduces carbon monoxide emissions.
6. Large-volume catalyzer further reduces hydrocarbon, carbon-monoxide and nitrogen oxide emissions to help meet tough Euro 3 and TIER 2 emissions regulations standards.
7. Suzuki Drive Mode Selector (S-DMS) enables the rider to choose from three different engine power characteristics according to personal tastes and riding conditions. It offers enjoyment of top performance in a wide range of riding situations.
8. Advanced, wind-tunnel-refined aerodynamics offering superb wind protection both for normal and completely tucked-in seating positions.
9. Twin-spar aluminum-alloy frame built with castings and extrusions. The torsional rigidity of the aluminum-alloy rectangular-cross-section swingarm is increased by 10 percents.
10. Quality detail finishes - passenger footpeg brackets, muffler hangers, footpeg/control brackets - evoking the fine art of feudal Japanese armor, Yoroi-Kabuto.

Hayabusa 1300 Specifications: -

Engine Type 4-stroke, 4-cylinder, liquid-cooled, DOHC
Bore x Stroke 81.0 mm x 65.0 mm
Overall Length 2,195 mm (86.6 in.)
Overall Height 1,170 mm (46.1 in.)
Seat Height 805 mm (31.7 in.)
Dry Weight 220kg (485 lbs.)

For more information about Suzuki bikes click here

Yamaha BIkes

MT01: - It's a genius idea – unite a hi-tech 1,670cc V-twin with an aluminium sports frame and cutting-edge suspension and brakes – and you've got a sports riding revolution. There is nothing like the MT-01: a massive engine that produces huge torque for hammer-blow acceleration, a sports chassis that knifes through the turns, a pulsating exhaust note that's total aural ecstasy and monumental styling that'll stop the traffic.

YZF R15: - The YZF-R1 and YZF-R6 are equipped with under cowls that are based on the image of a diffuser, to give them the best form for aero-management. These are not cowls for simply enclosing the engine, but forms composed of blade surfaces that actively control airflow. This spirit has been directly inherited by the YZF-R15.
“Harmony between rider and machine.” YAMAHA's Human Technology involves studying the form of the motorcycle actually in motion with the rider on it. The R series is the embodiment of 1) a wide frontal space that protects the rider, 2) an easy to ride seating area that gives riders the freedom of movement and allows them to steer effectively, 3) the glamorous tail treatment that takes into account the management of airflow behind the rider, and 4) a sensual racing form that brings all 3 of these elements together in a harmonious package. These characteristics have been splendidly reproduced in the YZF-R15.
Additionally, the designs were developed in the same modeling room where YZF-R1 designers worked. Information was shared, ensuring that the R lineage would be transmitted. In addition, the model also incorporates a multitude of adjustments for the Indian market including seat shape that allows for tandem riding (integrated with the main seat), tandem grips that are easy to grip and also contribute to the supersport design, and a riding position that takes into account comfort, etc. In other words, the YZF-R15 is characterized by a hybrid design that combines the world-class design of the “R” series with localized functions. The YZF-R15 was created to lead the supersport category in India.

FZ16: - In this country’s motorcycle history a new chapter begins. A masterpiece is born. While inheriting the quality of the famous brand, the FZ16 was also born to revolutionize the era and carry out a mission. Its appearance more than any other, overflows with dynamism and originality. The running performance is brimming with thrust that overpowers all others. This quality solely belongs to YAMAHA’s advanced technologies. The FZ16 takes attention away from others on the road as it makes its personality felt. Lord of the Streets -FZ16- You will be drawn to this machine that in the next era will become the king of the streets.
"LORD MAKES NEW RULES"The rider’s will is spread to the handle, the body and then the engine giving birth to unprecedented torque. This force is truly dynamic. Due to minute calculations and overcoming major challenges, an ultimate body balance has been produced. The agile running performance is extremely exciting. The superior performance brings riding feel, which when you ride provides you an emotional high. Thus this is unique not only for the rider but also a source of great fascination to the onlooker. With the FZ16 you have the sensation of ruling the streets to your heart’s content.
"LORD TAKES OVER"Each and every part of FZ16 has been designed with a lot of detailed attention and careful thought. This ultimate degree of perfection means even the slightest feature has not been overlooked. Only YAMAHA ensures this kind of craftsmanship. The rider and the machine share a feeling of oneness, and from different angles the impression is different. This is particularly because the finest components have been used in its precise manufacturing. The FZ16 possesses both a rough and brutish expression as well as a certain subtlety. This high quality masterpiece will without doubt become a rage for the next generation.

Engine Cycle

Two-stroke: - Engines based on the two-stroke cycle use two strokes (one up, one down) for every power stroke. Since there are no dedicated intake or exhaust strokes, alternative methods must be used to scavenge the cylinders. The most common method in spark-ignition two-strokes is to use the downward motion of the piston to pressurize fresh charge in the crankcase, which is then blown through the cylinder through ports in the cylinder walls.

Spark-ignition two-strokes are small and light for their power output and mechanically very simple; however, they are also generally less efficient and more polluting than their four-stroke counterparts. In terms of power per cubic centimetre, a single-cylinder small motor application like a two-stroke engine produces much more power than an equivalent four-stroke engine due to the enormous advantage of having one power stroke for every 360 degrees of crankshaft rotation (compared to 720 degrees in a 4 stroke motor).

Small displacement, crankcase-scavenged two-stroke engines have been less fuel-efficient than other types of engines when the fuel is mixed with the air prior to scavenging allowing some of it to escape out of the exhaust port. Modern designs (Sarich and Paggio) use air-assisted fuel injection which avoids this loss, and are more efficient than comparably sized four-stroke engines. Fuel injection is essential for a modern two-stroke engine in order to meet ever more stringent emission standards.

Research continues into improving many aspects of two-stroke motors including direct fuel injection, amongst other things. The initial results have produced motors that are much cleaner burning than their traditional counterparts. Two-stroke engines are widely used in snowmobiles, lawnmowers, weed-whackers, chain saws, jet skis, mopeds, outboard motors, and many motorcycles. Two-stroke engines have the advantage of an increased specific power ratio (i.e. power to volume ratio), typically around 1.5 times that of a typical four-stroke engine.

The largest compression-ignition engines are two-strokes and are used in some locomotives and large ships. These particular engines use forced induction to scavenge the cylinders; an example of this type of motor is the Wartsila-Sulzer turbocharged two-stroke diesel as used in large container ships. It is the most efficient and powerful engine in the world with over 50% thermal efficiency. For comparison, the most efficient small four-stroke motors are around 43% thermal efficiency (SAE 900648); size is an advantage for efficiency due to the increase in the ratio of volume to area.

Four-stroke: - Engines based on the four-stroke or Otto cycle have one power stroke for every four strokes (up-down-up-down) and are used in cars, larger boats, some motorcycles, and many light aircraft. They are generally quieter, more efficient, and larger than their two-stroke counterparts. There are a number of variations of these cycles, most notably the Atkinson and Miller cycles. Most truck and automotive diesel engines use a four-stroke cycle, but with a compression heating ignition system. This variation is called the diesel cycle. The steps involved here are:

1. Intake stroke: Air and vaporized fuel are drawn in.
2. Compression stroke: Fuel vapor and air are compressed and ignited.
3. Combustion stroke: Fuel combusts and piston is pushed downwards.
4. Exhaust stroke: Exhaust is driven out. During the 1st, 2nd, and 4th stroke the piston is relying on power and the momentum generated by the other pistons. In that case, a four cylinder engine would be less powerful than a six or eight cylinder engine.

Five-stroke:- Engines based on the five-stroke cycle are a variant of the four-stroke cycle. Normally, the four cycles are intake, compression, combustion, and exhaust. The fifth cycle, which was added by Delautour, is refrigeration. Engines running on a five-stroke cycle are claimed to be up to 30% more efficient than equivalent four-stroke engines.


Six-stroke: - The six stroke engine captures the wasted heat from the four-stroke Otto cycle and creates steam, which simultaneously cools the engine while providing a free power stroke. This removes the need for a cooling system making the engine lighter while giving 40% increased efficiency over the Otto Cycle.

Beare Head Technology combines a four-stroke engine bottom end with a ported cylinder which closely resembles that of a two-stroke: thus, 4+2 equals a six-stroke. It has an opposing piston that acts in unison with auxiliary low pressure reed and rotary valves, which allows variable compression and a range of tuning options.

Internal Engine

An internal Engine is an engine in which the combustion of fuel and an oxidizer (typically air) occurs in a confined space, referred to as a combustion chamber, that is integral to the engine. This is in contrast to an external combustion engine, such as a steam engine or Stirling engine, in which combustion does not occur within the engine itself. Instead an external device (for example, a boiler) heats a separate working fluid that is delivered to the engine to perform useful work.

Within an internal combustion engine an exothermic reaction creates gases at high temperature and pressure, which are permitted to expand and apply force to a movable component of the engine, such as a piston or turbine.

The term Internal Engine (ICE) is often used to refer to an engine in which combustion is intermittent, such as a Wankel engine or a reciprocating piston engine in which there is controlled movement of pistons, cranks, cams, or rods.^[5] However, continuous combustion engines such as jet engines, most rockets, and many gas turbines are also classified as types of internal combustion engines.

A huge number of different designs for internal combustion engines exist, each with different strengths and weaknesses. Although they're used for many different purposes, internal combustion engines particularly see use in mobile applications such as cars, aircraft, and even handheld applications: all where their ability to use an energy-dense fuel (especially fossil fuels) to deliver a high power-to-weight ratio is particularly advantageous.

Auto Consumables

Auto Consumables: - Is it the wheels, the axle, the engine, what? Of course they do. But what keeps them running? It is actually the fuel that keeps it running. And a long list of consumables. These include fuel, engine oil, and various other lubricants that are responsible to keep a vehicle 'alive'. It won't be an exaggeration to term these as the lifeblood of your favorite automobile.

This is why today consumers in all vehicle segments have grown cautious about the quality of fuel and lubricants that they use. Unbranded lubricants and fuel from unauthorized sources is a complete no-no, while big brands are spending extensively on positioning their products as 'guards for your engine'. The environment factor is the latest to hit the market and has forced manufacturers and consumers alike to make and use environment friendly consumables.

Same is the case with the other products like battery, tyres etc. which account for the running expense of any vehicle. We present a list of such and other consumables that will aid you in looking after your vehicle.

Monster Bikes

Harley Monster: - Proving once again that it is always easier to tear things apart than it is to build them is the Australian monster, as seen above. The builder, Ray Baumann, says that "this is a way of taking a bit more care," if you can believe that. You see, his previous job was as a stunt driver. He claims that it is much safer riding this monster bike crushing cars than it was to jump them on a much smaller machine. Weighing in at 13 tons and standing about 10 feet tall, the monster doesn't appear to have any suspension travel at all. The frame appears to be an upside-down ladder design, with wheels and tires from Caterpillar. What does it take to move this maxi-machine? A Detroit Diesel engine hooked to a 6-speed Allison automatic transmission.

Roger Goldammer’s skill and passion for designing and building custom motorcycles has turned a hobby into a business as a premier bike builder in the custom motorcycle community. Founder of Goldammer Cycle Works, Roger received his formal training from BC Institute of Technology and the Motorcycle Mechanics Institute in Pheonix. Building most of the bike parts himself, Roger combines functionality with innovation to create unique designs that compete successfully at an international level. Roger’s latest bikes, the boardtrack racer BTR3 and Trouble, were awarded 1st place in successive years at the World Championship of Custom Bike Building.

This guy is a monster as far as building bikes are concerned. I mean, just check out the bikes that he has designed. They are way too good to be on Indian roads, but we can dream, can't we guys? I heard about Roger Goldammer while watching the Las vegas Bikefest, in which one of his bikes won first prize. Marvel at the pics all you want.

Rapom V8 Monster Bike: - January 25, 2007 Squeeze a massive 8.2 litre supercharged http://en.wikipedia.org/wiki/supercharger V8 monster truck engine with as much power as a Bugatti Veyron http://en.wikipedia.org/wiki/Bugatti_Veyron into a motorcycle http://en.wikipedia.org/wiki/Motorcycle and you have the Rapom V8, the product of the vivid imagination of 44-year old British engineer Nick Argyle. Unlike many who design such wilderbeasts , Argyle has manifested a fully functional and road registered version of what is world’s most powerful roadgoing motorcycle. Running on alcohol, the 1000 bhp returns just four miles per gallon, and it’s transportation brief usually only covers the 10 mile journey to a local drag racing strip. With that sort of power available at a twist of the wrist, the monster bike requires a super long chassis end every bit of its kerb weight of 1000lb in order to stop the bike flipping under hard acceleration. The unique bike was created in a small garage in the Cotswolds, its conception http://en.wikipedia.org/wiki/Fertilisation spawned from the unusual marriage of convenience and naivety, says its builder.

After selling the chassis of his monster truck, Nick Argyle was searching for a much smaller project. He said: “I didn’t have the same workshop space I had when I built the truck. I only had the house garage so it had to be a bike. I was going to buy a new engine for the project but my wife told me to use the one that was still in a garage – a monster truck engine! Despite its size, I thought why not?’

The impressive Rapom V8 will make its public show debut at the MCN London Motorcycle Show on the Harrison Billet stand at ExCeL on February 1-4, 2007.

2950KG Monster Bike: - This monster is the creation of Greg Dunham in California, and it is in the Guinness Book of World Records holding the record for the world’s tallest bike standing at 11 feet, 3 inches tall. Costing US$300,000 to build, the monster bike is powered by an 8.2 liter, 500 horsepower engine mated to a 2-speed transmission. It actually moves, but from the looks of the thing, I have no idea how you’re supposed to steer it.

Bikes

The Bullet 500cc is one that has ardent admirers in its fold.Looks-wise, a Bullet fan can notice at once that there are more changes in the engine department than anywhere else. One can only feel the difference between the two when one rides the 500cc. The difference in the exhaust is evident, but what is even more so is the way that it puts the additional horses to use. The bike pulls like a locomotive, in a smooth and linear manner. With an engine of 500cc, this makes it the biggest two-wheeler after the now almost defunct


BMW F650. The distinguished honour of "King of the Road" goes to the Enfield Bullet 500cc. Launched in year 2008, Thunderbird Twinspark is one of the most stylish bike intended for those who want and wish to be on top of the world. It is the first model that leads Royal Enfield revolutionary Unit Construction Engine.

The Royal Enfield Thunderbird Twinspark is the perfect example of unfolding mix of old and new. Its 346 cc engine, 4 stroke single cylinder air-cooled engine delivers maximum power of 19.8 bhp @ 5250 rpm capacity ensuring its smooth performance and constant vacuum (CV) carburetor assure its simple start. Delighting customers, this bike is absolute comfort statement for the passenger as well as rider. This bike is like a must-have for every rider and it is hard to beat in terms of pure riding pleasure and visual delight.

Energy FX: - LML Energy FX comes equipped with 109.15 cc 4 stroke single cylinder air-cooled engine producing maximum power of 8.9 bhp @ 8500 rpm.
Its elegant body graphics combined with sturdy structure leaves the impression of this bike to the eyes of the viewers.
Its wider wheelbase of 1280 mm provides better gripping on road. Its is available with the fuel tank having capacity of carrying fuel of 14 litres.
Its comfortable seating arrangement with enough leg space gives the relaxing ride to the passengers.

LML: - Lohia Machinery Limited (LML) collaborated with Piaggio Vespa of Italy and changed the face of the scooter market in India. LML has now entered into a collaboration with Daelim of Korea to manufacture motorbikes. The company has a plant at Kanpur.
The launch of Freedom bike in July 2000 catapulted LML into the top 5 bike manufacturers of India. The company has its marketing and exporting network in various countries like in Italy, UK and USA.




Platima: -

Its elegant Platinum silver color with chrome graphics is desperately catching the eyes of many finicky bike lovers. Graphic tint engine and transmission with black silencer are really leaving good appeal to the eyes of the viewers.

To add more aesthetic value to this bike, it is further equipped with exclusive streak design side panels and sleek rear panels with fluid grab rail design.
Other mentionable features for making this bike more reliable are chrome heat shield and annular chrome rings housed in a sporty console.
Its lighting arrangement like optoprism headlamp with clear lens blinker is encompassed here for safer riding.

BAJAJ AVENGER: - The Eliminator has been revitalised with Bajaj Auto slotting its proven DTS-i engine into this delectable cruiser. Even better news is a cut price. ‘With its combination of great looks, decent performance and a great value price, the Avenger looks set to cruise to success.’

Bajaj’s first cruiser, the Eliminator, always made a venerable steed. The snazzy-looking chopper was always a commanding presence, and faced little competition in its niche.
News (rather premature) of Bajaj Auto readying the upgrade to this handsome bike has been doing the rounds for a while now, and it came as little surprise to find ourselves staring at a gleaming pre-production bike.
The new bike has been re-christened with a macho label — Avenger. The icing on this cruiser cake has always been smashing style. It’s very much a traditional cruiser, and wisely, the company has left untouched the raked forks, sweptback handlebars, teardrop tank and oodles of chrome winking in the sun.
The steering column vicinity enjoys large helpings of lacquered aluminium, whereas levers are buffed and doglegged. Familiar and retro spheres are the classy mirrors, indicators, headlamp and speedometer (the sole handlebar-mounted instrument), while the rest of the cluster is housed in a chrome fascia atop the wide teardrop tank.

Bar-end weights have been faintly altered and crisp, comprehensive switches and supple grips added to increase the appeal.
The wide, low-slung saddle will compete with your best sofa and, in true cruiser-bike mould, a recliner juts over the massive rear mudguard. A barely noticeable change is AC type of lighting in place of the earlier DC-type, where the headlight could function with the engine off.
The motor self-starts with a new, gruff tone. Digital Twin Spark Ignition (DTS-i) technology is present to supply two flame fronts on each combustion stroke, and so are roller bearings to cut friction for the rocker arms.
A unique DTS-i jangle is perceivable on the Avenger — where the Eliminator was muted, this single 178.6cc vertical-cylinder engine sounds more forceful. The powerplant curiously retains its short-stroke nature, against cruiser canon, with bore and stroke 63.5mm x 56.4mm. The revised silencer uses Bajaj’s exhaust-TEC, a resonator to bump up power in the lower reaches of its power band, as well as an environment-friendly catalytic converter.
The carburettor is now a BS 29 CV unit; to accommodate this change, the engine has a tweaked intake manifold to help perk up combustion. The CDI has also been modified for better sound damping, and though one can clearly hear the characteristic DTS-i firing away, this note is now noticeably dampened. The Avenger engine sits with only one pair of rubber mounts, the other mounts remaining rigid. With the new engine, attention has been paid to the gearshift lever, with a new needle roller keeping things slick where the gearshaft exits the front chain-sprocket cover.

How much ?
Price Rs 60,000-65,000 (est)
On sale May 2005
How big ?
L/W/H 2185/750/1060mm
Wheelbase 1475mm
Ground clearance 162mm
Fuel tank capacity 14 litres
Kerb weight 152kg
Engine
Layout Single-cylinder, air-cooled, four-stroke, 178.6cc
Max power 16.5bhp
Max torque 1.55kgm
Specific output 92.38bhp per litre
Power to weight 108.55bhp per tonne

Gearbox Type 5-speed manual, 1-down-4-up Suspension Front Oil-damped telescopic forks Rear Double-sided swingarm, adjustable shock absorbers Brakes Front 265mm disc Rear 130mm drum Wheels & Tyres Type Wire-spoke Size (front/rear) 1.85x17-inch/2.75x15-inch Tyre size (f/r) 90/90x17-inch/130/90x15-inch

WHAT TO EXPECTFine cruiser with improved all-round performance, finer pricing.

Car Engine

Car Engine: - All power plants, with the few exceptions, are mounted in the forward end of the frame. The transmission is considered part of the power plant, since it governs or controls the ratio of speed and power which may be delivered to the rear axle. The engine drives the transmission, and the transmission turns the propeller shaft.

V-8 power plant (Ford V-8 engine and accessories).

• A transmission
• B breather
• C fuel pump
• D air cleaner
• E carburetor
• F generator
• G fan
• H intake manifold
• I exhaust manifold
• J starter
• K water pump
• L timer distributor
• M rubber engine mount
• N cylinder block
• 0 oil pan
• P cylinder head

The speed of the propeller shaft depends on the gear in which the shift lever is set. In high, the ratio through the transmission is 1 to 1. In low, the ratio is about 3 to 1. Low and intermediate give greater turning power (torque) to the propeller shaft than high, but the speed of the car is cut down. These points are mentioned thus briefly to show that the power plant rightfully includes this unit which transmits the power of the engine at varying speeds. Likewise, the clutch belongs to the power plant.

The most favoured method is to build engine, clutch, and transmission together as a unit, and mount the unit power plant in the car frame in a manner calculated to prevent engine vibrations being transmitted to the car interior. Rubber-lined mounting blocks, are used to check engine vibration.

For many years either three- or four-point metallic contact mounting was used for the unit, power plant, both being popular with the manufacturers. The later use of the rubber engine-mounting blocks reduced the amount of vibration carried to the driving compartment.

Chrysler engineers learned that by mounting an engine at two points, so that the centre of mass or centre of gravity was approximately on a line between the two bearings (one well up on the front of the engine and the other under the transmission case), engine vibration could be still further reduced. The rocking or torque reaction of the engine under load was first absorbed by a leaf spring but later this spring was replaced by rubber blocks which were found more effective. There are many variations of power-plant mounting, most of which make use of some form of rubber mountings.

Just as the units of the chassis were considered, it is desired to separate and study the functions of the units composing the power plant on this page. Next, the individual units going into an engine are studied, and in the individual parts of the various other units of the power plant are discussed in detail. On this page, it is desired to familiarize with the names and locations of the various units going into the make-up of a complete power plant. The duties falling to the lot of each accessory or unit will be discussed briefly.

Engine: -

The water pump and oil pump appear on the left side of the engine, and are considered a definite part of the engine. A fan-drive pulley appears on the forward end of the pump shaft. A fan mounting bracket is provided.

The right-side view of the engine shows the starting motor bolted to the flywheel housing. This starter, when removed, exposes the teeth of the flywheel ring gear to view. The screw mounting holes are made in accordance with S.A.E. specifications.

When the starting-motor manufacturer builds his equipment, it is built according to the same specifications, and a fit is thus assured. The manifold is a part of the engine, but the carburetor is an accessory. The intake and exhaust manifolds are cast together in some instances. A flange is left at the centre of the manifold. This flange is machined to allow the carburetor to be fitted to it.

Carburetor: -

An engine, such as is used in automobile service, is termed an internal-combustion engine. This means that the fuel is burned within it. The point where the fuel is burned is called the combustion chamber. This space is above the piston in the cylinder head and around the valves, and naturally includes that portion of the cylinder exposed as the piston is driven down.

The fuel used in engines is, for the most part, gasoline or similar fuel. The burning process is ordinarily termed firing or exploding the gas. The fuel, that is, the gasoline, in order to be burned or "exploded" within the combustion space, must first be passed through the carburetor where it is mixed with air. Next, it must be drawn into the combustion space, and then it must be compressed after which it is fired by the electric spark.

The function of the carburetor is to mix the fuel and air. In order to mix the gasoline with the air, the gasoline must be sprayed into the air which is rushing through the carburetor on its way into the engine. The early carburettors were called mixing valves.

Gasoline is furnished the carburetor from the main supply tank by means of a fuel pump, a vacuum tank, gravity feed from the main supply tank, or air pressure. Carburetor engineers spend much time designing and testing their product for motor-car manufacturers.

Timer-distributor and coil : -

It is the function of the ignition set to deliver a spark to the spark plug at the approximate moment when the compression is greatest. All timer-distributors are manufactured to S.A.E. specifications. The car manufacturer selects the equipment which he desires, or he may have the electrical-equipment factory build it after a specified design.

An ignition set may be either self-contained as in the case of the high-tension magneto used on some busses, trucks, marine engines, racers, and aircraft engines, or it may be composed of several units. Every ignition set has three major parts. These are the timer, the distributor, and the coil .

Spark plugs: -

The purpose of the spark plug is to receive the high.. tension spark or current from the distributor (through the spark-plug cable), and conduct it to the combustion space, where it fires the charge as it jumps the air gap of the plug. It must be made most carefully in order not to break down in the intense heat of the exploded gases. Ordinarily, one plug per cylinder is used by the manufacturer, but two plugs may be used. When more than one plug is used in a cylinder, it is with the idea of preventing failure and also securing quicker ignition.

Generator: -

Passenger cars are dependent on the storage battery for their ignition and lighting as well as electric cranking. The battery would quickly be exhausted were it not for the generator which is constantly building up or charging the battery when the engine is operating above an idling speed. Different methods are used to drive the generator. Unlike the timer-distributor, it is not necessary to drive the generator at a definite speed relation with the engine.

Starting motor: -

Hand cranking was for many years a factor in limiting the use of passenger automobiles. Special spring starting devices, gas starters, and air starters were designed to relieve the driver of this arduous and dangerous task. When Mr. Chas. F. Kettering, Vice-President of General Motors, in Charge of Research, invented and perfected the system of electric cranking of automobiles, he performed a wonderful service for both car manufacturers and the general public.

Starting motors are designed to turn the engine over at speeds in excess of those possible by hand cranking. They are connected to the engine while cranking it, and then are automatically disengaged when the engine starts to operate under its own power. Starting motors, although small, are assigned heavy duties.

Clutch: -

There are a number of types of clutches. Cone clutches were very popular at one time. Disk or multiple-plate clutches were used in many passenger vehicles. Single-plate clutches for light cars and double-plate clutches for the heavier cars are in general use.

Clutches are provided with a clutch-pressure plate which moves or is made to turn with the flywheel at all times. A plate is fastened to the clutch shaft, and this connects with the transmission shaft. When the clutch is held in the "out" position, the clutch-pressure plate on the flywheel is free to turn with it, but does not cause the plate fastened to the clutch shaft to turn.

Transmission: -

The connection of the transmission with the power plant was discussed at the first part of this chapter. Transmissions are made by manufacturers ,of cars in many instances ; but very often they are built by factories which have had long experience in building gears for this special service.

Transmission gears are subject to as severe use as, and worse abuse than, any other part of the automobile with the possible exception of the clutch. However, these two items are used in connection with each other, and each must stand much abuse from inexperienced and incompetent drivers. The transmission gears are the only gears about the motor car which are not as a rule in constant mesh. Gear shifting means demising and meshing of the teeth of the driving and driven gears except where shifting dogs or dog clutches are used.

In case of unsuccessful shifts, or shifts which are only partially completed before the clutch is let in, the teeth of the transmission gears are subject to abuse. Clashing and grinding gears is abuse. A driver, who is untrained in shifting, and who fails to understand or heed instruction, will ruin the best gears it is possible to make. In his hands, gears, which should give service for the life of the car, are ruined in a few thousand miles. As designed by the builders, the transmission gears are amply strong, if not abused.

Fan: -

Engines are provided with fans, to draw the air through the radiator when the engine is operating. Heat from the engine must be passed off into the air. The water in the engine water jacket carries it to the radiator, and the air passing through the radiator conducts the heat out of the fins and tubes. Fans are usually made up by shops which cater to the car manufacturers, by producing some of the smaller parts for them. Belts are used as a rule for fan drive. Adjustment of the fan bracket is provided in order that the fan belt may be kept at proper tension.

Engine accessories: -

Figure on top of this page illustrates a number of the usual engine accessories. Most engines are fitted with an air cleaner which may also be designed as a flashback screen or fire preventer or an intake-roar silencer. The carburetor on this engine is downdraft.

The exhaust manifold has a centre outlet for tail-pipe connection. The intake manifold has a section interlocking the exhaust manifold so as to receive heat there from. The oil pump is driven from the camshaft and is easy of access from the side of the engine. The oil cleaner is attached to the engine near the oil pump and just to the rear of the fuel pump which is driven by the engine from the camshaft. The fan is mounted on the water-pump shaft and is belt-driven.

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Public Policy of Automobiles

Public policy:-

In many jurisdictions it is compulsory to have vehicle insurance before using or keeping a motor vehicle on public roads. Most jurisdictions relate insurance to both the car and the driver, however the degree of each varies greatly.

A 1994 study by Jeremy Jackson and Roger Blackman showed, consistent with the risk homeostasis theory, that increased accident costs caused large and significant reductions in accident frequencies.

Australia: -

In South Australia, Third Party Personal insurance from the State Government Insurance Corporation (SGIC) is included in the licence registration fee for people over 16. A similar scheme applies in Western Australia.

In Victoria, Third Party Personal insurance from the Transport Accident Commission is similarly included, through a levy, in the vehicle registration fee.

In New South Wales, Compulsory Third Party Insurance (commonly known as CTP Insurance) is a mandatory requirement and each individual car must be insured or the vehicle will not be considered legal. Therefore, a motorist cannot drive the vehicle until it is insured. A 'Green Slip,' another name CTP Insurance is commonly known by due to the colour of the pages the form is printed on, must be obtained through one of the seven main insurers in New South Wales.

Canada: -

Several Canadian provinces (British Columbia, Saskatchewan, Manitoba and Quebec) provide a public auto insurance system while in the rest of the country insurance is provided privately. Basic auto insurance is mandatory throughout Canada with each province's government determining which benefits are included as minimum required auto insurance coverage and which benefits are options available for those seeking additional coverage. Accident benefits coverage is mandatory everywhere except for Newfoundland and Labrador. All provinces in Canada have some form of no-fault insurance available to accident victims. The difference from province to province is the extent to which tort or no-fault is emphasized. Typically, coverage against loss of or damage to the driver's own vehicle is optional - one notable exception to this is in Saskatchewan, where SGI provides collision coverage (less than a $700 deductible, such as a collision damage waiver) as part of its basic insurance policy. In Saskatchewan, residents have the option to have their auto insurance through a tort system but less than 0.5% of the population have taken this option.

Ireland: -

The Road Traffic Act, 1933 requires all drivers of mechanically propelled vehicles in public places to have at least third-party insurance, or to have obtained exemption - generally by depositing a (large) sum of money with the High Court as a guarantee against claims. In 1933 this figure was set at £15,000. The Road Traffic Act, 1961 (which is currently in force) repealed the 1933 act but replaced these sections with functionally identical sections.

From 1968, those making deposits require the consent of the Minister for Transport to do so, with the sum specified by the Minister.

Those not exempted from obtaining insurance must obtain a certificate of insurance from their insurance provider, and display a portion of this (an insurance disc) on their vehicles windscreen (if fitted). The certificate in full must be presented to a police station within ten days if requested by an officer. Proof of having insurance or an exemption must also be provided to pay for your motor tax.

Those injured or suffering property damage/loss due to uninsured drivers can claim against the Motor Insurance Bureau of Ireland's uninsured drivers fund, as can those injured (but not those suffering damage or loss) from hit and run offences.

United Kingdom: -

In 1930, the UK government introduced a law that required every person who used a vehicle on the road to have at least third party personal injury insurance. Today UK law is defined by The Road Traffic Act 1988, which was last modified in 1991. The act requires that motorists either be insured, have a security, or have made a specified deposit (£500,000 as of 1991) with the Accountant General of the Supreme Court, against their liability for injuries to others (including passengers) and for damage to other persons' property resulting from use of a vehicle on a public road or in other public places.

The minimum level of insurance cover commonly available and which satisfies the requirement of the act is called third party only insurance. The level of cover provided by Third party only insurance is basic but does exceed the requirements of the act.

Road Traffic Act Only Insurance is not the same as Third Party Only Insurance and is not often sold. It provides the very minimum cover to satisfy the requirements of the act. For example Road Traffic Act Only Insurance has a limit of £250,000 for damage to third party property and does not cover emergency treatment fees. Third party insurance has a far greater limit for third party property damage and will cover emergency treatment fees.

It is an offence to drive a car, or allow others to drive it, without at least third party insurance whilst on the public highway (or public place Section 143(1)(a) RTA 1988 as amended 1991); however, no such legislation applies on private land.

Vehicles which are exempted by the act, from the requirement to be covered, include those owned by certain councils and local authorities, national park authorities, education authorities, police authorities, fire authorities, heath service bodies and security services.

The insurance certificate or cover note issued by the insurance company constitutes legal evidence that the vehicle specified on the document is insured. The law says that an authorised person, such as the police, may require a driver to produce an insurance certificate for inspection. If the driver cannot show the document immediately on request, then the driver will usually be issued a HORT/1 with seven days, as of midnight of the date of issue, to take a valid insurance certificate (and usually other driving documents as well) to a police station of the driver's choice. Failure to produce an insurance certificate is an offence.

Insurance is more expensive in Northern Ireland than in other parts of the UK.^{[vague][citation needed]}

Most motorists in the UK are required to prominently display a vehicle licence (tax disc) on their vehicle when it is kept or driven on public roads. This helps to ensure that most people have adequate insurance on their vehicles because you are required to produce an insurance certificate when you purchase the disc.

The Motor Insurers Bureau compensates the victims of road accidents caused by uninsured and untraced motorists. It also operates the Motor Insurance Database, which contains details of every insured vehicle in the country.

United States

In the United States, auto insurance covering liability for injuries and property damage done to others is compulsory in most states, though enforcement of the requirement varies from state to state. The state of New Hampshire, for example, does not require motorists to carry liability insurance (the ballpark model), while in Virginia residents must pay the state a $500 annual fee per vehicle if they choose not to buy liability insurance. Penalties for not purchasing auto insurance vary by state, but often involve a substantial fine, license and/or registration suspension or revocation, as well as possible jail time in some states. Usually, the minimum required by law is third party insurance to protect third parties against the financial consequences of loss, damage or injury caused by a vehicle.

Some states, such as North Carolina, require that a driver hold liability insurance before a license can be issued.

Arizona Department of Transportation Research Project Manager John Semmens has recommended that car insurers issue license plates, and that they be held responsible for the full cost of injuries and property damages caused by their licensees under the Disneyland model. Plates would expire at the end of the insurance coverage period, and licensees would need to return their plates to their insurance office in order to receive a refund on their premiums. Vehicles driving without insurance would thus be easy to spot because they would not have license plates, or the plates would be past the marked expiration date.

New-Generation

One of the most talked-about cars to appear at collector car auctions early this year was a frumpy Toyota family sedan, a 1966 four-door Corona that had been purchased in 1970 by Frank Kenney, one of the first Toyota dealers in the state of Washington. After paying $800 to buy the barely driven sedan from an elderly Seattle woman, he used the car as a showroom display rather than resell it.

Frank Kenney’s son, Jerome, joked that some day he would drive the pastel blue Corona to his father’s funeral, and did just that when his father died last August. Its duty fulfilled, he consigned the beautifully preserved Toyota to the Silver Auction sale in Fort McDowell, Ariz., in January. Its odometer showed just 8,768 miles.

For a nondescript econocar, the Corona caused a minor sensation. Many auctiongoers had never seen a Toyota from the 1960s. No wonder — a lack of rustproofing assured a survival rate for those early Toyotas that was only slightly better than that of a passenger pigeon. The bidding quickly sailed past the reserve of $12,000, and when the hammer fell, it had reached $16,740.

Interest in sportier Toyota models has also been growing. Joji Luz lives in the epicenter of the nascent Japanese collector car market — Southern California — and his enthusiasm for the Toyota marque is more typical of what you might expect to encounter at a Porsche or Corvette club meeting. Mr. Luz, who grew up in Manila, discovered the thrift and durability of Toyotas when his father’s taxi fleet changed over to the Japanese imports.

Today, Mr. Luz owns 12 vintage Toyotas, including the fifth and 13th Celicas made, and he’s aware of virtually every early Celica that comes on the market in California. Mr. Luz pegs the value of a stock, well-restored 1971-72 Celica at around $12,000. They can bring thousands more if modified with the dual-cam engine that was fitted to cars sold in the Japanese market.

The Celica was among the first Japanese entries into the sporty personal car market; a Liftback version showed a marked resemblance to a scaled-down 1967 Mustang. In stock form, the first-generation Celica (1970-77) was a modest performer. Most road tests reported 0-to-60 acceleration times for the Celica from 11 to 13 seconds, about the same as an MGB or Fiat Spider of the era.

But the Celica could outhandle both of those sports cars. Road & Track’s review of a 1974 Celica GT reported that the Toyota was quicker through a slalom course than any other car it had tested except one — a Ferrari Dino.

The Celica also had enormous potential for hot-rodding. Janet Guthrie, an aspiring racecar driver who would become the first woman to compete in the Indianapolis 500, purchased a 1972 Celica — the first new car she had ever owned — and proceeded to take it apart and turn it into a racecar. She raced the car 51 times from 1973-75. In the car’s final race under her ownership, Ms. Guthrie passed 20 cars in fewer than five laps to move into second place and on the final lap, passed an MGB for the win.

Robert Pass, a vintage car dealer in St. Louis, later owned the Guthrie Celica, racing it in the 1990s. “It was a delightful racecar,” he said. “Its handling was as neutral and pleasant as any Alfa Romeo.”

That statement might be considered heresy by traditional collectors. And there lies the rub with Japanese cars as collectibles: the old guard in the collector car world gives them no respect. A car like an early Celica, while stylish, well-built and as entertaining to drive as its contemporaries from Europe, has a hard time being taken seriously. Mr. Pass said that it boiled down to the perception that Japanese cars lacked the heritage and cachet of European cars.

ONE of the few automotive niches where Toyota does not yet have a strong presence is the collector car market. Fifty years after its first troubled attempts to bring cars to American roads, there are signs that this may be changing: quietly, and outside the usual collector car circles, a groundswell of interest in vintage Toyotas has been building.

Automobile Insurance

Automobile Insurance: -

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