Have you ever imagined to see the Nations most ultimate Automotive Ingenious Minds competing against each other in a single Arena!? Ever Imagined the Momentum of their Racing!? The magnitude of their true Potential!? Their Conflict to Conquer the Ultimate Peak of Success?! Well! Why are you imagining it. See, feel & go crazy!
The Department of Automobile Engineering, Madras Institute of Technology, is all set to Rev up your brains from the Neutral with its most prestigious Techno-Management Fest “AUTOMEET 10″. Buckle up your seat belts! The race falls on March 15th. Be there!
Paper Presentation
The classic symposium special. A platform for presenting ideas that can potentially revolutionise our lives. Small or big, it doesn’t matter. What matters is the benefits that we can realise from it. So come forward to put your thoughts into action. Show us how you can change the world, one slide at a time.
Projectum
Imported C&B Show
Lose yourself in the world of Imported Metal
Auto Q
You know, tough brain-racking questions of cars & bikes you’ve never heard/seen before. And some easy ones that can still cause you to bang your head. Either way, it packs a turbo-charged punch!
Gen Q
The best place to exhibit your knowledge about Tintin’s hobbies and Genghis khan’s palace
Why?
My car hates vanilla ice cream. You know why? It doesn’t have an antipercolator, can that be a reason? Why does a spoonful of sugar in this fuel tank prevent a car from starting? If u think u can answer these questions. You know where to head up to.
RC Car Race
Lets give your brains a break. Let your fingers do the racing.
Non – IC RC Car Race
Drag Race
Air Car
Ever thought of doing something useful with your emptied coke bottle other than throwing it to the bin?! Well! We have got the place which you have been looking for! Think Innovative! Showcase your talents.
Virtual Remodelling
Don’t have the dough to buy and remodel a new car? Why not do it in a computer. After all, that pretty much what we all have been doing in NFS, right? Show us how good you are at transforming a lemon into a limousine. With the help of some virtual car ‘editing’ softwares , of course.
Cad Modelling
Precision engineering begins here. Wield the powers of CATIA and PRO-E to give shape to your thoughts. Show us that design and analysis that can be done without breaking into a sweat.
Car Sketching
Some people tend to ask: What’s so great about sketching? Even small kids draw cars from their flights of fantasy. Does that quality? Actually it does. There is no car in the world which originated without a simple sketch. Such is the importance of car sketching that Giorgetto Giugiaro, of all people, swear by it, so you know that you’re up to. Sketch a car that you think will make people fall head over heels just looking at it. Aesthetics takes the front seat here, and if stuff like aerodynamics and ergonomics have a role to play, you can get some brownie points!
Contraption
Tech Xword
Tougher than the Guardian. More challenging than the Hindu. Are we selling newspapers? No, is just our auto crossword. So big that you’ll need a couple of hours to solve it. And given just one hour to do so. What’s life without a challenge, you say?
PC Gaming
The ultimate test of your communication, determination, accuracy and presence of mind. The CS Mini-Tourney at Automeet will be a tactical warzone for the meanest clans in Chennai. Everyone is invited to show their proness. Prove that you can mag, drag and pull a headie with ease. Be there or Be square.
For Further Details: www.automeet10.com
Well,I did this slide for one of my friend for his presentation. This is about the various changes the Renault logo had undergone since its first one. The image in the background is the current Renault logo.
The Ford Fusion 1.4 Durashift Offers A Method Of Changing Gear That Keeps You In Control But Makes City Driving A Piece Of Cake.
When it comes to cars for the urban jungle, there can be few better candidates than the Ford Fusion Durashift. Here is a vehicle thats in its element in the sort of traffic that would reduce a Gregorian monk to wheel-thumping, vein popping frustration. If you really want to make the urban sprawl and crawl your own, heres the car for the job.
Combine the elevated ride height of the Fusion body with the clutchless Durashift EST gearbox and youre onto a metropolitan winner. Ask many drivers committed to manual gearboxes what they dislike most about a conventional automatic and it would probably be just that: the removal of that vital element of control. Weve all driven poor automatics that change up halfway through corners, thus depriving us of grip. Either that or theyll snick the next gear up as you start descending a hill, ensuring that you wear through brake pads at double the normal rate. Durashift EST is different.
Its a clutchless manual gearbox that retains all the control, performance, low cost and economy of a manual box, along with the convenience and simplicity of an automatic. Thats Fords party line at least. If you just want the simplicity of a conventional automatic, you can have one but only with the 1.6-litre engine.
DESCRIPTION:
Three tiny electric motors take the place of the clutch pedal and the cables normally required by the clutch and shifting mechanisms. Two of these motors do the shifting work on the drivers behalf and the third motor, supported by a hefty spring, actuates the clutch. So yes, despite there being no clutch pedal, you still get a clutch. To engage the manual SSM mode, the driver merely has to move the lever from the D position and tip the lever back to change up and forward to change down.
Unlike most systems which can be a little jerky, the Fusion Durashift is easy to flick smoothly up and down the gearbox, the engine even blipping instantaneously on downshifts to match the revs for you. The key difference between Durashift EST and many other sequential manual transmissions is the quality of the software in full automatic ASM mode. Drop the lever into D and roll away and youll probably appreciate the syrupy smoothness, but theres a whole lot of clever programming behind it. The Transmission Control Unit (TCU) is a box of tricks that gathers information from a number of sensors, analyses driving styles and communicates with the cars main brain, the engine control unit (ECU).
This allows the Durashift-equipped Fusion to include a number of clever driving strategies. It has a downhill detection system that compares vehicle acceleration and driving torque. When the downhill mode is activated, the system reacts by forbidding upshifts below a certain engine speed. When the brakes are applied, the system downshifts to a lower gear ratio.
Likewise, the system has strategies for driving uphill or when driving against resistance, for example when pulling a trailer. Theres a curve detection mode to prevent unwanted gearchanges midcorner and a fast-off detection system that stops the gearbox upshifting if the drivers foot flies rapidly off the accelerator a typical response when he or she is unsure of the road ahead or about to hit the brakes. Like any automatic, theres even a creep function that eases the car forward when in D or backwards when in R, prolonging the life of the clutch in stop/start traffic and making the whole process a good deal smoother. As you would expect from anything based on a Fiesta, the handling is very good.
Although the tall Fusion looks like something that may be slightly top heavy, your first corner will rapidly dispel this impression. Somehow Ford seem to have engineered a ride thats able to absorb the ruts and bumps of city streets with a chassis that enjoys spirited driving. Refinement is a mixed bag, the 1.4-litre engine being reasonably well behaved at higher speeds with tyre and wind noise making a significant intrusion.
The 1.4-litre engine needs to be worked quite hard to make respectable progress, hitting 60mph in 13.5 seconds on the way to 101mph. CO2 emissions are reasonable, the Fusion pumping out 154g for every kilometer traveled.
Likewise, you will not be taken to the cleaners at the pumps, the 43.5mpg average fuel consumption a fine effort. Even around town you can expect to see over 33mpg. Many industry experts were a little puzzled when the Fusion was first introduced, wondering whether the public would take to this elevated Fiesta.
Top 10 Costliest Cars In The World
Price: $430,355 in US Rs 5.36 crore in India
The Maybach 57 S has a 12-cylinder engine, goes from 0 to 100 in 5.2 seconds and is designed to be a sportier alternative to the other models. It has more power than the 57 or 62 models, 604 hp versus their 543 hp. As in the other models – Maybach 57 and 62 – the maximum speed is electronically limited.
Top Speed: 250 kmph
Price: $440,000 in US Rs 5.47 crore in India
Despite claims that the Carrera GT supercar had gone out of production, the car is very much available in the US and is in the list of one of the world’s most expensive cars. The car has 605 hp @ 8000 rpm, can go from 0 to100 in 3.9 seconds and has a ten cylinder engine – a type of rarely seen outside of racing. Top speed: 330 kmph
Price: $448,153 in Europe Rs 5.59 crore in India
Maybach’s 62 ultra-luxury sedan is made by Mercedes-Benz and has proved that even a car this expensive to build can turn a profit. The Maybach 62 accelerates from 0 to 100 in just 5.4 seconds. The top speed is electronically limited but can be reached rapidly and with virtually no apparent effort. Top speed: 250 kmph
Price: $452,750 in US Rs 5.64 crore in India
The SLR McLaren is as comfortable and sophisticated as a street-legal racecar can be. It is a collaboration between Mercedes and legendary British racecar builder McLaren. With the help of a 617 hp and 5.4-liter supercharged V8 engine, the SLR sprints from 0 to 100 in just 3.6 seconds. Top speed: 343kmph
Price: ₴58,000 in Europe Rs 6.94 crore in India
The Koenigsegg is a Swedish car that sports a supercharged V8 engine. It can go from 0 to 100 in 3.2 seconds with its hp of 806 @ 7000 rpm. The Koenigsegg CCR currently holds the Guinness World Record for the most powerful car in series production. Top speed: 395 kmph
Price: $ 637,723 in US Rs 7.95 crore in India
Started by former racing driver Steve Saleen, the Saleen car company produces some of the fastest cars in the world. The S7 is designed to compete with the fastest and most luxurious grand touring cars.. It can go from 0 to 100 in six seconds has 750 bhp @ 6300 rpm and sports an all-aluminum V8, 2-valve. Top speed: 320 kmph
Price: $645,084 (Global)
Rs 8.03 crore in India
Leblanc is ramping up production of its new Mirabeau supercar. The company hopes to make the vehicle street legal for the US by early 2007. With a six-speed sequential transmission, more than 700 bhp @ 7600 rpm, the Leblanc Mirabeau’s interior is optimized for maximum acceleration. Top speed: 370 kmph
Price: $654,500 in US Rs 8.17 crore in India
The most expensive American car is also the fastest. Automaker SSC estimates this vehicle is capable of going from 0-60 in just 2.9 seconds and the base model has a supercharged 6..2-litre V8 engine rated 787 bhp @ 6600 rpm. The SSC Ultimate Aero requires 104 octane gasoline. Top speed: 400 kmph
Price $667,321 in Europe and US Rs 8.31 crore in India
Pagani is an Italian boutique automaker that builds radical-looking racecars. This version of its Zonda flagship has 555 bhp @ 5900 rpm, can go from 0 to 60 in 3.6 seconds and is propelled by mid-mounted V-12 DOHC engines. Top speed: 344 kmph
Price: ₱,000,000 in Europe Rs 15.17 crore in India
Volkswagen’s production delays are finally over and the Bugatti Veyron 16.4 is ready to hit the road. The car sports a W16 engine fed by four turbochargers, can go from 0 to 100 mph in six seconds and uses unique cross-drilled and turbine vented carbon rotors that draw in cooling air for braking. Top speed: 407 kmph
The Bugatti Veyron EB 16.4 is the most recent version of a mid-engined full-sized grand tourer developed by the German car-manufacturer Volkswagen and produced by the Volkswagen-brand Bugatti Automobiles SAS at their headquarters in Château St. Jean in Molsheim (Alsace, France), and whose production and development is often credited to Ferdinand Karl Piech. It is named after French racing driver Pierre Veyron, who won the 24 hours of Le Mans in 1939 while racing for the original Bugatti company. It was named “Car Of The Decade” by the BBC television programme Top Gear.
Two hundred and twenty Veyrons are known to have been built and delivered since production began in 2005 and ended in late 2008. Special variants of the Veyron include the Pur Sang, the Fbg Par Hermes, the Sang Noir, the Targa, the Vincero, and the Bleu Centenaire. It will be replaced with the Grand Sport, which is essentially a Veyron convertible.
The Veyron features an 8.0 litre W16 engine — sixteen cylinders in two banks of eight cylinders, or the equivalent of two narrow angle V8 engines mated in a “W” configuration. Each cylinder has four valves for a total of sixty four, but the narrow staggered eight configuration allows two overhead camshafts to drive two banks of cylinders so only four camshafts are needed. The engine is fed by four turbochargers and displaces 7,993 cubic centimetres (487.8 cu in), with a square 86 mm by 86 mm (3.4 in × 3.4 in) bore and stroke.
The transmission is a dual clutch Direct-Shift Gearbox computer-controlled automatic with seven gear ratios, with magnesium paddles behind the steering wheel and a shift time of less than 150 milliseconds. This is designed and manufactured by Ricardo of England (and not Borg-Warner who designed the six speed DSG used in the mainstream marques of the Volkswagen Group). The Veyron can be driven in either semi automatic or fully automatic mode. A replacement transmission for the Veyron costs just over $120,000. It also features fulltime permanent four wheel drive, using the Haldex Traction system. It uses special Michelin PAX run flat tyres, designed specifically for the Veyron to accommodate its top speed, which reportedly cost $25,000 US per set. The tyres can only be removed from the rims in France, a service which reportedly costs $70,000. Kerb weight is 2,034.8 kilograms (4,486 lb). This gives the car a power to weight ratio, according to Volkswagen Group’s 736 kilowatts (1,001 PS; 987 bhp) figures, of 446.3 bhp per ton.
The car’s wheelbase is 2,710 mm (106.7 in). Overall length is 4,462 mm (175.7 in), width 1,998 mm (78.7 in) and height 1,204 mm (47.4 in).
The Bugatti Veyron has a total of ten radiators.
It has a drag coefficient of 0.41 (normal condition) and 0.36 (after lowering to the ground), and a frontal area of 2.07 square metres (22.3 sq ft). This gives it a CdA ft² value of 8.02.
According to Volkswagen Group, the DIN rated motive power output, approved by TÜV Süddeutschland, of the final production Veyron engine produces 1,001 metric horsepower (736 kW; 987 bhp) and generates 1,250 newton metres (922 ft·lbf) of torque. The figure has been confirmed by Bugatti officials to actually be conservative, with the real total being 1020 bhp or more.
The top speed was verified by James May on Top Gear for the November 2006 issue, again at Volkswagen Group’s private Ehra-Lessien test track, where the final-production car hit 407.9 km/h (253.5 mph), which equated to almost one-third of the speed of sound at sea level. As the Bugatti Veyron approached the top speed during the test, May said that “the tyres will only last for about fifteen minutes, but it’s okay because the fuel runs out in twelve minutes”. He also gave an indication of the power requirements: at a constant 155 mph, the Veyron is using approximately 270 metric horsepower (200 kW; 270 bhp); the next 100 mph requires an additional 730 metric horsepower (540 kW; 720 bhp). Jeremy Clarkson, driving a Veyron from Italy to London, noted that at top speed, the engine consumes 10,000 imperial gallons (45,000 L) of air per minute (as much as a human breathes in four days). With a 0 to 60 time of 2.4 seconds, the Veyron was the fastest legal street car between the years 2005 and 2007. Once back in the Top Gear studio, May was asked by co-presenter Jeremy Clarkson what the Veyron felt like to drive at 407 km/h (253 mph), May replied that it was “totally undramatic”, and very stable at speed.
German inspection officials recorded an average top speed of 408.47 km/h (253.81 mph)[19] during test sessions on the Ehra-Lessien test track on 19 April 2005. The Bugatti website still refers to the Veyron as the fastest production vehicle of all time even though this title has since been taken by the SSC Ultimate Aero TT.
The car’s everyday top speed is listed at 350 km/h (220 mph). When the car reaches 220 km/h (140 mph), hydraulics lower the car until it has a ground clearance of about 9 cm (3.5 in.). At the same time, the wing and spoiler deploy. This is the “handling mode”, in which the wing helps provide 3,425 newtons (770 lbf) of downforce, holding the car to the road, and helping the Bugatti Veyron perform 1.34 g forces on a 300 foot skidpad.[13] The driver must, using a special key (the “Top Speed Key”), toggle the lock to the left of his seat in order to attain the maximum (average) speed of 407 km/h (253 mph). The key functions only when the vehicle is at a stop, when a checklist then establishes whether the car and its driver are ready to enable ‘top speed’ mode. If all systems are go, the rear spoiler retracts, the front air diffusers shut and the ground clearance, normally 12.5 cm (4.9 in), drops to 6.5 cm (2.6 in).
The Veyron’s brakes use cross drilled, radially vented carbon fibre reinforced silicon carbide (C/SiC) composite discs, manufactured by SGL Carbon, which have a much greater resistance to brake fade when compared with conventional cast iron discs. The lightweight aluminium alloy monobloc brake calipers are made by AP Racing; the fronts have eight titanium pistons and the rear calipers have six pistons. Bugatti claims maximum deceleration of 1.3 G on road tyres. As an added safety feature, in the event of brake failure, an anti-lock braking system (ABS) has also been installed on the handbrake.
Prototypes have been subjected to repeated 1.0 G braking from 312 km/h (194 mph) to 80 km/h (50 mph) without fade. With the car’s acceleration from 80 km/h (50 mph) to 312 km/h (194 mph), that test can be performed every 22 seconds. At speeds above 200 km/h (120 mph), the rear wing also acts as an airbrake, snapping to a 55-degree angle in 0.4 seconds once brakes are applied, providing an additional 0.68 G (4.9 m/s²) of deceleration (equivalent to the stopping power of an ordinary hatchback). Bugatti claims the Veyron will brake from 400 km/h (250 mph) to a standstill in less than 10 seconds.
The Bugatti Veyron is a car built around an engine. Essentially, Bugatti made the decision to blow the doors off the supercar world by creating a 1,000-horsepower engine. Everything else follows from that resolution.
So let’s start with the engine. How would you begin the design process for an engine this powerful? If you have know how a car engines works, you know that if you want to create a 1,000-horsepower engine, it has to be able to burn enough gasoline to generate 1,000 horsepower. That works out to about 1.33 gallons (5 liters) of gasoline per minute.
We need a 16-liter engine to burn 1.33 gallons of gas per minute. That actually makes sense — the engine in the Dodge Viper is 8.0 liters in displacement and produces 500 hp.
But there’s a problem: A 16-liter V-8 engine would be very large. And the pistons would be massive, so there would be no way it could turn at 6,000 rotations per minute (rpm). It might turn at a maximum of 2,000 rpm, meaning that you would need an immense 48-liter engine to generate 1,000 hp. Clearly an engine that big is impossible in a passenger car.
So how did Bugatti fit 1,000 horsepower into a passenger car?
Bugatti did two things to create a compact engine capable of producing 1,000 hp.
The first and most obvious thing is turbocharging.
The Bugatti Veyron’s 16-cylinder monster engine produces 1,001 horsepower for a top speed of more than 250 mph. And it’s a passenger car. Check out the Bugatti. Amazing isn`t it? If you have know how a turbocharger works, you know that one easy way to make an engine more powerful without making the engine bigger is to stuff more air into the cylinders on each intake stroke. Turbochargers do that. A turbo pressurizes the air coming into the cylinder so the cylinder can hold more air. If you stuff twice as much air in each cylinder, you can burn twice as much gasoline. In reality, it’s not quite a perfect ratio like that, but you get the idea. The Bugatti uses a maximum turbo boost of 18 PSI to double the output power of its engine. Therefore, turbocharging allows Bugatti to cut the size of the engine from 16 liters back down to a more manageable 8 liters. To generate that much air pressure, the Bugatti requires four separate turbochargers arranged around the engine.
The second thing Bugatti engineers did, both to keep the RPM redline high and to lower lag time when you press the accelerator, was to double the number of cylinders.
The Bugatti has a very rare 16-cylinder engine.
There are two easy ways to create a 16-cylinder engine.
The latter technique is, in fact, the way Bugatti created its first 16-cylinder cars in the early 20th century.For the Veyron, Bugatti chose a much more challenging path. Essentially, Bugatti merged two V-8 engines onto one another, and then let both of them share the same crankshaft. This configuration creates the W-16 engine found in the Veyron. The two V’s create a W.
The special features of the Bugatti W-16 engine are amazing. For example:
Everything about the engine is superlative.And it is remarkably compact. It measures just 710 mm (27 inches) long, 889 mm (35 inches) wide and 730 mm (28.7 inches) high. This is the beauty of Bugatti’s W-16 approach — the engineers managed to fit 1,000 hp into a reasonably sized package.
Transmission
The transmission is unique, in particular because it has to harness about twice as much torque as any previous sports-car transmission. It has:
This computer-controlled system is identical to the sort of system found in a Formula 1 car or a Champ car. There is no clutch pedal or shift lever for the driver to operate — the computer controls the clutch disks as well as the actual shifting. The computer is able to shift gears in 0.2 seconds. It would be almost impossible for all of the torque available from the W-16 engine to flow out to just two wheels without constant wheel-spin. Therefore, the Veyron has full-time all-wheel drive. By applying the engine’s power to all four wheels through a computer-controlled traction-control system, the car is able to harness all of the engine’s horsepower, even at full acceleration.
Body Design
According to one of the Veyron’s designers, the biggest challenge in creating the Veyron was the aerodynamics.
How do you keep a 250-mph passenger car on the road?
An F-1 car or a Champ car can travel at 250 mph or more, but they have a uniquely designed body, a single driver lying in a reclining position, just an inch or so of ground clearance and an aero-package made up of large wings to generate massive downforce. The Bugatti, on the other hand, is trying to look like a normal car and seat two passengers. The Veyron’s dimensions help to some extent. The car is 79 inches (200 cm) wide, 176 inches (447 cm) long and only 48 inches (122 cm) high. Keep in mind that a Hummer 2 is 81.2 inches wide. The Bugatti is extremely wide for its height. The underside of the Veyron, like an F-1 car, is streamlined and venturi-shaped to increase downforce. There is also a wing in the back of the Veyron (see below) that extends automatically at high speed to increase downforce and keep the car glued to the road. According to Popular Science: Hypercar, “With the moving tail spoiler we’ve got enough downforce now, about 100 kg (221 pounds) at the rear and 80 kg (177 pounds) at the front at top speed.”
The Veyron uses two snorkel-like devices one on either side of the engine to manage airflow. The Veyron has three reasons for managing airflow:
The engine of the Veryon sits behind the driver, so roof-mounted snorkels, the rear-deck vents and side-mounted scoops bring air to the engine and rear brakes.
The size of the engine and transmission, along with the four-wheel-drive system and the four drive shafts, along with the opulence of the passenger compartment (discussed in the next section) and the car’s oversized dimensions, all add weight. Even though the body is sculpted in carbon fiber to minimize its mass, the car weighs in at about 4,300 pounds (1,950 kg). For comparison, a Dodge Viper weighs about 1,000 pounds (454 kg) less.
Even the tires for the Veyron are unique. They’re specially designed by Michelin to handle the stress of driving at 250 mph. The tires need to be sticky like a race car’s and able to handle 1.3 G’s on the skidpad. However, they also need to last longer than the 70 or so miles of a typical race tire.
Michelin therefore created completely new tires to handle the Veyron’s unique requirements. In the rear, the tires are 14.4 inches (36.6 cm) wide. Specifically, the tires measure 245/690 R 520 A front and 365/710 R 540 A rear, where 245 and 365 are the width in millimeters (9.5 and 14.4 inches respectively). The rims are 520 mm and 540 mm in diameter (approximately 20 inches). These tires, in other words, are massive — the rears are the widest ever produced for a passenger car.
The tires use the Michelin PAX system. Their pressure is monitored automatically, and they can run flat for approximately 125 miles (201 km) at 50 mph (80 kph). According to Michelin, the run-flat detection system “plays an integral role in active safety in PAX System. Its role is to inform you of a loss of pressure, either gradual or sudden.” Once warned of an air leak by the PAX system, you can reduce your speed and head toward a tire repair center.
One advantage of the PAX system and its run-flat ability is that it eliminates the need for a spare tire.
The Interior The Veyron seats two in lavish style. The interior is swathed almost completely in leather — the dash, seats, floor and sides are all leather. Only the instruments and a few metal trim pieces interrupt the leather experience.
The car also surrounds its occupants with every sort of electronic nicety, including a remarkable stereo system, navigation system, etc.
Is all of this worth a million bucks? Who knows. But regardless, the Veyron represents a remarkable technological achievement.
The Veyron is also likely to represent the far end of the automotive performance spectrum for some time to come. To create a car much faster will require adding even more weight, and delivering even more power to the wheels. The added weight means diminishing returns in the power-to-weight domain. Additional power means more wheelspin.
Look at a Champ car and consider how radical its appearance is compared to a passenger car. Consider also that a Champ car does not go much faster than the Veyron. The Veyron probably approaches the outer limits of the passenger car envelope, and we are unlikely to see much beyond the Veyron in terms of performance.
This is, in other words, as good as it gets.
Well, here is a video of how fast the Veyron can actually fly.
References: http://en.wikipedia.org/wiki/Bugatti_Veyron
http://auto.howstuffworks.com/bugatti.htm
Refrigerant is pumped around the air conditioning system, which is split into 2 parts: the high pressure side (top, red) and the low pressure side (bottom, blue). The refrigerant vapour is drawn from the low pressure side to the high pressure side by the compressor (A). In this process the vapour is heated to a temperature of between 25-75 degrees centigrade.
The hot vapour is then pumped to the condenser (B) which consists of a series of pipes surrounded by a cooling core. The refrigerant vapour is cooled by the air stream, with the assistance of the condenser fan (or radiator fan) so that it condenses into a liquid.
The liquid refrigerant then flows into the receiver drier which stores and filters the refrigerant until required by the evaporator (C).
The suction effect of the compressor (A) on the low pressure side of the circuit “sucks” the liquid refrigerant through the “controlled restriction”. This causes an abrupt drop in refrigerant pressure as it passes through the “controlled restriction”, which causes the liquid to evaporate. During the evaporation process heat is extracted from the air passing across the evaporator coil (C). This cooled air is then blown into the vehicle.
When buying a new, recalls and defects are always a concern. What is a defect? Why did they do a recall? Where can I report a possible defect or need for a recall? These are all very important questions and can sometimes be tough to find answers to. In the section on Motor Vehicle Defects and Recall Campaigns all your questions, and even a few you didn’t know you had, are answered. Understanding a recall or a defect on your car can save you a great deal of money. In the event of a recall on part of your car, the dealership where you bought it will fix the recalled part for free. If you didn’t know this, you might be out the money that you paid to get the part fixed elsewhere. This section is very informative and helpful. You might even want to take a look at it before you buy a car so you will know what questions to ask the dealership about and recalls or defects they may have had.
Nothing beats the smell of a new car, the thrill of driving away in a car that is yours, one that’s never been owned by anyone else, but it comes at a price in the form of depreciation. You can virtually write off 20 per cent of the purchase price the moment you drive away from the dealer because it’s then a used car. Cars depreciate faster in the first two or three years of their life and the new car buyer has to cop that for the pleasure of being the first owner. By buying used it’s possible to avoid the heaviest depreciation. Cars will still depreciate in their latter years, but at a lower rate.
It’s a buyers market which means you can bargain with dealers for a better deal, but you need to be prepared for the battle.
Few of us are able to hand over a wad of cash to pay for our car, we all need finance for the purchase.
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Even though we finished 57th in the overall ranking we learnt what to do and what not.The competition was held for 3 days. We were one of the first teams to clear the technical inspection and the braking test in the first attempt itself. Then in the acceleration test we covered 150ft in a respectable time of 8.14seconds. Then came the manouviring test where we took 2min. After that came the most difficult hill climbing test which we covered in 31seconds. During these performance we were among the top 30 finish.But unfortunately the engine failed on the final day due to heavy sand. The airfilter and the carburetor was filled with mud leaving us stranded for the final race thus loosing 400 crucial points. But then we had a good learning experience about how to make a car.I would to thank the officials of Ford Motors and TI Pipes India Ltd for helping us through out the building phase.
