1. THÔNG BÁO TUYỂN ADMIN DIỄN ĐÀN 2013
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Thảo luận trong 'Tin mới Ô Tô - Xe Máy' bắt đầu bởi doingaytaingo, 13 Tháng bảy 2007.

  1. doingaytaingo Guest

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    Tạp chí Ôtô - Xe máy - Autovietnam là trang web hàng đầu về Ôtô và xe máy được cập nhật hàng ngày
    http://www.autovietnam.com
    http://www.honda.com.vn
    Công ty HONDA Việt nam
    http://www.suzuki.com.vn
    Công ty SUZUKI Việt Nam

    http://www.toyotavn.com.vn
    Công ty TOYOTA Việt nam
    http://www.yamaha-motor.com.vn
    vCông ty Yamaha Motor Việt Nam
    http://www.mercedez-bend.com.vn
    Công ty Mercedez Việt nam
    http://www.ford.com.vn
    Công ty Liên Doanh ôtô FORD Việt Nam
    Công ty Liên doanh Toyota Giải Phóng đã chính thức trở thành nhà phân phối sản phẩm và dịch vụ của công ty ôtô Toyota Việt Nam.
    http://www.toyotagiaiphong.com.vn Công ty Ôtô Trường Hải đa dạng dòng xe tải, xe ben THACO.
    www.truonghaiauto.com.vn
    http://www.hanoiauto.com
    Tạp chí về ôtô, xe máy. Thông tin ôtô trong và ngoài nước, các bài viết về kỹ thuật mới trong ôtô, các bài bình luận, đánh giá, nhận xét về các loại xe mới. Thông tin thị trường ôtô trong nước. Trao đổi kinh nghiệm sử dụng ôtô
    http://www.sym.com.vn
    Công ty Xe máy VMEP Đài Loan
    Công ty Cơ khí Ôtô Xe máy Thanh Xuân - http://www.txauto.com.vn
    Chuyên cung cấp ô tô UAZ.
    http://www.hvt.com.vn
    Công ty là nhà cung cấp các sản phẩm phụ tùng xe máy dạng IKD chất lượng cao
    http://www.fococev.com.vn
    Công ty chuyên sản xuất kinh doanh mặt hàng nông sản xuất khẩu và sản xuất, lắp ráp xe gắn máy tại Việt Nam. Mặt hàng: Tinh bột sắn xuất khẩu, tiêu đen, cao su, sắn lát, đường ăn, xe gắn máy
    http://www.sanda.com.vn
    Trang web giới thiệu về các sản phẩm mang thương hiệu SANDA của công ty VMEP (SYM Việt Nam): xe máy Amigo 110 cc, Boss 100cc, RS 110 (110 cc) và xe đạp điện E-Power
    http://www.power-rubber.com
    Sản xuất và kinh doanh các sản phẩm săm ôtô chất liệu Butyl và các sản phẩm cao su kỹ thuật.
    http://www.pnpvietnam.com
  2. bmnhy Giảng Viên

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  3. ha duy hung New Member

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    The sports car, capable of more than 400 km/h, is driven by a 16-cylinder mid-engine, that at 710 mm
    long is no larger than a conventional V12 unit, and due to its lightweight construction weighs only
    about 400 kilos. Its compact dimensions are due to the unique arrangement of its cylinder banks in
    a W configuration. Two VR8 blocks, each with a fifteen degree bank angle, are joined in the crankcase
    to form one engine. Both eight cylinders are set at an angle of ninety degrees to each other and are
    aspirated by a total of four exhaust gas turbochargers. The engine delivers 1001 HP at 6,000 r.p.m.
    and provides a maximum torque of 1250 Newtonmetres at between 2,200 and 5,500 r.p.m.
    To apply the power of the 64-valve unit to achieve satisfactory driving dynamics both in everyday traffic
    and on the racetrack, the Bugatti development team of Dr. Franz-Joseph Paefgen and Dr. Wolfgang
    Schreiber has realized a propulsion unit that is without parallel in its complexity. If the extreme
    engine power is a master stroke of genius, its conversion for road use is an equally tough challenge.
    As Dr. Schreiber says “For 1000 HP propulsion power, the system demands approximately 2000 HP
    to be additionally generated as heat energy during combustion. Half in each case is dissipated in
    the exhaust gas and cooling water”.
    To do this, the Bugatti engine has two water circuits. The larger of the two with 40 liters of cooling
    water has three coolers in the front section of the car, to keep the engine at operating temperature. The second circuit, called the low-temperature system, has a separate water pump and contains 15 liters of cooling water. These are used to cool, by up to 130 degrees, the charged air, heated during compression in the turbochargers, in two heat exchangers mounted on the engine. The cooled, charged air then passes through two “air manifolds” into the combustion chamber, which it then leaves as exhaust gas at approximately 1,000 degrees. It then passes through the turbines of the exhaust gas turbochargers. This causes the exhaust gas to expand, so that it is cooled by up to about 150 degrees, is then cleaned in the catalyzer and exhausted.
    In addition to its unique compactness, the high performance of the power unit is the centrepoint of
    the development. Lightweight materials are used that not only result in a low power-to-weight ratio but
    also particularly provide the spontaneous response of the moving engine-internal masses. In addition
    to piston rods of titanium, the so called “easy runners”, the eight-stage oil pump integrated into
    the crankcase for dry sump lubrication has light aluminum gears. Because the arrangement of the
    16 cylinders ensures extremely quiet running, only a small flywheel is needed. The use of motor sport
    technology is evident not only from the plasma-coated running faces of the cylinders but also by the use of high-strength steel for the shafts and gears in the aluminum crankcase.
    Unique in engine design is the integration of knock and misfiring detection in an ion current system.
    Because the multiplicity of cylinders means very quiet running and ensures that the velocity difference
    will be extremely small in the event of a cylinder misfire, cylinder-selective detection by measuring
    rough running is not reliable enough. Therefore, Bugatti Ion Current Sensing (BIS) is used. The ion
    current flowing at each spark plug at the timepoint of ignition is monitored by a separate evaluation
    sensor system. The data obtained is passed to both engine control units. If knocking combustion or
    a misfire is detected, the associated control unit immediately initiates countermeasures, such as
    retardation of the ignition timepoint, shutdown of the cylinder or reduction of the charge pressure.
    According to the head of Bugatti Unit Development Gregor Gries, “The aim of our technology is
    to generate the maximum performance from the engine in a stable, clean manner”.
    The power generated in the engine is transferred to the flange-mounted direct manual gearbox (DSG).
    The torque and speed is then transmitted, through the gearing of seven forward and one reverse gear, via a universal drive to the front axle gearbox and via a second universal drive, along the right side of the engine to the rear axle gearbox. Both the DSG and both axle gearbox housings are of lightweight aluminum construction. The drive power is distributed to the front and rear axles by means of a Haldex coupling, an actively-controlled multi-disk, inter-axle lock directly connected to the front axle gearbox.
    The following front axle differential distributes the power to both front wheels. In the rear axle differential the power is distributed to the rear wheels via a bevel gear and a further differential. In addition, an actively-controlled, hydraulically-actuated, multi-disk differential lock is installed here. When necessary, it prevents speed differences between the rear wheels and ensures optimum directional stability when accelerating and when cornering under load. All load distribution functions are completely automatic and are undetected by the driver.
    The Bugatti marque has since earliest times been regarded as a central force in the advancement of automobile development by innovative solutions. A position deservedly maintained by the first
    high-performance sports car of the modern Bugatti.
  4. dattai New Member

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  5. vipofbabylove Member

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  6. dattai New Member

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  7. trannghiavn2003 New Member

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    post tiếng anh nữa chứ, hichic
  8. dangkhoa141290 New Member

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  9. phucnguyen93 New Member

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    Giới tính: Nam

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