Saturday, 31 March 2012

New i20

New i20

There were some good changes such as the USB port for audio, metal finish in centre as well as on doors and other cool features... but I found that there are some features that have been removed as well.. out of which the most important ones are no more 60:40 split, no head-rests for rear seats, no 3 point rear center seat belt and no cigar lighter (I don't smoke, but cigar lighter can be used to charge a lot of things).. These features are very useful, and I don't know why Hyundai removed them from the new i20 magna.. does this have anything to do with compliance to BS iV norms??

Left Foot Braking

Left Foot Braking

When driven under acceleration with no brakes applied, a front wheel drive car will understeer when the front wheels are turned. To overcome the understeer, a technique called left foot braking is used to change brake bias (balance) to the rear. By using a combination of throttle and brake you can change from understeer to neutralsteer to oversteer. How does it work? Lets find out....

Weight Transfer:

 When you stand on the throttle, which way does your body try to go? Toward the rear wheels! Right? Now what happens when you brake? Your body tried to go forward! This boys and girls is weight transfer! By using the basic rules of weight transfer and a combination of throttle and left foot braking, you can be in control when the unexpected happens on a rally (which always happens)


How Does It Work?

Brake bias in normal street cars is toward the front wheels for safety reasons. If you have ever pulled up your hand brake when turning on a wet road and spun out, you know why they build cars this way. What you did was bias the brakes to the rear, and this is not what Grandma wants in her Buick coming home from the supermarket. But as rally drivers we can use a means of biasing the brakes to the rear. Some of the things that can be done include using a brake bias control valve or installing more powerful brakes on the rear wheels. That works wonderful on a track, but on a rally it's hard to change your brake bias in the middle of a turn that suddenly changes from dry dirt with good grip, to wet slime with no grip.

Enter Left Foot Braking!

Once your have mastered LFB, when the road surface changes, you can change the brake bias by either adding power or brake pressure ( this is also called "modulating"). Example: You are in a turn and the rear of the car starts to slide out more then you want. You could release some brake pressure and increase the throttle. This will change the oversteer to understeer. The reverse is also true. If the turn tightened, you can change to oversteer by increasing brake pressure against the throttle. Also by balancing the brake and throttle you can get a neutralsteer.

Why Does It Work?

A tire has 100% of it's possible traction when it is rolling straight with no braking or acceleration. When you change any of these factors the tires affected will have less available traction and break loose earlier.By applying brake against the throttle in a front wheel drive car, two things happen. One: The front wheels keep turning. And two: The rear wheels try to lock up. If you are in a turn, the back of the car will start to slide toward the outside of the turn. To control or stop the slide, apply less brake and more power ( this changes the oversteer toward understeer and stops the rear wheels from sliding toward the outside of the turn ).

Putting Theory Into Practice:

 Now comes the fun part, driving the car. Find a safe place to practice, a gravel parking lot with no trees will do.( If you live up north and it's Winter, try a frozen lake, this is ideal because everything happens at low speed ). Set up some traffic cones to make a Tee intersection. Now get in your car and practice driving the turn without left foot braking, but try doing the normal braking with your left foot.(What did he say??) Yes, try braking with your left foot! You can't learn to LFB until you train your left leg to brake! If you have never tried using your left leg, your will find it's like trying to write with your left hand if you are right handed. This is very important. Until you can drive doing the braking with your left leg, you can't do LFB. Once you can brake with your left leg, now let's try something new. First think about what you want to do, then start your practice turn. After turning in, apply the brake against the throttle. If you did it right you should feel the rear of the car start to slide to the outside of the turn. When you are pointing in the direction you want to go, let pressure off the brakes and increase the throttle. If you did it right you will be amazed at how the car seemed to pivot on the front wheels. So wipe the silly grin off you face and try it again, and again, until you can start or stop the slide at will. Congratulations, you now know what LFB is!

Practice Makes Perfect:

The first few times you try the exercise above, you will probably find the car slowing down in the turn but not much else. Try using less brake. You will be amazed at how little pressure is needed. Also remember to turn in before you apply the brake.I don't mean try to turn before you have slowed down for the turn, I'm talking about after you have braked and selected the proper gear for the turn, you must let some pressure off the brakes before turning in.After you get bored with just making a left or right, try setting up an "S" turn and play with that until you can keep up your speed through both turns. Remember to treat each turn separate, and lift off the brake and turn in each time. When you have mastered Left Foot Braking you will find that you will have control of your car like you never thought possible! It's both faster and more important safer. So don't get discouraged if it seems impossible to master, keep trying and all of a sudden it will seem easy!

Friday, 30 March 2012

MpV ERtiga

Maruti Goes the MPV way

Maruti Ertiga:

Its been a totally different sucess story for maruti india.With the most  bizzare products like the Wagon R
 and the the Estilo going a hit on the indian roads and some very stlylish Italian design beauties like the Punto going for a spin. No one can predict what goes well with the masses and with Maruti , one is sure that even if the car is not good in design terms ,the overall Maruti brand in india plays a major role in boosting the sales.
But with all the major world joints landing in india maruti's dominance is in jeopardy.

Now to regain its lost ground Maruti is entering an all new segment of a MPV. Ironically the last time it entered was a big shit with theVersa but mind my words , this time Maruti's in for a serious busines....So lets see Maruti's got in the bag.....

 Maruti Suzuki Ertiga


Maruti Ertiga - 3rd Row Seat Interior Photo  Interiors

Maruti Ertiga Technical Specifications


Overall Length: 4,265 mm
Overall Width: 1,695mm
Overall Height: 1,685mm
Wheel Base: 2,740mm
Ground Clearance: 185mm
Turning Radius: 5.2 metres
Engines: 1.4-lt K-Series Petrol with VVT / 1.3-lt DDiS diesel
Displacement(in cc) 1,373 / 1,248
Maximum Power(PS@rpm): 95@6,000 / 90@4,000
Maximum Torque(Nm@rpm): 130@4,000 / 200@1,750
Gearbox: Type 5-Speed Manual / 5-Speed Manual
Gross vehicle weight: 1,760 kgs / 1,845 kgs
Front: MacPherson Strut
Rear: Torsion Beam
Tyre Size
L & V Grade: 185/65R15
Z Grade: 185/65R15
Fuel tank capacity: 45 litres

Moral of this Story!
This is a diesel dominated segment and Maruti officials say that they expect to sell 8 diesel variants of the Ertiga for every two petrol variants. This preference for diesel is going to persist as long as the differential exists, but this segment is just that much more sensitive to the costs and the savings.
Maruti has just barely managed to launch a compact premium UV before the imminent flood  to hit the roads in the next one or two years from competitors like Nissan, Hyundai, Toyota and Renault, and possibly even Mahindra & Mahindra – which is expected to launch a compact Xylo.
Though a bit late coming from the car market leader, the Ertiga could still benefit from Maruti's image of being a manufacturer of reliable, efficient and low-cost cars. So, though the target is the urban buyer looking for a family mover, sales could eventually come in quickly from institutional buyers too.
The price of the Ertiga will be a crucial factor and Maruti will be well aware of that fact. I expect pricing to be in the region of Rs 6.5 lakh to Rs 9 lakh for the three trim variants each (LXi/ LDi, VXi/ VDi and ZXi/ ZDi) of the petrol and diesel versions. The good part of the trim package being offered is that Maruti has decided to push up the safety index by offering ABS with EBD as part of standard fitment even in the base LDi variant.
I bet if Maruti goes well with the pricing it may well just pull of another Rabbit from a falling  hat!

Monday, 26 March 2012

NEW Pulsar 200NS or DUKE 200 !WHAT is Bajaj Auto upto?

Bajaj auto may have once again stirred the two wheeler indian market which it already dominates,but its recent tie up with the DUKE brand is already being reflected in its all new entrant bajaj pulsar 200. The first major change to the brand name Pulsar was made with the introduction of Pulsar 135 cc ls. It was a new concept of an entirely different design from the bajaj stable.I own one and to describe it has got performance of a 150cc ,the efficiency of a 135cc and looks distinctive as all pulsars claim to be distictively ahead.
Now this new design philosophy can be seen in the New pulsar 200Ns.So lets see what Bajaj is upto......>>

Pulsar 200ns

The Pulsar is back. And it's faster. Meaner. And naked as a jaybird. Introducing the Pulsar 200 NS.

Type SOHC – 4V – Liquid Cooled
Combustion system Triple spark
Ignition system Independent spark control through ECU

Crankshaft Type Integral
Max Power 23.52 PS @ 9500
Max Torque 18.3 Nm @ 8000
Bore 72 mm
Stroke 49 mm
Displacement 199.5 cc
Fuel system Carburettor, UCD 33
Air filter Paper element
Exhaust system Exhaust TEC enhanced centrally mounted

Frame Type Pressed steel Perimeter Frame
Wheel Base 1363 mm
Length x height x width 2017 mm x 1195 mm x 804 mm
Seat ht-Rider 805 mm
Ground Clearance 167 mm
Vehicle Kerb weight 145 kg
FAW/RAW 72/73 kg
Fuel Tank capacity 12 L
Front suspension Telescopic Front Fork with Antifriction Bush Dia 37
Rear Suspension Nitrox Mono Shock Absorber with piggy back gas canister
Brakes – type
Front Petal Disc with floating caliper
Rear Petal Disc with floating caliper
Brake Size
Front Dia 280 mm Disc
Rear Dia 230 mm Disc
Front 100/80 – 17, 52 P, Tubeless
Rear 130/70 – 17, 61 P, Tubeless
Front 10 spoke 2.5 x 17, Alloy
Rear 10 Spoke, 3.5 x 17, Alloy

Max Speed 136 Kmph
0-60 kmph 3.61 sec
0-100 kmph 9.83 sec
Braking performance
Braking Distance – Both brakes (60 – 0 Kmph) 16.33 meters


System DC Ignition
Battery 12V 8AH VRLA
Head Lamp HS1 35/35W
Tail/Stop Lamp 0.3/3 W, LED

KTM Duke 200

200 Duke: Lightness rediscovered. Maximum riding fun, powerful propulsion and optimum user value thanks to thoroughbred motorcycle technology. Featherweight chassis with high-quality components and first-class brakes. And dynamic cornering fun guaranteed with the surprisingly full-bodied and lively power of the cultivated, new four-stroke single-cylinder with injection, six-speed transmission and low fuel consumption. Precisely what you'd expect from a genuine KTM.


Design Single-cylinder, 4-stroke, spark-ignition engine, liquid-cooled
Displacement 200 cm³
Bore 72 mm
Stroke 49 mm
Starting aid Electric starter
Transmission 6-speed, claw shifted
Engine lubrication Forced oil lubrication with 1 rotor pump
Primary gear ratio 22:72
Secondary gear ratio 14:43
Cooling system Liquid cooling system, continuous circulation of cooling liquid with water pump
Clutch Clutch in oil bath / mechanically operated
Ignition system Contactless, controlled, fully electronic ignition system with digital ignition timing adjustment
Frame Tubular space frame made from steel tubes, powder-coated
Fork WP Suspension 4357
Shock absorber WP Suspension 4618 EM
Suspension travel Front 150 mm
Suspension travel Rear 150 mm
Brake system Front Disc brake with two-pot brake caliper
Brake system Rear Disc brake with one-pot brake caliper, floating brake discs
Brake discs - diameter front 300 mm
Brake discs - diameter rear 230 mm
Chain 5/8 x 1/4” (520) O‑Ring
Steering head angle 65°
Wheel base 1,361±15 mm
Ground clearance (unloaded) 170 mm
Seat height (unloaded) 810 mm
Total fuel tank capacity approx. 10.5 l
Unleaded premium fuel (95 RON)
Weight without fuel approx. 125 kg                                     

Thursday, 22 March 2012

Welcome to Massjunk

Hiii to everyone in the blogging world......
I am Kashish Sharma ,an electronics engineering student from india.
This is my first blog . I love researching about new gadgets,new automobiles.I am a foodie and also fond of Music.
Thats all of me for now...;)
 So lets get to work!! (my official website)