Car key

A car key or an automobile key is a key used to open and/or start an automobile, often identified with the logo of the car company at the head. Modern key designs are usually symmetrical, and some use grooves on both sides, rather than a cut edge, to actuate the lock. It has multiple uses for the automobile with which it was sold. A car key can open the doors, as well as start the ignition, open the glove compartment and also open the trunk (boot) of the car. Some cars come with an additional key known as a valet key that starts the ignition and opens the drivers side door but prevents the valet from gaining access to valuables that are located in the trunk or the glove box. Some valet keys, particularly those to high-performance vehicles, go so far as to restrict the engine's power output to prevent joyriding.^[1] Recently, features such as coded immobilizers have been implemented in newer vehicles. More sophisticated systems make ignition dependent on electronic devices, rather than the mechanical keyswitch. Ignition switches/locks are combined with security locking of the steering column (in many modern vehicles) or the gear lever (Saab Automobile). In the latter, the switch is between the seats, preventing damage to the driver's knee in the event of a collision.

Keyless entry systems, which utilize a remote control in place of a car key, are becoming a standard feature on many new cars. Some of them are handsfree.

Switchblade key from a 2005 Land Rover LR3.

Some keys are high-tech in order to prevent the theft of a car. Mercedes-Benz uses a key that, rather than have a cut metal piece to start the car, uses an encoded infrared beam that communicates with the car's computer. If the codes match, the car can be started. These keys can be expensive to replace, if lost, and can cost up to US$400. Some car manufacturers like Land Rover and Volkswagen use a 'switchblade' key where the key is spring-loaded out of the fob when a button is pressed. This eliminates the need for a separate key fob. This type of key has also been known to be confiscated by airport security officials.

from:http://wikipedia.org

Rally types and courses

There are two main forms: stage rallies and road rallies. Since the 1960s, stage rallies have been the professional branch of the sport. They are based on straightforward speed over stretches of road closed to other traffic. These may vary from asphalt mountain passes to rough forest tracks, from ice and snow to desert sand, each chosen to provide an enjoyable challenge for the crew and a test of the car's performance and reliability.

The entertaining and unpredictable nature of the stages, and the fact that the vehicles are in some cases closely related to road cars, means that the bigger events draw massive spectator interest, especially in Europe, Asia and Oceania.

An Escort RS Cosworth on a stage rally, driven by British driver Malcolm Wilson.

Road rallies are the original form, held on highways open to normal traffic, where the emphasis is not on outright speed but on accurate timekeeping and navigation and on vehicle reliability, often on difficult roads and over long distances. They are now primarily amateur events. There are several types of road rallies testing accuracy, navigation or problem solving. Some common types are: Regularity rally or a Time-Speed-Distance rally (also TSD rally, testing ability to stay on track and on time), others are Monte-Carlo styles (Monte Carlo, Pan Am, Pan Carlo, Continental) rally (testing navigation and timing), and various Gimmick rally types (testing logic and observation).

Many early rallies were called trials, and a few still are, although this term is now mainly applied to the specialist form of motor sport of climbing as far as you can up steep and slippery hills. And many meets or assemblies of car enthusiasts and their vehicles are still called rallies, even if they involve merely the task of getting there (often on a trailer).

Rallying is a very popular sport at the "grass roots" of motorsport—that is, motor clubs. Individuals interested in becoming involved in rallying are encouraged to join their local automotive clubs. Club rallies (e.g. road rallies or regularity rallies) are usually run on public roads with an emphasis on navigation and teamwork. These skills are important fundamentals required for anyone who wishes to progress to higher-level events.

Rally is also unique in its choice of where and when to race. Rallies take place on all surfaces and in all conditions: asphalt (tarmac), gravel, or snow and ice, sometimes more than one in a single rally, depending on the course and event. Rallies are also run every month of the year, in every climate, bitter cold to monsoon rain. This contributes to the notion of top rally drivers as some of the best car control experts in the world. As a result of the drivers not knowing exactly what lies ahead, the lower traction available on dirt roads, and the driving characteristics of small cars, the drivers are much less visibly smooth than circuit racers, regularly sending the car literally flying over bumps, and sliding the cars out of corners.

Marcus Grönholm and Sébastien Loeb compete on a gravel-based super special stage in Argentina.

A typical rally course consists of a sequence of relatively short (up to about 50km/30mi), timed "special stages" where the actual competition takes place, and untimed "transport stages" where the rally cars must be driven under their own power to the next competitive stage within a generous time limit. Rally cars are thus unlike virtually any other top-line racing cars in that they retain the ability to run at normal driving speeds, and indeed are registered for street travel. Some events contain "super special stages" where two competing cars set off on two parallel tracks (often small enough to fit in a football stadium), giving the illusion they are circuit racing head to head. These stages, ridiculed by many purists, seem increasingly popular with event organizers. Run over a day, a weekend, or more, the winner of the event has the lowest combined special and super special stage times. Given the short distances of super special stages compared to the regular special stages and consequent near-identical times for the frontrunning cars, it is very rare for these spectator-oriented stages to decide rally results, though it is a well-known axiom that a team can't win the rally at the super special, but they can certainly lose it.

from:www.wikipedia.org

NINJA BIKERS COMMUNITY

Kawasaki Ninja Indonesia (KNI) is a community communication club or individual 'Ninja Bikers' all of Indonesia. Born at JAMBORE Kawasaki Ninja Indonesia first time in Yogyakarta at 27 May 2006. Have member like
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Toyota Supra 2009

2009 Toyota Supra

Toyota insiders recognize that, to go up against established sports cars, their entry needs a compelling differentiating quality. "We want to do something original," says Hunter. "We asked ourselves, 'What can we do that no one else can do?' The answer was a hybrid." The FT-HS is a hybrid sports car--the name stands for Future Toyota Hybrid Sports. Its powertrain marries a 3.5-liter V-6 with a new-generation hybrid system to provide a combined output of some 400 hp driving the rear wheels. The transmission would be an evolution of Toyota's current planetary CVT with discrete ratios selected via paddles.

It's rumored that the upcoming Lexus LF-A sports car also could offer a hybrid powertrain (in conjunction with a conventional V-8 or V-10), but the FT-HS doesn't share the platform of the Lexus. Size-wise, the two-plus-two is almost an exact overlay of the Nissan 350Z, a car that would be an obvious competitor, although, if you take the Supra's price at the time of its departure ($40,000) as a ballpark starting figure, the Toyota would be considerably more expensive.

The FT-HS would be dramatically cheaper than its performance targets, however, which include the Porsche 911, the Ferrari F430, and the Chevy Corvette. At this early stage, Toyota is sharing only one performance target: 0 to 60 mph in four seconds. This while providing fuel economy in the mid-20s. Toyota concept planner Chiharu Tamura says the company aims to provide both on-road and on-track ability in the FT-HS. The latter comes in part from a more potent regenerative braking system, which would capture more braking energy than Toyota's current hybrid system and would make that energy available for propulsion more quickly.

Despite the obvious weight penalty of a hybrid's battery pack, the hybrid performance concept has more credibility than perhaps even Calty realizes: FIA president Max Mosley continues to discuss fitting regenerative braking and energy storage devices to Formula 1 cars by the end of the decade.

As with the powertrain, the goal of the design was to be unique. Again, Toyota took inspiration from its hybrids, namely the iconic Prius's peaked-roof profile. That triangular theme repeats itself throughout the FT-HS's dramatically creased exterior and into its cabin as well. The FT-HS further advertises its hybrid powertrain with its peek-a-boo hood, which features a hole through which one sees the engine cover with its Hybrid Synergy Drive logo. Calty's Erwin Lui likens it to the shaker hood scoops of an earlier era. Another styling element that relates to the hybrid system are the flying buttress C-pillars, which are similar to those of the Ferrari 599GTB. Here, they direct cooling air to the car's rear-mounted battery pack.

Like every other concept car, the FT-HS incorporates a number of gee-whiz features. The most obvious is the roof. A large, opaque panel slides rearward, like Porsche's 911 Targa, but it then pivots down to allow visibility to the rear. The two-plus-two becomes a two-place sports car when the roof is open.



photo= "2007 Toyota Ft Hs Concept "


from: http://www.automobilemag.com