Sorry ~
I re-organize the information and photos.
All diversion to this one area.
This should be more appropriate.
My DAIHATSU COO
Set goals: 1. Control 2. Economy 3. Space 4. To facilitate the
Original pre-Mai Fu into the ceremony, with the anti-roll bar is to pull the shock Tong Shen, non-symbiotic, such as the Toyota Bb La Center, the next A-arm pivot.
Such a difference is to do a smaller dynamic swing, so the Toyota Bb bias comfortable, coo bias control.
Personal current thinking of the convenience, that is, the premise does not change AT will not slip big power.
Is set up. Peripheral adjustment tool can be withdrawn, and do not put a bunch of monitoring devices, so that the spirit of tension.
Just like in original car is easy to take care of.
The original hp (EEC net): 103 PS/6000.RPM .. Torque 14.1 KG-M/4400.RPM
At present the most recent measured horsepower:
149.5 PS/6000.RPM .. torque 17.5KG-M/4000.RPM
when the engine 6000R.P.M Supercharge 12000R.P.M value 0.55KG.
Replace Booster Kit in the mushroom head. Changed to increase the total area of filtering and low resistance filter, and the front straight into cold air.
Under the open air without the engine operating temperature still can, original valve opens 78 degrees. Original radiator fan 99 degrees to start,
Therefore Elementary fan controller installed water tank, set 90 degrees to start testing the fan in good condition.
Plus booster is not high so we do not change the value of low-temperature water turtles.
Fan Controller device, the oil will no longer have to change too early.
Currently Mobil Rally Formula SAE 5W-50 can also be tested 5000KM.
This replaces the amount of oil consumption will not increase too much.
AT part of the installation of coolers, with its measured infrared temperature gun,
Back to the oil-metal tube head office down to between 75 ~ 80 degrees.
Moving on is no longer felt the oil temperature rise, shift is not excellent condition.
Ted
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我的DAIHATSU COO
設定目標:1.操控2.經濟3.空間4.便利
原廠前麥弗成式,配合防傾桿是拉在避震筒身,非如豐田共生Bb拉在下A臂中心支點.
如此差異在於做動擺幅較小,所以豐田Bb偏向舒適,coo偏向操控.
個人目前想法中的便利,就是不改變AT前提下將動力做大又不打滑.
設定完成後.週邊調整工具可以撤走,也不要擺一堆監控儀錶,讓精神緊繃.
宛若原廠車易於照顧.
原本馬力(EEC淨值):103 PS/6000.R.P.M...扭力14.1 KG-M/4400.R.P.M
目前最近一次實測馬力:149.5 PS/6000.R.P.M...扭力17.KG-M/4000.R.P.M
引擎6000R.P.M 時 supercharge 12000RPM 增壓值0.55KG
換掉增壓Kit中的香菇頭.改增加過濾總面積與低阻力的濾芯,並前方直導入冷空氣.
在未開空調下引擎工作溫度都還可以,原廠水閥78度開啟.原廠水箱風扇99度啟動,
所以初階裝了水箱風扇控制器後,設定90度啟動風扇的測試狀況良好.
加上增壓值不高所以不用換低溫水龜.
風扇控制器裝置後,機油不再須要過度提前更換.
目前美孚Rally Formula SAE 5W-50測試過5000KM還可以.
這樣油類替換量消耗,不會提高太多.
AT部份安裝冷卻器後,以紅外線溫度槍測出,
回油金屬管頭處降低至75~80度間.
行駛上,不再感受到油溫上升,換檔不優的狀況.
泰德
Engine parts (replacement parts):
(Hp test. Wheel under the load / 150PS / torque 18.2KG)
This is the replacement of the exhaust pipe & intake. Could make horsepower. If it is MT gearbox can do more horsepower.
A. "turst" Supercharger kit. Put the computer to re-adjust.
"Http://www.trust-power.com/13super_chager/index.html"
B. The entire paragraph "HKS" ELEGANT & SPORTS PREMIUM "" exhaust.
"Http://www.hks-power.co.jp/"
C. "SIMOTA" LIGHTWEIGHT CARBON FILTER WS-553-3
"http://www.simota.com/main.htm?pid=23&Focus_ID=38&Class_ID=38&Sub_Class_ ID=119&Brand_ID=&Prod_ID=202"
D. "SHENSKI" 25 rows of ATF oil cooler.
E. the cooling water tank fan start, equipped with electronic devices can be set to adjust the temperature.
looks beautiful.
With 18-inch wheels.
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1.引擎部份(更換的零件):
(馬力測試機測試.輪下輸出/150PS/扭力 18.2KG)
這是更換排氣管&進氣系統.能做出馬力.如果是MT變速箱可以做更多的馬力.
A."turst"機械增壓 kit. 為了配合已更換的週邊零件.自己把電腦重新覆寫過.
"http://www.trust-power.com/13super_chager/index.html"
B.全段"HKS「ELEGANT & SPORTS PREMIUM」"排氣管.
"http://www.hks-power.co.jp/"
C."SIMOTA"LIGHTWEIGHT CARBON FILTER WS-553-3
"http://www.simota.com/main.htm?pid=23&Focus_ID=38&Class_ID=38&Sub_Class_ ID=119&Brand_ID=&Prod_ID=202"
D."SHENSKI"25排的ATF oil cooler.
E.有關散熱水箱的風扇啟動,裝上電子可設定的調整溫度器.
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Brake calipers with large 18-inch wheels look nice.
PORSCHE CAYENNE
Front caliper & disc 360MM, behind the calipers & disc330MM.
High-pressure brake tubing.
Brake oil .ATE/SL.6 / dry boiling point of 265 ° C / wet boiling point of 175 ° C
The original disc brake calipers and discs and to make tablets weighing = 9KG
Replacement calipers + PAGID to pre-order sheet = 5KG
360MM Lightweight 2PC dish = 6KG (PS. did not re-light-weight = 8kg)
5 +6 = 11kg 11-9 = 2kg
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大的煞車卡鉗配合18吋輪圈看起來是漂亮的.
PORSCHE CAYENNE
前面卡鉗 & disc 360MM,後面 卡鉗 & disc330MM.
高壓煞車油管.
煞車油.ATE/SL.6/乾沸點265度C/溼沸點175度C
將原煞車卡鉗與碟盤和來令片秤重=9KG
替換用前卡鉗+PAGID來令片=5KG
360MM輕量化2PC碟盤=6KG (PS.未再次輕量=8kg)
5+6=11kg 11-9=2kg
[img][/img]
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Chassis parts:
Objectives: Lightweight & 18-inch aluminum wheels & grip increases.
Original: Made in Japan ENKIN-15 "6J Aluminum circle ...185/55-15 BS RE040
Total weight: 8.5KG +8.0 KG = 16.5KG
The first was to replace ~ 18 "7J WORK T1S 2PC Forged = 10.5KG/PC
The existing plant MAX RACING has been renamed: XXR Wheels
http://www.xxrwheels.com/
18-inch forged aluminum wheels 7.5J, weight = 7.5KG/PC Cikuan have now to stop selling.
NS-2 215/35-18 VR Weight: 9.5KG/PC with the most suitable tire pressure 33PSI
7.5 +9.5 = 17KG 17-16.5 = 0.5KG (original - conversion)
Standard aluminum ring screw weight: 750g/16pc
Replacement of Mo-Cr alloy lightweight, re: 550g/16pc
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底盤部份:
目標: 輕量化&18吋鋁圈&抓地力的增加.
原廠:日本製造ENKIN-15"6J鋁圈...185/55-15 BS RE040
總重:8.5KG+8.0KG=16.5KG
第一次是更換~18"7J WORK T1S 2PC 鍛造=10.5KG/PC
現行裝置MAX RACING 現已更名:XXR Wheels
http://www.xxrwheels.com/
18吋7.5J鍛造鋁圈,重量=7.5KG/PC 此款現今已經停售.
NS-2 215/35-18 VR 重量:9.5KG/PC 搭配胎壓33PSI最適合
7.5+9.5=17KG 17-16.5=0.5KG(原廠-改裝)
鋁圈標準螺絲重:750g/16pc
更換鉬鉻合金鋼輕量化,重:550g/16pc
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1.CUSCO anti-roll bar group
2. Aluminum rod structure.
A. Under the structure of pre-stretcher bar grants stability and swing the engine, while also lowering the front suspension A-arm left and right side of the force. Because of the pull of a clearance created a sense of control.
B. After the drag arm already in the case of a simple dynamic stability, improve flexibility level defense-roll bars.
C. After the structure of rigid rod reinforcement tow arm mounts to reduce the amount of body distortion. Can reduce the sense of clearance.
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1.CUSCO 防傾桿組
2.鋁合金結構桿.
A.前下結構桿補助穩定引擎擔架擺幅,也降低前懸吊左右側的A臂受力.因為拉扯而產生操控有游隙感 .
B.後拖曳臂式本來就屬簡單動態穩定,提高後防傾桿彈性等級.
C.後結構桿補強拖曳臂固定座剛性,降低車體扭曲變形量.可降低游隙感.
TED.
CUSCO 防傾桿組前27mm原24mm.
CUSCO 後防傾桿19mm原16mm
SUMMIT鋁合金前上拉桿
SUMMIT鋁合金前下結構桿
SUMMIT鋁合金後下結構桿
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Reason:
1. Because the mechanical supercharger kits come with about 30kg of weight and power upgrade. So that the original chassis has been strengthened in a dynamic on the inadequate use.
2. Brake energy larger chassis has also increased the load.
3. To reduce drag arm suspension, after shaking feeling.
Responses:
This week wait for a few months, the new piston shock absorbers, and finally tested better. Commencement of the trial process. Dimensions. Angle. Poundage. Damping ....
2 days in a row of various sections of tests to find their own settings. Because the friend's offer of some production details, detailed parts photos can not say any more ...
So, please bear with me.
Previous: monocular. Piston diameter 48mm. Damper to adjust the actual trip 120mm.22 segment. Spring: 4kg/mm.
After: monocular. Piston diameter 48mm. Damper to adjust the actual trip 100mm.22 segment. Spring: 3kg/mm.
Tong Shen mandrel with the length of impact:
These two will affect the piston dead point and lower dead point accuracy. Travel between the upper and lower dead point of the smooth zero activity.
Of course, long been used also to increase unnecessary weight.
前.後相同直徑筒身.22段調整.
更換較長筒身.不夠長會影響做動幾何順暢
阻尼測試設備
阻尼測試數據之一
前調整之一
後調整之一
最後設定.百世霸5000定位調整.
定位調整之二.
After the big Piston and Tong Shen:
Why, after their shock absorbers in front of the same diameter Tongshen, because they are thinking the car after an actual reduction in height.
After the suspension of the drag arm drag arm the distance between the body and the much shortened.
The use of a piston such as the Trail (shock absorber costs) have been tested to be 180mm long journey.
Because of the relative relationship between the piston fuel adjustment. Therefore, when driving the rear swing can clearly be felt less secure.
Therefore, mining large piston arm rear suspension to improve drag this phenomenon. Of course, just the whole shock absorber production costs has also risen.
However, the attendant handling worth it.
Attendance of the follow:
1. Because this car set a target, it is not necessary to use to strengthen or fish-eye Theravada and adjustable structure.
2. Is still required for the positioning point of view can be done. Secondly, the non-original Theravada in order to constitute a simple rubber gasket.
Original attendance of the center hole is wide and flat-type bearings, shock absorber so as to ensure that movement around the time of spindle spin degree of freedom.
The shock absorbers on the two fixed screws, is responsible for co-ordination with the shock Tazuo firmly grasp. Chassis a little more precise.
Therefore, no general attendance will be compared with spindle locking nut, the rubber but will directly twisting rubber sprain. To be replaced frequently.
Why should monocular:
Monocular Pressure Shock Absorber (Mono Tube):
Monocular (tube) body design, poured into the nitrogen gas stored in the lower chamber body in order to separate the oil and gas piston.
React faster, simple structure, thermal advantages of easy and convenient maintenance.
Monocular shock absorbers in back to stretch a long piston stroke and compression stroke depend on body produce damping,
The lower chamber in the body in order to separate oil and gas free piston body (oil, gas separation type).
In the elongation stroke, the piston chamber generate pressure, oil and compressed by the body down the room and vice versa.
Nitrogen gas in the sealed room shorten the journey, not a negative pressure chamber as the piston a fixed value.
That is, the oil has not flowed on the whole room, gas chamber offset the uneven pressure.
Shock absorbers will have a better Q-degrees.
Air chamber and the hydraulic oil chamber completely separated, in the high-pressure conditions, the phenomenon would not have pores.
Therefore, the use of harsh, under still play a high level of stable performance.
SEAL directly when due to the actuation force on the piston chamber of the pressure,
Require a high degree of pressure and requires special attention because of its delicate processing require a high degree of precision,
Shock absorber manufacturer, generally difficult to produce a high durability and stability of monocular (tube)-type shock absorbers.
Complex cylinder pressure shock absorbers (Twin Tube):
Binocular-style manufacturing cost is lower, conducive to mass production, but also are low-pressure gas within the sealed gas, and high pressure of the monocular-type comparison.
When the piston actuation feel more flexible, which makes handling unlike the monocular sensitivity,
This type of shock absorber of nitrogen gas poured into the room like monocular style so high,
Tubes are connected to open the bottom of the piston chamber and the air chamber under the connection path.
Piston-type internal structures are basically the same with the monocular difference is that in shortening their journey,
The next part of the oil into the gas chamber room, the connecting path to become a drag.
Within the upper part of a one-way valve in the core elongation trip to leak from the rod with the attendance of oil between the return air chamber,
In reducing the trip is not the indoor air inhaled gas, the drawback for the shock absorbers in the elongation trip.
Under the piston chamber from the oil chamber inhalation shock oil (1 atm value) prone to vortex vacuum. And integrated into the oil bubbles.
Orientation:
Complete facelift has been adjusted to maintain the same height as the original. No longer a high degree of reduction. So as not to affect the suspension geometry pre-loaded too, but the loss of function.
In the corresponding equal pressure, the relationship between the replacement of shock absorbers. Travel shorter than the original. Need some fine-tuning. Falls mainly to increase the angle of these two.
The angle will avoid more than a lack of two years verifiable point of view. To avoid excessive side wear.
1. Camber Camber -1 ° (formerly -0.32).
2. Beam angle toe adjustment toe in (after completed).
The use of experience ~
Benefits:
Supercharger kit to upgrade the weight and power. Braking energy is also growing bigger chassis load.
The two have been overcome. Is no longer troubled. A small road is not perfect. Big traffic to immediately brought under control.
Zero manipulation also increased the activity further enhance the stability.
Disadvantages:
Lower a little bit of comfort
However, the above does not really completed yet. Because
1. The new shock absorber while processing precision high standards. Have yet to be run-do move.
2. The new spring is complete. "Forming stress" relationship, but also need to complete the initial installation of the "stress relieving."
Simply said that the new plant is completed, the damping first transferred to a minimum. So that the first shock absorber tube and the spring "easy" work some mileage.
About 1000-2000 km. Can be described as the "normalization" of treatment.
All around, and then adjust the damping. The completion of the final set the action.
Custom carbon fiber rear 780g 8)
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原因:
1.因為機械增壓套件伴隨來約30kg的重量和動力提升.讓原已加強底盤在動態上不敷使用.
2.煞車能量變大也增了底盤的負載.
3.降低後拖曳臂式懸吊的搖晃感.
對策:
這禮拜等待數個月避震器新款活塞,終於測試好了.開始試行程.尺寸.角度.磅數.阻尼....
連續2天各種路段測試找到自己要的設定.因為朋友所托一些製作細節,細部零件照片無法多提.. .
所以請多多包涵.
前:單筒.活塞徑48mm.實際行程120mm.22段阻尼調整.彈簧:4kg/mm.
後:單筒.活塞徑48mm.實際行程100mm.22段阻尼調整.彈簧:3kg/mm.
心軸與筒身長短影響:
這兩樣會影響活塞上死點與下死點的正確性.上下死點間行程的順暢零活度.
當然用過長也增加無謂的重量.
後大活塞與筒身:
為什麼要後避震器與其前面相同直徑筒身,因為考量此車實際降低高度後.
拖曳臂式後懸吊之車體與拖曳臂間距離縮短許多.
若採用如小徑活塞(避震器成本降低)行程經測試須180mm長.
因為活塞調節油量的相對關係.因此行駛時明顯可感覺車尾擺動較不穩定.
所以採大活塞改善拖曳臂式後懸吊這現象.當然整隻避震器製作成本也上升.
但是伴隨而來操控性值得的.
上座的沿用:
1.因為此車的設定目標,目前無須用到強化或魚眼上座與可調結構.
2.目前還是可以做到所需的定位角度.二來原廠上座非以單純橡膠與墊片構成.
原廠上座的中心孔是以寬扁式軸承,做為確保避震器做動時的心軸左右旋的自由度.
而避震器上的兩支固定螺絲,則負責將與避震塔座的配合緊緊抓住.底盤動作較精準.
所以較無一般上座將心軸螺帽鎖緊後,是直接扭動橡膠而將橡膠扭傷.須常更換.
為何要單筒:
單筒氣壓避震器（Mono Tube）:
單筒(管)身的設計,灌入氮氣儲存於本體下端的氣室,以活塞分離油與氣體.
有反應較快,構造簡單,散熱容易及維修方便等優點.
單筒避震器其在回拉伸長行程及壓縮行程仰賴活塞閥體產生阻尼,
而氣室在本體下端,以自由活塞分離油與汽體(油、氣分離式).
在伸長行程時,活塞上室產生壓力,油經閥體往下室壓縮時則相反.
封入氣室內的氮氣在縮短行程時,成為活塞上室不成負壓的固定值.
也就是,在油還沒有全流到上室時,氣室抵消了不平整的壓力.
避震器會有較好的Q度.
氣室和液壓油室完全分離,在高壓的狀況下,不會有氣孔的現象產生.
所以嚴苛的使用之下,仍可發揮高水平的穩定性能.
油封因作動時直接受力於活塞上室之壓力,
需要高度的耐壓且須特別注意的因其加工需要高精密度細膩度,
故一般避震器生產商難以生產耐用性與穩定性高的單筒(管)式避震器.
複筒氣壓避震器（Twin Tube） :
雙筒式的製造成本較低,利於量產,而且內封氣體屬於低壓氣體,和高壓的單筒式相較.
活塞作動時感覺比較柔軟,這樣使得操控性不像單筒靈敏,
此型避震器氣室中灌入的氮氣不像單筒式那麼高,
管的下方開有連接活塞下室與氣室的連通路.
活塞的內部機構基本上與單筒式相同,不同的是在縮短行程時,
下室一部分的油流入氣室,此連通路徑成為阻力.
內芯上部設有單向閥在伸長行程時,把從桿與上座間洩漏的油送回氣室,
在縮短行程時也不吸入氣室內之氣體,其缺點為避震器在伸長行程時.
活塞下室從油室吸入避震油(一大氣壓值的)容易產生旋渦真空.而溶入油中產生氣泡.
定位:
換裝完成保持和原先已調整相同高度.並未再將高度降低.以免影響懸掛幾何預載過度,而喪失機能 .
在對應同等壓力下,因更換避震器關係.行程比原先縮短.需要微調部份.主要落在這兩項的角度增 加.
把角度做多一必免不足,二來可檢驗角度.避免偏磨耗過度.
1.外傾角Camber -1度(原-0.32).
2.束角toe調整toe in(後補).
使用心得~
優點:
機械增壓套件的重量和動力提升.煞車能量變大也增了底盤的負載.
上述兩項已經克服.不再困擾.小路況不會過硬 .大路況來時立即控制住.
操控的零活度再提升也提高穩定性.
缺點:
舒適度低了一點點
但以上尚未並未真正完成.因為
1.新避震器雖然加工精度標準很高.尚須要磨合做動.
2.新彈簧完成後."成形應力"的關係,也須要裝置完成後初期的"應力消除".
簡單說新裝置完成後,阻尼先調至最低.讓減震筒與彈簧先"輕鬆"工作一些里程.
大約1000-2000公里.可謂之"正常化"處理.
再調整前後左右阻尼.完成最終設定動作.
訂製碳纖維尾翼780克重.
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Interior
Inside replaced with suede.
Factory setting is a low-chassis van, a little pity.
Replacement of the former OMP Tuning Seats "Style".
Factory setting is a low-chassis van, a little pity. Therefore, center of gravity lower seat 12cm.
Reduce the number of seats, while the steering column has been adjusted to a minimum.
Is still unable to reach the steering wheel face, pedals, chair, place the three best Sit.
The steering column adjustments in institutional system of a down the whole group of another 3cm, extending 2cm to the driver of the Holder.
This makes it the best Sit among the three. While the adjustable feature is still retained, rather than repeal the adjustment of functionality and convenience.
The head a lot more room. And manipulation also has improved.
28.12.2009, 21:09
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