Mechanic comes through in the clutch, solves Miata problem | Speed Sensor Chevrolet

Joel Rode’s Hot Rod Specialties shop in Upland, California, performed the new engine installation along with the FiTech system. With everything bolted in place, we met the ’56 at Westech Performance Group for a final rundown and tune on the chassis dyno. Because of some transmission issues they weren’t able to perform a full power run but, using the Superflow electric dyno, they were able to do some final highway cruise air/fuel ratio tuning by setting a given speed that allows the dyno operator to manipulate various throttle settings while maintaining a given speed. This is something only a load-based dyno like the Superflow can perform.

Company acquires SRV’s internal rental division and confirms long term rental agreement with the contractor.

I’ve also seen one with the flat plane of the chip perpendicular to the stem, not edge-mounted like the one in the photo.

It sounds great, doesn’t it? Guess what? No matter what level rider you are, the clutch won’t stand the test of time. Stiffer springs will help, but the real fix is a complete Hinson or Rekluse clutch (which will cost around a grand). The rigid aluminum chassis is very busy under the load of the added horsepower. The forks are mediocre. Finding good balance between the front and rear can become a full-time job, especially as the track changes over the course of a day. The 2017–2019 chassis is very hard to find a comfortable setting on. This has a lot to do with the Honda engineers’ selection of the Showa fork valving, chassis rigidity, shock linkage rising rate, borderline front-end geometry and stinkbug stance. The CRF450 is fun, fast and exciting. It is heavy at 238 pounds but feels light in the air. On the downside, control is hard to come by on a bike that is loose on exit, prone to breaking the rear loose on corner exit and needs 108mm of race sag (and the forks slid down in the clamps) to bring it into balance. Full test of the 2019 Honda CRF450.

The two prototypes undergoing tests on the MTU test stand in Friedrichshafen feature an innovative new system. MTU has acquired the rights to this new technology from the G+L innotec company, and the partners will now be jointly developing the product. Market debut for the first engines with electrically assisted turbocharging is scheduled for 2021. “Electrically assisted turbocharging is a significant milestone on the road to hybridisation,” explained Dr Johannes Kech, director, Turbocharging and Fluid Systems at MTU. “This technology will allow us to develop engines that deliver increased agility and lower consumption at the same time as enhancing ecological performance,” he added. All this is made possible by using an electric motor to smooth out weaknesses in turbocharging systems.Linked to a conventional turbocharger, the electric motor ensures that boost is available when the engine needs it. This will eliminate delays in performance ramp-up according to MTU. In addition, MTU says that the system will help address another issue, as turbochargers are expected to achieve reductions in emissions by helping to prevent the generation of diesel particulates and nitrogen oxides during the combustion process. “With electrically assisted turbocharging we marry a conventional MTU turbocharger with an electric drive motor,” explained Joachim Thiesemann, who is responsible at MTU for integrating the new system in the standard turbocharger landscape. Special units mounted in front of the compressor wheel house permanent magnets, the rotor of the electrical unit, and the electrical winding that is integrated in the compressor casing. “The electric motor makes it possible to virtually decouple the operating point of the turbocharger from the speed of the diesel engine,” explained Rudi Rappsilber, who is in charge of testing the new system at MTU. The firm says that delays in performance ramp-up can be addressed, allowing optimum turbocharging to be achieved in almost every operating state. The technology can be implemented with existing turbochargers without excessive complications, while the additional installation space required is limited according to MTU.

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Steering is a pretty big deal. Wonder if software update is the answer or the coverup? Hard to say with GM. It took at least 2 tries to get everyone’s ignition spring done to be sure it was correct. And don’t forget they actually sent notices to people who had already been killed by it to come in and get it fixed. Not that either should happen but ill take a seatbelt that might spark a little in an accident over intermittent steering.

There is also the loss of control. One of the reasons people drive when buses, trains, or car pools are available, is because they want the privacy and independence of their own car. Then along comes the government and mandates a bunch of features which they don’t need and which actively conspire to make them less safe as drivers. Whose care are they driving, anyway?

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Horsepower originates mechanically in the engine, but once converted into electric power can be routed around the machine with ease.

UltraSonic park assist uses an array of four ultrasonic sensors mounted on the rear bumper – two on each side of the rear license plate cutout. The system provides “distance-to-object” and object location alerts to help the driver park and avoid hitting nearby objects or walls during low-speed backing.

The recall covers 36 different Harley-Davidson bikes spread across model years 2017 and 2018, according to U.S. National Highway Traffic Safety Administration documents. For the full vehicle list with accompanying model codes, click here.