Technology in your NGL

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Technology in your NGL

Post  eggy_reyes on Fri May 13, 2011 1:43 pm

CVTC (Continuously Variable-valve Timing Control) Nissan's variation of Variable-valve Timing

In internal combustion engines, variable valve timing (VVT), also known as Variable valve actuation (VVA), is a generalised term used to describe any mechanism or method that can alter the shape or timing of a valve lift event within an internal combustion engine. VVT allows the lift, duration or timing (in various combinations) of the intake and/or exhaust valves to be changed while the engine is in operation. Two-stroke engines use a power valve system to get similar results to VVT. There are many ways in which this can be achieved, ranging from mechanical devices to electro-hydraulic and camless systems.

The valves within an internal combustion engine are used to control the flow of the intake and exhaust gasses into and out of the combustion chamber. The timing, duration and lift of these valve events has a significant impact on engine performance. In a standard engine, the valve events are fixed, so performance at different loads and speeds is always a compromise between driveability (power and torque), fuel economy and emissions. An engine equipped with a variable valve actuation system is freed from this constraint, allowing performance to be improved over the engine operating range.

Strictly speaking, the history of the search for a method of variable valve opening duration goes back to the age of steam engines when the valve opening duration was referred to as “steam cut-off”. Almost all steam engines had some form of variable cut-off. That they are not in wide use is a reflection that they are all lacking in some aspect of variable valve actuation.

The desirability of being able to vary the valve opening duration to match an engine’s rotational speed first became apparent in the 1920s when maximum allowable RPM limits were generally starting to rise. Up until about this time an engine’s idle RPM and its operating RPM were very similar, meaning that there was little need for variable valve duration.

It was in the 1920s that the first patents for variable duration valve opening started appearing – for example United States patent U.S. Patent 1,527,456. A surprising fact is that from these first patents up until the appearance of the helical camshaft there has never been a really practical and useful variable duration camshaft.[citation needed]

source: http://en.wikipedia.org/wiki/Variable_valve_timing

ECCS - Electronic Concentrated Engine Control System Nissan's variation of Engine Control Unit (ECU)

An engine control unit (ECU), also known as power-train control module (PCM), or engine control module (ECM) is a type of electronic control unit that determines the amount of fuel, ignition timing and other parameters an internal combustion engine needs to keep running. It does this by reading values from multidimensional performance maps (so called LUTs), using input values (e.g. engine speed) calculated from signals coming from sensor devices monitoring the engine. Before ECU's, air/fuel mixture, ignition timing, and idle speed were directly controlled by mechanical and pneumatic sensors and actuators. One of the very first attempts to use such a unitized and automated "ECU" device to manage multiple engine control functions simultaneously was created by BMW in 1939, for their BMW 801 14-cylinder aviation engine, and known as the Kommandogerät, operated only by a single throttle lever.

source: http://en.wikipedia.org/wiki/Engine_control_unit


DOHC

A double overhead camshaft valve train layout is characterized by two camshafts located within the cylinder head, one operating the intake valves and one operating the exhaust valves. Some engines have more than one bank of cylinder heads (V8 and flat-four being two well-known examples) and these have two camshafts in total, but they remain SOHC, unless each side has two camshafts. The term "twin cam" is imprecise, but will normally refer to a DOHC engine. Some manufacturers still managed to use a SOHC in 4-valve layouts. Honda, for instance, with the later half of the D16 family, utilizes the 4-valve per cylinder, SOHC layout to reduce overall costs. Also not all DOHC engines are multivalve engines—DOHC was common in two valve per cylinder heads for decades before multivalve heads appeared. Today, however, DOHC is synonymous with multi-valve heads since almost all DOHC engines have between three and five valves per cylinder.[1]

source: http://en.wikipedia.org/wiki/Overhead_camshaft#Double_overhead_camshaft

Electric Power Steering (EPS)

Electric power steering (EPS or EPAS) is designed to use an electric motor to reduce effort by providing steering assist to the driver of a vehicle. Sensors detect the motion and torque of the steering column, and a computer module applies assistive torque via an electric motor coupled directly to either the steering gear or steering column. This allows varying amounts of assistance to be applied depending on driving conditions. The system allows engineers to tailor steering-gear response to variable-rate and variable-damping suspension systems achieving an ideal blend of ride, handling, and steering for each vehicle.[9] On Fiat group cars the amount of assistance can be regulated using a button named "CITY" that switches between two different assist curves, while most other EPS systems have variable assist, which allows for more assistance as the speed of a vehicle decreases and less assistance from the system during high-speed situations. In the event of component failure, a mechanical linkage such as a rack and pinion serves as a back-up in a manner similar to that of hydraulic systems. Electric power steering should not be confused with drive-by-wire or steer-by-wire systems which use electric motors for steering, but without any mechanical linkage to the steering wheel.

Electric systems have a slight advantage in fuel efficiency because there is no belt-driven hydraulic pump constantly running, whether assistance is required or not, and this is a major reason for their introduction. Another major advantage is the elimination of a belt-driven engine accessory, and several high-pressure hydraulic hoses between the hydraulic pump, mounted on the engine, and the steering gear, mounted on the chassis. This greatly simplifies manufacturing and maintenance. By incorporating electronic stability control electric power steering systems can instantly vary torque assist levels to aid the driver in evasive manoeuvres.

The first electric power steering systems appeared on the Honda NSX in 1990, the FIAT Punto Mk2 in 1999, the Honda S2000 in 1999, and on the BMW Z4[10] in 2002. Today a number of manufacturers use electric power steering.

Reviews in the automotive press often comment that certain steering systems with electric assist do not have a satisfactory amount of "road feel". Road feel refers to the relationship between the force needed to steer the vehicle and the force that the driver exerts on the steering wheel. Road feel gives the driver the subjective perception that they are engaged in steering the vehicle. The amount of road feel is controlled by the computer module that operates the electric power steering system. In theory, the software should be able to adjust the amount of road feel to satisfy drivers. In practice, it has been difficult to reconcile various design constraints while producing a more pronounced road feel[citation needed]. The same argument has been applied to hydraulic power steering as well.

source: http://en.wikipedia.org/wiki/Power_steering#Electric_systems


Independent MacPherson Struts with Stabilizer Bar a type of indepedent suspension

Independent suspension is a broad term for any automobile suspension system that allows each wheel on the same axle to move vertically (i.e. reacting to a bump in the road) independently of each other. This is contrasted with a beam axle, live axle or deDion axle system in which the wheels are linked–movement on one side affects the wheel on the other side. Note that “independent” refers to the motion or path of movement of the wheels/suspension. It is common for the left and right sides of the suspension to be connected with anti-roll bars or other such mechanisms. The anti-roll bar ties the left and right suspension spring rates together but does not tie their motion together.

Most modern vehicles have independent front suspension (IFS). Many vehicles also have an independent rear suspension (IRS). IRS, as the name implies, has the rear wheels independently sprung. A fully independent suspension has an independent suspension on all wheels. Some early independent systems used swing axles, but modern systems use Chapman or MacPherson struts, trailing arms, multilink, or wishbones.

Independent suspension typically offers better ride quality and handling characteristics, due to lower unsprung weight and the ability of each wheel to address the road undisturbed by activities of the other wheel on the vehicle. Independent suspension requires additional engineering effort and expense in development versus a beam or live axle arrangement. A very complex IRS solution can also result in higher manufacturing costs.

The key reason for lower unsprung weight relative to a live axle design is that, for driven wheels, the differential unit does not form part of the unsprung elements of the suspension system. Instead it is either bolted directly to the vehicle's chassis or more commonly to a subframe.

The relative movement between the wheels and the differential is achieved through the use of swinging driveshafts connected via universal (U) joints, analogous to the constant-velocity (CV) joints used in front wheel drive vehicles.

source: http://en.wikipedia.org/wiki/Independent_suspension
types of suspensions: http://www.carbibles.com/suspension_bible.html


Torsion Beam Suspension

A torsion beam suspension is a vehicle suspension similar to a trailing arm suspension but where both trailing arms are connected by a beam.

In contrast to a torsion bar suspension, the main weight bearing springs are usually coil springs, either mounted over the shock absorbers or independently from them. Obviating anti-roll bars, the central torsion beam allows for a limited degree of freedom of each wheel when forced.
Torsion beam rear suspension of VW Golf Mk3

This semi-independent suspension has been very widely used for decades by the great majority of compact European and Japanese front wheel drive cars up to Golf-size. It is cheap to design and manufacture, compact with little boot space intrusion, and although ride and handling are theoretically inferior to more sophisticated designs, it has been used even in the sportier Volkswagen Golf GTI.

source: http://en.wikipedia.org/wiki/Torsion_beam_suspension

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Re: Technology in your NGL

Post  eggy_reyes on Fri May 13, 2011 1:45 pm

unfortunately... we still dont have the CVT
Nissan CVT explained: http://www.youtube.com/watch?v=2OMqmpjOHWM

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Re: Technology in your NGL

Post  EuroFD on Fri May 13, 2011 9:12 pm

I hope there are NISMO modifications available for the NGL. Meron nga ba?
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Re: Technology in your NGL

Post  aln on Sun May 15, 2011 9:13 am

@eggy_reyes, nice post sir... hindi pa ba CVTC ang NGL? based sa specs below CVTC na daw ang NGL.



@EuroFD

based on the specs below sir, all technology posted are available on our NGL (i think)..

i agree about the Electronic Power Steering (EPS), the "road feel" seems to be lacking.
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Re: Technology in your NGL

Post  eggy_reyes on Sun May 15, 2011 9:45 am

Pres iba po yung dalawa

CVTC (Continuously Variable-valve Timing Control) - eto yung parang vtec ng honda or vvti ng toyota. see my post above for the explanation of this technology

CVT (Continuously Variable Transmission) - yung xtrail at sentra200 ata ang naka CVT. yung sa NGL natin ay 'newly programmed electronically controlled 4 speed automatic'. M/T is not affected dahl 6 speed na nga eh Twisted Evil

A continuously variable transmission (CVT) is a transmission that can change steplessly through an infinite number of effective gear ratios between maximum and minimum values. This contrasts with other mechanical transmissions that offer a fixed number of gear ratios. The flexibility of a CVT allows the driving shaft to maintain a constant angular velocity over a range of output velocities. This can provide better fuel economy than other transmissions by enabling the engine to run at its most efficient revolutions per minute (RPM) for a range of vehicle speeds. Alternatively it can be used to maximize the performance of a vehicle by allowing the engine to turn at the RPM at which it produces peak power. This is typically higher than the RPM that achieves peak efficiency.

source: http://en.wikipedia.org/wiki/Continuously_variable_transmission


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Re: Technology in your NGL

Post  eggy_reyes on Tue May 17, 2011 12:26 pm

i hope someone can confirm the ff:

if our Grand Livina has an Anti-lock Brake System (ABS) for all variants? it's disappointing kasi na our NGL is still fitted with rear drum brakes!

what they mean by 'newly programmed electronically controlled 4 speed automatic'? baka naman hindi technological improvement ito... pure marketing lang.

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Re: Technology in your NGL

Post  jedsky on Tue May 17, 2011 1:02 pm

eggy_reyes wrote:i hope someone can confirm the ff:

if our Grand Livina has an Anti-lock Brake System (ABS) for all variants? it's disappointing kasi na our NGL is still fitted with rear drum brakes!

what they mean by 'newly programmed electronically controlled 4 speed automatic'? baka naman hindi technological improvement ito... pure marketing lang.

sir yung newly programmed electronically controlled 4 speed automatic is AFAIK e improvement kasi yung unang labas daw ng livina dito sa pinas sabi nung ibang owners is parang hirap daw at hindi maganda ang sipa ng GL nila so I think improvement nga kasi when we bought our 2010 GL RME eh di ko na naexperience to na hirap ang automatic tranny. just my opinion
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Re: Technology in your NGL

Post  eggy_reyes on Tue May 17, 2011 2:12 pm

the NGL's powerplant: MR18DE or Nissan MR engine

The MR is a family of straight-4 all-aluminum automobile engines with variable valve timing co-developed by Renault and Nissan. Renault calls it the M engine. Other noteworthy features of this engine family include acoustically equal runner lengths and a tumble control valve for the intake manifold, a "silent" timing chain, mirror finished crankshaft and camshaft journals, and offset cylinder placement.

source: http://www.mywikibiz.com/Nissan_MR_engine

HR/MR Engine Advantages

Low-end torque for real-life conditions
Instead of going for full-throttle performance, we sought to satisfy everyday driving needs with ample low-end torque that extends linearly through the mid- to high-speed range.

Class-leading environmental performance
We minimized friction in the cylinders, pistons and other major moving parts, while refi ning the
intake/exhaust systems and cooling performance to gain combustion efficiency and superb environmental performance. We also reduced size and weight to class-leading low levels.

Not only quiet, but music to the ears
By maintaining quiet operation and minimizing discordant sonic components, we created a pleasant
engine sound that adds to driving pleasure.

Major technologies

HR/MR engine development focused on maximizing energy efficiency. We applied a variety of technologies
to eliminate energy loss and maximize output for high performance and fuel economy.

Friction-reduction
Comprehensive steps were taken to minimize friction between pistons and cylinders, cams and
valve lifters, and other moving parts.

Bore circularity machining
By making the cylinder bores as circular as possible, this technology greatly reduces friction.

Mirror-like finish
Crankshaft and camshaft journals are polished to a mirror-like smoothness to reduce friction.

Improved combustion efficiency and cooling efficiency
To achieve more efficient combustion, we applied new technology to the valves, fuel injectors and
spark plugs, while raising cooling efficiency for the combustion chamber. These measures contribute to
rapid fuel combustion with minimum wasted energy.

Improved intake/exhaust efficiency
For improved low- and mid-range torque, we reduced resistance in the intake and exhaust systems
to assure smooth airflow.

source: http://www.nissan-global.com/EN/DOCUMENT/PDF/TECHNOLOGY/technology_overview/HR_MR_Apr.06E_A4-1.pdf

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Re: Technology in your NGL

Post  aln on Tue May 17, 2011 10:07 pm

jedsky wrote:
eggy_reyes wrote:i hope someone can confirm the ff:

if our Grand Livina has an Anti-lock Brake System (ABS) for all variants? it's disappointing kasi na our NGL is still fitted with rear drum brakes!

what they mean by 'newly programmed electronically controlled 4 speed automatic'? baka naman hindi technological improvement ito... pure marketing lang.

sir yung newly programmed electronically controlled 4 speed automatic is AFAIK e improvement kasi yung unang labas daw ng livina dito sa pinas sabi nung ibang owners is parang hirap daw at hindi maganda ang sipa ng GL nila so I think improvement nga kasi when we bought our 2010 GL RME eh di ko na naexperience to na hirap ang automatic tranny. just my opinion

hmmm, can A/T owners confirm this? M/T po ako so i dont experience this. tingin ko reprogram lang ng ECU ito (if this is true).

for the brakes, yun din ang isang kulang sa GL natin. bakit hindi disc brakes ang kinabit sa rear...
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Re: Technology in your NGL

Post  badtoy on Thu May 19, 2011 12:02 pm

dun sa Auto tranny, ang napansin ko lang eh pag biglang baon to accelerate may 2 second delay para mag downshift at umandar. I cant comment nga lang if there is improvemnt on the AT dun unang labas ng GL.

dun sa ABS naman, it is only applicable in the front brakes kasi nga drum brakes yun likod. As to why it was not fitted with rear disk brakes? because of cost. Naturally if you put high end parts sa car magmamahal na yun price. Malamang aabutin pa sa 1million yun price ng GL at hindi na affordable para sa isang 7 seater. Kung abutin ng 1 million yun GL malamang hindi tayo magkakakilala kasi yun iba hindi bibilin yun GL at 1 milliontulad ko hehehe
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Re: Technology in your NGL

Post  eggy_reyes on Thu May 19, 2011 4:29 pm

sa brochure ng NGL nakalagay yung ABS and EBD (sana nga meron talaga units natin nito). if meron.. good value talaga ang livina!!!

anti-lock braking system or ABS

An anti-lock braking system (ABS, from German: Antiblockiersystem) is a safety system that allows the wheels on a motor vehicle to continue interacting tractively with the road surface as directed by driver steering inputs while braking, preventing the wheels from locking up (that is, ceasing rotation) and therefore avoiding skidding.

An ABS generally offers improved vehicle control and decreases stopping distances on dry and slippery surfaces for many drivers; however, on loose surfaces like gravel or snow-covered pavement, an ABS can significantly increase braking distance, although still improving vehicle control.[1]

Since initial widespread use in production cars, anti-lock braking systems have evolved considerably. Recent versions not only prevent wheel lock under braking, but also electronically control the front-to-rear brake bias. This function, depending on its specific capabilities and implementation, is known as electronic brakeforce distribution (EBD), traction control system, emergency brake assist, or electronic stability control (ESC).

source: http://en.wikipedia.org/wiki/Anti-lock_braking_system


Electronic Brakeforce Distribution or EBD

Electronic brakeforce distribution (EBD or EBFD), Electronic brakeforce limitation (EBL) is an automobile brake technology that automatically varies the amount of force applied to each of a vehicle's brakes, based on road conditions, speed, loading, etc. Always coupled with anti-lock braking systems, EBD can apply more or less braking pressure to each wheel in order to maximize stopping power whilst maintaining vehicular control.[1][2] Typically, the front end carries the most weight and EBD distributes less braking pressure to the rear brakes so the rear brakes do not lock up and cause a skid.[3] In some systems, EBD distributes more braking pressure at the rear brakes during initial brake application before the effects of weight transfer become apparent.

source: http://en.wikipedia.org/wiki/Electronic_brakeforce_distribution

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Re: Technology in your NGL

Post  badtoy on Fri May 20, 2011 11:41 am

may ilaw naman ng ABS yun guage panel natin... i assume meron naman ABS Smile
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Re: Technology in your NGL

Post  jedsky on Fri May 20, 2011 11:51 am

badtoy wrote:may ilaw naman ng ABS yun guage panel natin... i assume meron naman ABS Smile

I agree may ABS at EBD for sure ang mga GL natin. Natest ko na yung ABS before, kasi nung bago pa GL ko tumatakbo ako ng 90kph sa edsa then bigla nagfull stop yung nasa harap ko na adventure, ayun preno ako agad then nasa kalahati na tapak ko sa preno parang aabutin, diniin ko pa kaunti then bigla nagflatten sa floor yung brake pedal na may sound na dugudug hehehe. then I ask my SA kung normal lang yun o baka nasira brake ko sabi nya that means nagwork daw ang ABS ko kaya ganon.
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Re: Technology in your NGL

Post  eggy_reyes on Mon May 23, 2011 8:38 am

airbag

An airbag is a vehicle safety device. It is an occupant restraint consisting of a flexible envelope designed to inflate rapidly during an automobile collision, to prevent occupants from striking interior objects such as the steering wheel or a window. Modern vehicles may contain multiple airbags in various side and frontal locations of the passenger seating positions, and sensors may deploy one or more airbags in an impact zone at variable rates based on the type and severity of impact; the airbag is designed to only inflate in mild to severe frontal crashes. Airbags are normally designed with the intention of supplementing the protection of an occupant who is correctly restrained with a seatbelt. Most designs are inflated through pyrotechnic means and can only be operated once.

The first commercial designs were introduced in passenger automobiles during the 1970s with limited success. Broad commercial adoption of airbags occurred in many markets during the late 1980s and early 1990s with two airbags for the front occupants, and many modern vehicles now include four or more units.

source: http://en.wikipedia.org/wiki/Airbag

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Re: Technology in your NGL

Post  badtoy on Mon May 23, 2011 12:10 pm

most SRS airbags deploy only if the seatbelt is worn. ganun din kaya sa GL natin?
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Re: Technology in your NGL

Post  eggy_reyes on Mon May 23, 2011 1:03 pm

badtoy wrote:most SRS airbags deploy only if the seatbelt is worn. ganun din kaya sa GL natin?

that's true sir kasi SUPPLEMENTAL RESTRAINT SYSTEM sya, designed to work together with the seatbelt as the main safety restraint.

there are actually reports/studies of airbag deployment causing more damage to the driver or passenger at least for minor vehicular accidents/crashes. That's why it's deployment need to be 'qualified' well. there are also a lot of documentations of it saving lives.

there have been complaints as well of major vehicular accidents/crashes without the deployment of the SRS airbag. some say sensors were missed in the crash and others reason that seatbelts were not worn. of course device expiration could also be a reason... yes airbags expire too (atleast for its guaranteed function).

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Re: Technology in your NGL

Post  badtoy on Mon May 23, 2011 3:01 pm

SRS expires in 5- 10 years because yun pulbura dun sa explosive yun nag eexpire ata.
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Re: Technology in your NGL

Post  eggy_reyes on Wed May 25, 2011 6:59 pm

Monocoque Platform

Monocoque (pronounced /ˈmɒnɵkɒk/ or /ˈmɒnɵkoʊk/) is a construction technique that supports structural load by using an object's exterior, as opposed to using an internal frame or truss that is then covered with a non-load-bearing skin or coachwork. The word monocoque comes from the Greek for single (mono) and French for shell (coque). The technique may also be called structural skin, stressed skin, unit body, unibody, unitary construction, or Body Frame Integral (BFI).

Monocoque construction was pioneered in aircraft, with early designs appearing circa 1916, and entering wide use in the 1930s. Automobiles saw monocoque designs as early as 1923, but widespread adoption did not begin until the second half of the 20th century. Today, a welded unit body is the predominant automobile construction technique. Monocoque designs have also been seen in two-wheeled vehicles, water vessels, and architecture.

Similar to aircraft, automobile designs originally used body-on-frame construction, where a load-bearing chassis consisting of frame, powertrain, and suspension formed the base vehicle, and supported a non-load-bearing body or coachwork. Over time, this was supplanted by monocoque designs, integrating the body and chassis into a single unit. The external panels may be stressed, in such cases as the rocker panels, windshield frame and roof pillars, or non-stressed, as is often the case with fenders. Today, spot welded unit body is the dominant technique, although some vehicles (particularly trucks and buses) still use body-on-frame.

In automobiles, it is now common to see true monocoque frames, where the structural members around the window and door frames are built by folding the skin material several times. In these situations the main concerns are spreading the load evenly, having no holes for corrosion to start, and reducing the overall workload. Compared to older techniques, in which a body is bolted to a frame, monocoque cars are less expensive, lighter, more rigid, and can be more protective of occupants in a crash when appropriately designed. The use of higher strength steels in panels at points of high stress has increased strength and rigidity without increasing weight.

In sophisticated monocoque designs, the windshield and rear window glass is bonded in place and often makes an important contribution to the designed structural strength of automobiles.

Unfortunately, when a vehicle with a unibody design is involved in a serious accident, it may be more difficult to repair than a vehicle with a full frame. Rust can be more of a problem, since the structural metal is part of the load-bearing structure (of metal that is much thinner than a conventional chassis) making it more critical, and must be repaired by cutting-out and welding rather than by simply bolting on new parts (as would be the case for a separate chassis). Structural rust of monocoque cars was a serious problem until the 1990s. Since then, more and more car makers have adopted protection techniques such as galvanizing for structural areas or for the whole body.

source: http://en.wikipedia.org/wiki/Monocoque

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Re: Technology in your NGL

Post  eggy_reyes on Wed May 25, 2011 7:04 pm

B-platform

The B platform is an automobile platform for compact cars from Nissan.

A new subcompact/B-class B platform is shared by Nissan and Renault. As of 2010, the next generation of this platform has been renamed "V" platform.

Vehicles:

Nissan Cube
Renault Clio III
Nissan March/Micra K12 (K13 is V-platform)
Renault Modus
Renault Twingo Mk.II

A version with stretched wheelbase is used for the following cars:

Nissan Cube³
Nissan Bluebird Sylphy G11
Nissan Juke (V-platform)
Nissan Livina Geniss
Nissan Note
Nissan NV200
Nissan Tiida/Versa
Nissan Wingroad Y12

source: http://en.wikipedia.org/wiki/Nissan_B_platform

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Re: Technology in your NGL

Post  eggy_reyes on Mon Jun 06, 2011 9:19 am

jedsky wrote:
badtoy wrote:may ilaw naman ng ABS yun guage panel natin... i assume meron naman ABS Smile

I agree may ABS at EBD for sure ang mga GL natin. Natest ko na yung ABS before, kasi nung bago pa GL ko tumatakbo ako ng 90kph sa edsa then bigla nagfull stop yung nasa harap ko na adventure, ayun preno ako agad then nasa kalahati na tapak ko sa preno parang aabutin, diniin ko pa kaunti then bigla nagflatten sa floor yung brake pedal na may sound na dugudug hehehe. then I ask my SA kung normal lang yun o baka nasira brake ko sabi nya that means nagwork daw ang ABS ko kaya ganon.

I have just confirmed in the brochure that ABS and EBD are available for mid and top variants only.

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