Thanks to Alrizki Marino~

siapakah dia?

hahaha,ya,Alrizki Marino. dia adalah salah satu anak muda yang suka sekali dengan mobil dan menganggap mobil sebagai "passion" dalam hidup dia.

well,ceritanya begini. saya mempunyai teman bernama Zendeedo. dia meminta tolong kepada Rino (gue manggil dia Rino) untuk mengajarinya nyetir,dan akhirnya diapun mau mengajari Deedo nyetir. pada saat itu,saya dikasih tau Deedo bahwa yang ngajarin dia nyetir adalah Rino dan dia nawarin gue buat ketemu juga sama Rino,dan seketika gue langsung seneng. dipastikan akhirnya gue akan ketemu sama Rino pada hari sabtu,di bulan oktober lalu,tapi lupa tanggal berapa.

ketika hari jum'atnya. gue dikasih tau sama temen gue,anggoro,ketua perkumpulan bioskop 28 gue. dia kasih tau bahwa hari sabtu akan ada kegiatan mengsupervisikan SMA 66. seketika langsung gue ijin untuk tidak ikut,karena gue udah bikin janji duluan sama Deedo dan juga Rino (kalau Rino lewat FB).

pada hari H,gue langsung pergi ketempat si Deedo akan latihan dengan Rino,yaitu di citos. well,mereka bilang mereka akan latihan jam 9,jadi gue juga dateng kesana pagi.

gue tunggu lama bener..dari jam 8 gue nunggu,sampe jam 10. ternyata pas gue telefon jam 9,deedo bilang bahwa dia baru bangun dan tidurnya dia jam 5. ckckckc,kehidupan anak remaja

seketika tadinya gue berpikir untuk mendatangi apartemen Rino,akan tetapi Rino bilang tidak usah. karena ternyata mereka lagi dirumah temen mereka dan mereka akan balik ke apartemen nantinya untuk mandi lalu berangkat lagi. tadinya gue ada perasaan bingung kenapa ga boleh,tapi dalam hati gue bilang "mungkin memang gue seharusnya ga usah kesana,buang buang tenaga dan juga jadi kesannya tidak sopan" lalu gue menunggu mereka. selama menunggu,gue membaca cerita karya temen gue atau partner gue,gita (thanks,git) lalu dengan meminum segelas teh hangat di kafe dekat kolam renang citos

ketika Deedo sudah sampai dengan Rino,Deedo memberitahukan posisi mereka dan langsunglah kita ketemuan. dan ternyata,ada satu orang lagi,namanya tito,ya,tito pratikto. dia seumuran sama gue,16 tahun,bersekolah di Al Izhar akan tetapi dia tak terlalu memikirkan pelajaran,jadi pada saat itu gue mencoba tidak membicarakan pelajaran sama sekali dengan tito. si tito kaget karena gue dari SMAN 28,gue bingung kenapa dia kaget dan ketika gue tanya bahwa dia tau SMAN 28 atau tidak ternyata dia tau (syukurlah,banyak yg ga tau juga tuh sekolah 28 ==") dan dia juga tau bahwa hari itu ada world science day di 28,wah salut gue sama tito bisa tau seperti itu.

ketika bertemu,kami langsung ke parkiran dan untuk pertama kalinya gue melihat GX71 milik Rino GX71 adalah nama seri dari toyota Cressida,seperti ini fotonya GX71 milik Rino

setelah itu,kami pergi ke PIM karena Rino ada urusan. ketika sampai di basement PIM 2,rino melakukan sebuah drifting..ya DRIFTING di basement PIM 2,ckckckc. sampai mobil dibelakang sempat agak kaget. dan pada saat rino tancap gas,banyak mobil yang sensor bunyinya pada nyala (karena resonansi suara meisn Rino yang bising,HAHAHAH) well,bising tapi bertenaga mesinnya!
setelah dari PIM,kami menuju citos lagi,dan Rino melewati perumahan untuk kembali ke citos. didalam perumaha,ia melakukan drifting lagi,dan disitu saya senang sekali.

well,ternyata. alasan rino dan deedo bangun siang itu adalah,mereka malam harinya drifting di daerah puteran PIM. kurang lebih seperti dibawah ini
dan ini adalah video driftingnya rino di tempat tersebut,check it out!

saya ambil dari blognya dia AM auto blogspot

well,motto dia adalah"keisengan dapat membawamu ketempat yang lebih tinggi,so jangan remehkan efek dari keisengan" kurang lebih gitu dan satu lagi "i don't need a traction" wew XD
well,sekian dulu untuk teman saya,alrizki marino!

the video of TRUENO AE86 ability

this is a video of touge battle-sudden death between trueno and R34. the driver of trueno is keiichi tsuchiya the drift king (dorikin)

well,this video make me laugh because when the R34 driver want to chased the AE86,he said "woo hoo"
ahahhaa
well,enjoy

mazda RX-7 FC AKA savanna

mazda RX-7 FC3S



he second generation RX-7 ("FC", VIN begins JM1FC3 or JMZFC1), still known as the Savanna RX-7 in Japan, featured a complete restyling reminiscent of the Porsche 944 or Porsche 924. Mazda's stylists, led by Chief Project Engineer Akio Uchiyama, focused on the Porsche 944 for their inspiration in designing the FC because the new car was being styled primarily for the American market, where the majority of first generation RX-7's had been sold. This strategy was chosen after Uchiyama and others on the design team spent time in the United States studying owners of earlier RX-7's and other sports cars popular in the American market. The Porsche 944 was selling particularly well at the time and provided clues as to what sports-car enthusiasts might find compelling in future RX-7 styling and equipment. While the SA22/FB was a purer sports car, the FC tended toward the softer sport-tourer trends of its day. Handling was much improved, with less of the oversteer tendencies of the FB. The rear end design was vastly improved from the FB's live rear axle to a more modern, Independent Rear Suspension (rear axle). Steering was more precise, with rack and pinion steering replacing the old recirculating ball steering of the FB. Disc brakes also became standard, with some models (S4: GXL, GTU, Turbo II, Convertible; S5: GXL, GTUs, Turbo, Convertible) offering four-piston front brakes. The rear seats were optional in some models of the FC RX-7, but are not commonly found in the American Market. Mazda also introduced Dynamic Tracking Suspension System (DTSS) in the 2nd generation RX-7. The revised independent rear suspension incorporated special toe control hubs which were capable of introducing a limited degree of passive rear steering under cornering loads. The DTSS worked by allowing a slight amount of toe-out under normal driving conditions but induced slight toe-in under heavier cornering loads at around 0.5 G's or more; toe-out in the rear allows for a more responsive rotation of the rear, but toe-in allowed for a more stable rear under heavier cornering. Mazda also introduced Auto Adjusting Suspension (AAS) in the 2nd generation RX-7. The system changed damping characteristics according to the road and driving conditions. The system compensated for camber changes and provided anti-dive and anti-squat effects. The Turbo 2 uses a turbo charger with a twin scroll design. Engineered to cancel the turbo lag at low engine speeds is the smaller primary chamber. At higher revolutions the secondary chamber is opened pumping out 33% more power then the naturally aspirated counterpart. The Turbo 2 also has an air to air intercooler that has its own intake on the hood.
Though about 80 lb (36 kg) heavier and more isolated than its predecessor, the FC continued to win accolades from the press. The FC RX-7 was Motor Trend's Import Car of the Year for 1986, and the Turbo II was on Car and Driver magazine's Ten Best list for a second time in 1987.
In the Japanese market, only the turbo engine was available; the naturally-aspirated version was allowed only as an export. This can be attributed to insurance companies penalizing turbo cars (thus restricting potential sales). This emphasis on containing horsepower and placating insurance companies to make RX-7's more affordable seems ironic in retrospect. Shortly after the discontinuance of the second generation RX-7's in 1992, an outright horsepower "arms race" broke out between sports car manufacturers, with higher and higher levels of power required to meet buyer demands. This rising horsepower phenomena arose from the US CAFE standards remaining stable while engine technologies marched forward rapidly.

Australian Motors Mazda released a limited run of 250 'Sports' model Series 4 RX-7's; each with no power steering, power windows or rear wiper as an attempt to reduce the weight of the car. In Japan, there was a special limited release of the FC called, Infini with only 600 made for each year. Some special noted features for all Infini series are: white infinity logo on the back, upgraded suspension, upgraded ECU, horsepower of 215, (although many dyno sheets prove it to be 225-230) lightened weight, BBS aluminum alloy wheels, Aero bumper kits, bronze colored window glass, floor bar on the passenger side, aluminum bonnet with scoop, and storage boxes. The car was thought as the pinnacle of the Rx-7 series, (until the FD came out) and came in the color dark green or brilliant black only. There are differing years for the Infini, which noted the series. There is not much information about the Series I or what year it was made. Series II was introduced in 1988, Series III was introduced in 1990, and Series IV was introduced in 1991. There are only minor differences between the series, the biggest change which was from the Series II being an S4 (1986-1988) and the Series III and IV being an S5 (1989-1991).

Honda Civic Type R

EK9 civic type R hatchback

1st generation (EK9 chassis)

The first Civic to receive the 'Type R' name was based on the 6th generation 'EK' Civic. The contributing base model was the JDM Civic 3 door hatchback called SiR, code named EK4. Like its sister model the Integra Type R DC2, the Civic SiR's transformation into a Type R was achieved by working on the base model and improving it to Honda's idea of a car capable of high performance on the circuit.
The EK9 Civic Type R was preceded by two previous generations of unofficial Type R's - the EF9 SiR and EG6 SiR. The EF9 was the first Civic to feature the 'Racing' moniker, in the form of the top of the line SiR trim, featuring racing technology available in a production car. The first Civic to officially receive the Type R badge was introduced in 1997 as the EK9. As a hatchback which continued the 'R' philosophy from the 2 previous SiRs, the EK9 shared many characteristics with the Integra Type R DC2 such as omission of sound deadening and other weight-reduction measures, a hand-ported B16B engine, front helical limited-slip differential and close ratio gearbox etc.. The B16B engine boasted one of the highest power output per litre of all time for an NA engine with 185 PS (136 kW; 182 hp) from a 1.6L. For the first time, a strategically seam welded monocoque chassis was used to improve chassis rigidity. The interior featured red Recaro seats, a titanium shift knob and a Momo steering wheel. In 1999 the Type Rx was introduced featuring a CD player, body colored retractable electric door mirrors, power windows, auto air conditioning, key-less entry unlock system, aluminum sports pedals, and a carbon type center panel. The SiR badge from the previous 2 generations was ceded to the EK4 Civic as a mainstream sedan and hatchback which was sold in huge numbers across the globe due to its relatively low cost, practicality and everyday usable street performance/drivability.

AE86 specification

this is the specification of AE86,and i still learning to it

Models/specifications

In Japan, the DOHC 4A-GEU AE86 was offered in GT, GT-APEX and GTV trims as the Corolla Levin or Sprinter Trueno, with SOHC 3A-U AE85 version sold in a variety of trims including SR, GT, et cetera. In America, the top-spec DOHC 4A-GEC was sold as the Corolla GT-S AE86 (for VIN numbers starting with AE88 the 4th number in the VIN indicates 4agec motor in federal emissions handbook) , with the SOHC 4A-C AE86 bket, with pop-up headlights and the regulated 5 mph (8 km/h) bumpers.
The lightest AE86 is the Japanese 2 door GT model which weighs 910 kg (2,006 lb). It has the same exterior as the GTV trim, but with the interior of the AE85 with the exception of the gauges, and is equipped with rear drum brakes.


car specification

DX & SR5 specifications
Chassis Code: AE86 (which may differ from the VIN)
Horsepower: 87 hp (64 kW) @ 4800 rpm* Torque: 85 ft·lbf (115 N·m) @ 2800 rpm*
Weight: approximately 2200 lb (998 kg) to 2400 lb (1089 kg)
Engine: 4AC, 1587 cc
Engine Type: SOHC 8-valve Inline-4 Carburated
M/T Transmission: T50, 6-bolt flywheel
A/T Transmission: A42DL, 4-speed overdrive w/lockup torque converter, mechanically controlled, with electronically engaged overdrive
Compression: 9.0:1
Differential: 6.38" Open with 4.10:1 Ratio, 2-pinion (Automatic) (S292) or 3.91:1 Ratio, 4-pinion (5-speed) (S314)
Wheels/Tires: 13x5" +33 mm Offset Rims with 185/70R13 Tires
First 7 Digits of VIN: JT2AE85 (DX) or JT2AE86 (SR5)

GT-S specifications
Chassis Code: AE86 (which may differ from the VIN)
Horsepower: 112 hp (84 kW) @ 6600 rpm* Torque: 97 ft·lbf (132 N·m) @ 4800 rpm*
Weight: approximately 2200 lb (998 kg) to 2400 lb (1089 kg)
Engine: 4AGE, 1587 cc
Engine Type: DOHC 16-valve Inline-4 AFM Multiport Fuel Injection w/T-VIS
Transmission: T50, 8-bolt flywheel
Injector Size: approx. 180 cc, low impedance
Compression: 9.4:1
Differential: 6.7" Open (T282) or optional LSD (USA Only) (T283) with 4.30:1 Ratio, 2-pinion
Wheels/Tires: 14x5.5" +27 mm Offset Rims with 185/60R14 82H Tires (195/60R14 85H for 86+ models)
First 7 Digits of VIN: JT2AE88

AE86 in motorsport history

AE86 drifting (levin)


During its production life, the AE86 was a popular choice for showroom stock, Group A, and Group N racing, especially in rallying and circuit races. Even after production of the car was discontinued, many privateer teams still raced the AE86, and it is still a popular choice for rallying and club races today. Part of the continued appeal of the AE86 for motorsports is its rear-drive configuration, a feature not available in most newer lightweight coupes. In Group A world rally cars (1600 cc class) the 4AGZE engine was popular. In Group A touring car races, the car either dominated the lower category where eligible or fought it out with Honda Civics or the later AE92s and AE101s whilst maintaining its competitiveness. In Ireland, where rallying is considered one of the most popular forms of motorsport, as organizing regulations are more relaxed compared to that of other countries, the AE86 was popular when new, and is still so popular that teams will purchase cars from the UK due to local shortages. The AE86 is also popular for rally use in Finland, where the cars can be competitive in the F-Cup competition for naturally aspirated 2WD cars.



The semi-factory supported Kraft team entered a spaceframe Trueno at the JGTC with a 3S-GTE engine that came from a SW20 MR-2 Turbo producing about 300 hp (224 kW) as for the GT300 regulation in 1998. Despite being popular with the racefans, the car had minor success and was abandoned from use halfway through the 2001 season in favor of a newly delivered Toyota MR-S.
The rear wheel drive configuration, combined with the AE86's light weight (approximately 2300 lb (950–970 kg) curb weight), balance and relatively powerful (and easy to tune) 4A-GEU/4A-GEC engine made it popular among the Japanese hashiriya (street racers in Japanese), many of whom raced in mountain passes (touge in Japanese) where the corners suited the AE86 best, especially on the downhill.[1] Among those who utilized this car was Japanese racing legend Keiichi Tsuchiya, also known as the Dori-Kin ("Drift King" in Japanese). Tsuchiya helped popularize the sport of drifting, which involves taking a car on a set of controlled slides through corners. The AE86's FR configuration made it well suited to this kind of cornering, and currently the car is a mainstay of drift shows and competitions. The main character of the anime and manga Initial D, Takumi Fujiwara, uses his father's AE86 for racing and making his tofu deliveries.