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EMW 327

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EMW 327 - information: EMW 327 is a very good car, that was released by "EMW" company. We collected the best 9 photos of EMW 327 on this page.

Brand Name EMW
Model EMW 327
Number of views 36350 views
Model's Rate 5.5 out of 10
Number of images 9 images
Interesting News
  • RECREATING HISTORY.

    A stunningMoto Guzzi V8 works racer replica looks certain to steal the show at Coys sale at theMCNLondonMotorcycle Show at Excel on February 13. The bike was built in the early 2000s by ex-factory technicians with access to original drawings and spares to use as patterns to make new components. Coys haven’t provided an estimate but, with only two original V8 racers existing, the parade-ready replica should attract a three-figure sum. Other bikes from the same Italian collection to be offered at Excel include a gorgeous 1957 Ducati 125cc Bialbero racer (estimate ?65,000-70,000), a rare 1955 100cc Cecatto Bialbero racer (?29,000-35,000), a 1938 250cc Benelli Bialbero race bike (?48,000-52,000) and a 1931 1300cc Indian Type 402 four, fully restored in 2010 with minimal mileage since (?55,000-65,000). Entries for the capital’s only motorcycle-only sale scheduled for 2016 are still open and the catalogue - which will be available on January 25 - closes on January 19. Entry fees are ?350 per bike and buyers’ and sellers’ commission is set at 10% plus VAT. Over 100 lots are promised for the sale, which starts at 2.30pm on Saturday February 13 (viewing from February 12). Potential vendors contact Anthony Godin (07854 213928 or 0208 614 7888).
  • Audi’s electrified future.

    The introduction of mild hybrids to Audi’s model range is set to edge efficiency ever closer to the kind of economy figures enjoyed by TDI owners. But it doesn’t mean the death of the diesel engine, as the introduction of cutting edge technology can be paired to both TDI diesel and TFSI petrol engines. Audi says that within ten years, its entire model range will feature the technology. The key elements of the new system are an 11 Ah capacity lithium-ion battery pack and belt starter generator, with the latter replacing the current starter motor. Coasting becomes possible from around 9mph upwards, so that if the driver takes their foot off the accelerator, the car will coast along for a short time with the engine off, saving fuel. It’s possible to recuperate up to 5kW (7bhp), with the generator returning that power, reducing fuel usage and boosting economy as a result. And while this system can be integrated into current 12-volt systems, Audi is on the verge of announcing that it will put a new 48-volt system into production, with a capacity of harnessing 12kW (16bhp), that will allow coasting for up to 30 seconds, delivering even better efficiency compared to the 12-volt system. The company first gave a glimpse at the technology in the Prologue Concept car last year at the Los Angeles motor show. Other benefits of the introduction of a 48-volt electrical system includes the ability to have much smaller cable cross sections, reducing the weight of the wiring harness, and because it has four times the power, there’s opportunities to add additional innovative technology for the suspension and drivetrain. Further into the future, Audi’s engineers plan to convert the auxiliary systems, like pumps, superchargers for the engine, transmission and air conditioning system to 48 volts. Today these are driven hydraulically or by the engine, but in the future they will be powered by electricity and lighter and more compact. Audi will soon announce an electromechanical active roll stabilisation system, which features an electric motor and a three-stage planetary gearbox that separates the two halves of the stabiliser from each other. For relaxed and comfortable driving, the two halves are decoupled, resulting in cossetting ride comfort. For the sportier driver, the tubes are interconnected and twist against each other, delivering a tauter, more dynamic ride, and less roll when cornering. The front and rear stabilisers can also be adjusted independently allowing even greater degrees of fine tuning. The system is also capable of harnessing energy, and the motor can act as a generator, converting it to electrical energy. But Audi’s engineers are already looking at a second, more advanced project using the 48-volt setup, though it is still in the very early prototype stage. Being developed under the working title of eROT, an electromechanical rotary damper replaces today’s hydraulic item. The system isn’t too far apart from the active roll stabilisation arrangement in terms of basic principles, but a strong lever arm absorbs all of the forces that occur on a bumpy road, and via a series of gears, the force is transmitted into an electric motor, which then converts it to electricity. Recuperation is, on average, around 150 watts on an average road, with a freshly resurfaced road generating as little as 3 watts, while a badly maintained country lane may generate as much as 613 watts. Over a cross section of different roads, CO2 emissions savings could be as much as 3g/ km or four to five mpg.
  • 2017 SUZUKI GSX-R1000 CONCEPT.

    Racers and sportbike riders have been waiting impatiently for several years now for an updated Suzuki literbike, but the end is in sight: At the EICMA show last November, the company finally unveiled a new GSX-R1000. But while the new bike was labeled as a 2017 model, it was also called a “concept,” indicating there may still be work to be completed before it reaches production. Suzuki says that the goal for the new bike was to create the “most powerful, hardest-accelerating, cleanest-running GSX-R ever built,” and the “lightest, most aerodynamic, and best-handling GSX-R1000 ever.” To that end, the bike benefits from lessons learned from the GSX-RR MotoGP project. Specifically, the GSX-R uses what Suzuki refers to as a “Broad Power System,” intended to maximize top-end power without sacrificing low-end and midrange torque via four new features: variable valve timing, valves operated by finger followers, top-feed fuel injectors, and dual SET valves in the exhaust headers. Suzuki’s Variable Valve Timing System utilizes a ball-and-groove arrangement on the intake camshaft, activated by centrifugal force stacking the balls in different grooves. As rpm increases, the intake cam is retarded, optimizing cam timing over the rpm range. The new valve train also uses a finger follower setup to improve valve control and reduce moving mass in the top end, allowing increased valve lift and higher peak rpm. The top-feed fuel injectors are located in the airbox (they were previously mounted in the throttle bodies) to better atomize the fuel for more top-end power, again without sacrificing low-rpm output. And the final part of the Broad Power System is Suzuki Exhaust Tuning-Alpha, which utilizes a butterfl y valve between the number one and four exhaust headers and another between the number two and three headers. The valves remain closed at lower rpm to enhance torque and open at higher rpm for more power. Another goal for the engine was to “optimize dimensions to enhance cornering performance” as well as make the chassis as compact as possible. The frame is all new and has revised geometry, though again no numbers were given. Suspension consists of a Showa Balance Free Fork and Balance Free Rear Cushion shock very similar to those used on the 2016 Kawasaki ZX-10R; the fork has external nitrogen-charged oil reservoirs and external damping circuits, and the shock is Showa’s latest iteration of the BFRC and is significantly lighter. Other chassis updates include high-volume intake ducts, a lower top and sleeker design for the fuel tank, and more aerodynamic bodywork. Even the fairing mounting bolts have been redesigned, with a new fl at-top shape to reduce air resistance, with other mounting hardware recessed to prevent turbulence. No mention was made of the new GSX-R’s brakes aside from the use of electronic ABS, but the calipers are very similar to the previous model’s Brembo four-pot monoblock units. The rotors, however, appear to be a variant of Brembo’s T-drive discs, with half the traditional buttons replaced by T-shaped pins. According to Brembo, the assembly system transfers braking force more effectively, is lighter, and has greater resistance to thermo-mechanical stress. A single-valve ride-by-wire throttle assembly replaces the old model’s dual-valve setup, and the electronics package now features a 10-level traction control system, three power modes, a quickshifter that works on upshifts as well as downshifts, and launch control. The press material contains no mention of an IMU as part of the electronics package; in this regard the GSX-R may be a step behind the YZF-R1 and new ZX-10R, but this is one aspect that could very well change before the bike reaches production. No word was given on price or availability for the new model, but with race teams the world over clamoring for the updated platform, it’s a safe bet the new bike will be a very-early-release 2017 model.
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