العودة   مصر موتورز مجتمع السيارات > السيارات الأوروبية > أودي AUDI

أودي AUDI أودي AUDI الالمانية تاسست عام 1899 وانضمت لمجموعة فولكس منذ عام 1964 وتمثل الجناح الرياضى والاكثر فخامة حيث تضم لامبورجينى وسيات وتعتبر منافسا لسيارات مرسيدس وBMW من اهم موديلات اودى A3 A4 A6 Q7


إضافة رد
 
أدوات الموضوع
  #6  
قديم 02-04-2011, 08:40 PM
الصورة الرمزية samirayad
samirayad samirayad غير متواجد حالياً
التخصص العملى: الهندسه الميكانيكيه والكهربيه
 
تاريخ التسجيل: Oct 2008
المشاركات: 7,902
samirayad has a reputation beyond reputesamirayad has a reputation beyond reputesamirayad has a reputation beyond reputesamirayad has a reputation beyond reputesamirayad has a reputation beyond reputesamirayad has a reputation beyond reputesamirayad has a reputation beyond reputesamirayad has a reputation beyond reputesamirayad has a reputation beyond reputesamirayad has a reputation beyond reputesamirayad has a reputation beyond repute
افتراضي رد: Audi NSU RO 80


المشاركة الأصلية كتبت بواسطة cars admire مشاهدة المشاركة

then let's do it
manuaL gearbox with 2

two-pedaLs

onLy
!!!!!!!!!!!!!
: 14369D~149::1 4369D~149:
مش متخيلها تيجى أزاى الصراحه

لازم علشان أقتنع بشىء

أتعرف على خباياه الفنيه
__________________


قال رسول الله

إن الله ليملى للظالم ............حتى إذا أخذه .....لم يفلته

صدق رسول الله

___________

م/سمير
رد مع اقتباس
  #7  
قديم 02-04-2011, 10:05 PM
cars admire
Guest
 
المشاركات: n/a
مميز رد: Audi NSU RO 80


المشاركة الأصلية كتبت بواسطة samirayad مشاهدة المشاركة

مش متخيلها تيجى أزاى الصراحه

لازم علشان أقتنع بشىء

أتعرف على خباياه الفنيه
A semi-automatic transmission is one that does not change gears automatically, but rather facilitates manual gear changes by dispensing with the need to press a clutch pedal at the same time as changing gears. An automated transmission (also known as self-changing transmission, clutchless manual transmission, automated manual transmission, flappy-paddle gearbox, or paddle shift gearbox) is a system which uses electronic sensors, pneumatics, processors and actuators to execute gear shifts on the command of the driver or by a computer. This removes the need for a clutch pedal which the driver otherwise needs to depress before making a gear change, since the clutch itself is actuated by electronic equipment which can synchronise the timing and torque required to make gear shifts quick and smooth. The system was designed by automobile manufacturers to provide a better driving experience, especially in cities where congestion frequently causes stop-and-go traffic patterns.
Many modern automated transmissions can also operate in the same manner as a conventional type of automatic transmission by allowing the transmission's computer to automatically change gear if, for example, the driver were redlining the engine. The ability to shift gears manually, often via paddle shifters, can also be found on certain automatic transmissions (manumatics such as Tiptronic) and continuous variable transmissions (CVTs) (such as Lineartronic). Despite superficial similarity to other automated transmissions, automated transmissions differ significantly in internal operation and driver's "feel" from manumatics and CVTs. A manumatic, like a standard automatic transmission, uses a torque converter instead of clutch to manage the link between the transmission and the engine, while a CVT uses a belt instead of a fixed number of gears.
The automated transmission may be derived from a conventional automatic; for instance Mercedes-Benz's AMG SPEEDSHIFT MCT automated transmission is based on the 7G-Tronic manumatic, however the latter's torque converter has been replaced with a wet, multi-plate launch clutch.[1][2]. Other automateds have their roots in a conventional manual; the SMG II drivelogic (found in the BMW M3 (E46) is a Getrag 6-speed manual transmission, but with an electrohydraulically actuated clutch pedal, similar to an Formula One style transmission.[






Electronically Controlled Semi-automatic Transmission

The objective behind the development of electronically controlled semi-automatic transmis­sions is to produce a gearbox with the efficiency and controllability of a manual transmission, but the ease of driving offered by a clutchless system. In all designs, semi-automatic transmis­sion is concentrated around layshaft or epicyclic-type gearboxes, with automated actuation of clutch engagement and disengagement.
Early designs of the 1960s and 1970s, such as the Manumatic gearbox (developed by AP and subsequently installed in some Hillman cars) and the system developed by NSU for their Wankel-engined Ro80, used a micro-switch under the gear level knob to detect the driver’s hand-pressure and hence his intention to change gear. When the switch was operated, a solenoid valve was energized to allow either vacuum or hydraulic pressure to actuate the clutch mechanism. Since clutch control was of a rather on-off nature, these transmissions were not particularly smooth and therefore fluid couplings were sometimes used to cushion the drive. Deficiencies in the control electronics still remained. These systems could make little impact on the market.
During the late 1980s using the readily available cheap and powerful microprocessors, low-cost semi-automatic gearboxes with good performance was developed. In Europe, the Valeo Company in France, Fichtel and Sachs in Germany, Magnetic Marelli in Italy and AP Borg and Beck in Britain have all developed fully commercialized systems with semi-automatic operation of a conventional lay-shaft gearbox. The heart of all of these systems is a microcomputer-based electronic control unit, which monitors engine and transmission speeds, as well as detects the positions of the accelerator pedal and gear lever. Commands issued by the control unit then energize an electric, vacuum or hydraulic actuator to engage or disengage a conventional dry-plate clutch. This provides the driver all the advantages of a manual gearbox without the fatigue of manipulating the clutch. This renewed interest has led to the development of a variety of modified semi-automatic control strategies, presented below.
25.26.1.
Some Semi-automatic Control Systems Electronic Clutch Control.

This is the basic semi-automatic system described above. With the vehicle at rest, the driver engages a gear and depresses the accelerator pedal to move away. Once the vehicle is moving, gear changes are effected by shifting the gear lever, causing very fast gear changes, Clutch operation is fully automated, but during the gear-change interval the driver must still control engine speed with the accelerator pedal. When the vehicle is slowed, the clutch is not disengaged until the vehicle is almost at a standstill. This maximizes engine braking but avoids a stall. Some of the first vehicles having electronic clutch control include the Ferrari Modial (introduced in 1993 with the Valeo TEE2000 system), Renault Twingo Easy (introduced into Europe during
1994 with an AP Borg and Beck system) and Volkswagen’s Golf diesel Ecomatic (also introduced in 1994).
Electronic Clutch and Engine Speed Control.

This system is the outcome of further enhancement of the system described above. The accelerator cable is replaced by an electrical connection between a position sensor mounted on the accelerator pedal and a servomotor operating the engine’s throttle disc. Normally, the throttle disc is actuated directly at the command of the driver, but during gear changing, the control unit intervenes and takes command of engine speed to synchronize it with transmission speed for the newly selected gear. This action ensures smooth and comfortable clutch engage­ment and minimizes clutch wear.
Remote Gear Selection.

In this system the features described above are further enhanced by the incorporation of a remote gear selector. The usual gear selection linkage is replaced by an electrical connection between the gear change switch (usually a small lever or a push-button) and a transmission-mounted electro-hydraulic actuator. The small lever is flicked forwards or backwards to shift down or up a gear. The gear lever being an electrical switch requires only small operating pressure and it can be fitted at a place best suited to the driver.
Automatically Shifted Manual Transmission.

A transmission with electronically controlled clutch and remotely selected gears as above can be further enhanced for complete automation of the gear-selection process. As a result a small, light and highly efficient automatic transmission, well suited to small-capacity cars is developed.
25.26.2.
AP Borg and Beck ACTS Semi-automatic Transmission

Figure 25.29 illustrates the Automatic Clutch and Throttle System (ACTS) developed by AP Borg and Beck. ACTS permits the driver to change gear using a conventional “H”-gate lever, but with automated control of clutch and engine-speed during the gear-changing process. Since ACTS uses a conventional manual transmission, it is comparatively simple and low-cost. However it has additional sophisticated electronic control unit and a variety of sensors and actuators. These include
(i) An accelerator pedal position sensor.
(ii) A throttle disc actuator with a built-in position sensor.
(Hi) A gear lever load-switch to detect the driver’s hand pressure on the knob.
(iv) A gear position sensor.
(v) A magnetic pickup to sense engine speed.
(vi) A magnetic pickup to sense gearbox input shaft speed.
(vii) A controllable source of hydraulic energy consisting of a fluid reservoir, electrically driven pump, pressure accumulator and electro-hydraulic control valve.
(viii) A clutch release cylinder with a built-in position sensor.
The hydraulic system operates clutch release cylinder, which engages and disengages the circuit through a conventional release lever. Pressure to the reverse cylinder is controlled by a solenoid valve mounted on the hydraulic power unit. This valve is operated by the controller in response to signals from the sensors. A servo loop based on the release lever transducer and the
engine and transmission speed sensor provides fine control for the clutch friction plate speed gradient, ensuring very smooth engagement.

Fig. 25.59. Automatic clutch and throttle system (ACTS) incorporated in semi-automatic transmission (AP Borg & Beck).
The throttle motor is equipped with a feedback potentiometer to report throttle opening to the control unit. During normal driving the motor’s position is controlled by the driver through another potentiometer, mounted on the accelerator pedal. During gear changing, however, the microcomputer intervenes to temporarily modify the engine speed. A switch in the gear lever detect the driver’s hand pressure to change the gear and so signals the controller to disengage the clutch. Once a gear change has been made the gear position sensor sends a digital code to the controller to report the gear selected, and so a decision is made to re-engage the clutch.
Operation of ACTS.

Before starting a vehicle fitted with ACTS the transmission must be placed in neutral to close the inhibitor switch for operation of the starter motor. When the engine starts, the clutch cylinder position sensor locates the current release lever position (thus compensating for clutch wear) and the controller establishes an engine idle speed reference.
With the vehicle still at rest, the driver moves the gear lever to engage first gear, so causing the controller to disengage the clutch. But it remains disengaged until the driver depresses the accelerator, causing the controller to re-engage the clutch. During reengagement the controller continuously modifies the throttle disc and release lever positions to ensure a smooth make-up but simultaneously maintaining the engine speed desired by the driver. With this sequence, it is possible to start the vehicle with a high engine speed (for hill-starts or rapid acceleration) or with a low engine speed (for leisurely acceleration). The microcomputer detects if the driver initially selects an inappropriate gear and issues a warning to the driver (by a buzzer). In this case the clutch engagement takes place only when a suitable gear is engaged.
With the vehicle in motion, the driver performs gearshifts by moving the lever to the desired gear position. The microcomputer then momentarily takes command of clutch position and engine speed. Engine speed is modified depending on an upward or a downward gearshift as detected by the gear position sensor.
When an upshift is detected, and the engine speed is greater than that of the transmission input shaft, the microcomputer engages the clutch immediately and engine-speed control remains with the driver. When downshift is detected, the engine speed is usually below that of the transmission input shaft then the microcomputer delays clutch re-engagement and com­mands the throttle motor to momentarily increase engine speed to match that of the transmis­sion input shaft. Once the clutch has-been re-engaged engine-speed control reverts to the driver.
If the vehicle is operated down to a very low speed, the engine revolutions fall and the microcomputer disengages the clutch to prevent a stall. The clutch then remains disengaged until a suitable gear is selected and the accelerator depressed. As a means of reducing drive-line shunt in stop-go driving it is possible for ACTS to allow an amount of controlled clutch slip. Any large discrepancy between the actual engine speed and the driver-demanded engine speed is detected by the microcomputer and a limited amount of slip is introduced accordingly.
25.26.3.
Valeo Electronic Clutch Transmission TEE 2000

Valeo’s TEE 2000 system (Fig. 25.60) has many components in common with AP Borg and Beck ACTS. The system is to some extent less complex as it does not intervene to adjust engine
speed during gear changes like ACTS and therefore a little more skill from the driver is necessary. It uses an electromechanical (rather than electro-hydraulic) actuator sys­tem for clutch operation. The actuator is con­sisted of an electric motor, which drives the release arm through a worm reduction gear. To reduce input power to the motor the ac­tuator uses a strong spring, working against the clutch diaphragm spring, to counter­balance the disengagement load. Even with a relatively small motor, clutch actuation takes less than one-fifth of a second.

Fig. 25.60. Valeo electronic clutch transmission.
25.26.4.
Volkswagen Ecomatic System

The Ecomatic system has been commercialised by Volkswagen for use on certain diesel-en-gine cars. In this system the clutch is operated by a vacuum servo unit controlled by the Ecomatic ECU through a solenoid valve. Ecomatic is a semi-automatic transmission, which improves fuel economy and reduces exhaust emissions by disengaging the engine from the transmission when the driver reduces pressure on the accelerator to slow down the vehicle. In case the driver totally releases the accelerator pedal for more than about two seconds, for example in a traffic queue, the engine is switched off and the clutch is disengaged. When the engine is not running a 50% oversize 92 Ah battery, charged by a 90A alternator, is used to provide power for normal electrical loads plus the electrically driven vacuum, coolant and power steering pumps.
The engine is again started by simply engaging first gear and depressing the accelerator, which automatically operates the starter motor and engages the clutch to allow the vehicle to move off.
Diesel engines are specifically suited to this type of operation. It is because, when warm, these engines generally start on the first turn of the crankshaft whereas, petrol engines normally require several turns.
The Ecomatic adds about 40 kg to the weight of a standard vehicle. With a 1.9 litre diesel engine it offers 22% lower urban fuel consumption, 36% reduction in CO emissions, 22% reduction in CO2, and 25% in HC and NO.







citroen

Citroens Semi-automatic transmission, or also known as clutchless manual transmission, automated manual transmission, e-gear, or paddle shift gearbox is a system which uses electronic sensors, processors and actuators to do gear shifts on the command of the driver. This removes the need for a clutch pedal which the driver otherwise needs to depress before making a gear change, since the clutch itself is actuated by electronic equipment which can synchronise the timing and torque required to make gear shifts quick and smooth. The system was designed by European automobile manufacturers to provide a better driving experience, especially in cities where congestion frequently causes stop-and-go traffic patterns.

Citroen Gearbox Operations

In standard mass-production automobiles, the gear lever appears similar to manual shifts, except that the gear stick only moves forward and backward to shift into higher and lower gears, instead of the traditional H-pattern. The Bugatti Veyron uses this approach for its 8-speed transmission. In Formula One, the system is adapted to fit onto the steering wheel in the form of two paddles; depressing the right paddle shifts into a higher gear, while depressing the left paddle shifts into a lower one. Numerous road cars have inherited the same mechanism.
Hall effect sensors sense the direction of requested shift, and this input, together with a sensor in the gear box which senses the current speed and gear selected, feeds into a central processing unit. This unit then determines the optimal timing and torque required for a smooth clutch engagement, based on input from these two sensors as well as other factors, such as engine rotation, the Electronic Stability Program, air conditioner and dashboard instruments.
The central processing unit powers a hydro-mechanical unit to either engage or disengage the clutch, which is kept in close synchronization with the gear-shifting action the driver has started. The hydro-mechanical unit contains a servomotor coupled to a gear arrangement for a linear actuator, which uses brake fluid from the braking system to impel a hydraulic cylinder to move the main clutch actuator.
The power of the system lies in the fact that electronic equipment can react much faster and more precisely than a human, and takes advantage of the precision of electronic signals to allow a complete clutch operation without the intervention of the driver.
For the needs of parking, reversing and neutralizing the transmission, the driver must engage both paddles at once, after this has been accomplished the car will prompt for one of the three options.
The clutch is really only needed to start the car. For a quicker upshift, the engine power can be cut, and the collar disengaged until the engine drops to the correct speed for the next gear. For the teeth of the collar to slide into the teeth of the rings not only the speed, but also the position must match. This needs sensors to measure not only the speed, but the positions of the teeth, and the throttle may need to opened softer or harder. The even faster shifting techniques like powershifting require a heavier gearbox or clutch or even a twin-clutch gearbox.

Citroën is one manufacturer that committed to semi automatic transmission. First appearing in 1955 on the Citroën DS, a hydraulic system was used to select gears and operate the conventional clutch using hydraulic servos. There was also a speed controller and idle speed step-up device, all hydraulically operated. This was a clutchless shifting with a single column mounted selector. The Citroën 2CV gained a device named 'Trafficlutch', a centrifugal clutch that enabled clutchless changes in the first two ratios only (for town driving). The DS's semi automatic transmission was nicknamed 'Citro-Matic' in the United States. Later, the manufacturer introduced optional semi automatic transmissions on their medium and large saloon and estate models in the 1970s; the Citroën GS and CX models had the option of 3 speed, semiautomatic transmission marketed as 'C matic'. This was simpler than the previous inasmuch as it used a floor mounted quadrant lever operating a contact breaker and conventional gear selector rods in series, a fluid coupling 'torque converter' and wet plate clutch were cut in and out of phase by an electro valve controlled by the contact breaker. This system was simple in that it dispensed with the former use of hydraulics to operate a clutch AND select the gear ratios. Citroën semi automatic transmission of this era made no use of electronics, the entire gear selecting operation was carried out by simply moving the gear lever from one ratio to the next.




Shifting Gears: The changing world of auto[mobile] transmissions
>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>



Probably since the invention of the automatic transmission, no reviewer worth his or her salt could admit that they didn’t prefer a manual transmission. When we’re reviewing a car, like a Jaguar XKR, for example, that doesn’t offer a stick shift, we have to say that we’re sorry this car doesn’t allow us to row our own or someone might threaten to revoke our gearhead credentials. But in our view, this old way of thinking — which continues to be inherited by young car enthusiasts — is arguably ludditic and without much merit.
Ads by Google
WMH Leadscrews & Gears
Racks , Bevel Gears & Screw Jacks Linear Guides & Rails Ballscrews

Anderson Precision Gears
High precision gears Helical, Hypoid, Bevel & Spur gears











When reviewing the 20 or so cars that I drove over the recent two-day Western Automotive Journalists media test event in Monterey, California, what came through very clearly was the extent to which transmissions have changed and improved in the past few years.
When I started driving, things were much simpler. It was absolutely essential to learn how to use a clutch and be able to change gears smoothly to prove you were a real driver. If the car you were driving didn’t have “four on the floor,” it just wasn’t cool. An automatic transmissions was something that your mother and father preferred for the family’s Oldsmobile station wagon.
There were certainly some good reasons to prefer a manual transmission for driving performance: In order to provide smooth gear changes without a clutch, the automatic transmission relied on a torque converter (essentially two propellers with fluid between them) to transfer power from the engine to the wheels, which was inherently inefficient. Until very recently, automatics had only two gears, so much of the time the engine was able to use only a fraction of the torque it was capable of generating. Finally, relying on valves and hydraulics to change gears, the automatic was slow when changing ratios and often chose to change gears at an awkward moment.
Sure, there were some problems with the standard transmission: it was challenging to learn to use, requiring finesse to release and engage the clutch while shifting gears and delivering exactly the right amount of throttle through the process. Races frequently were lost because a driver made a mistake in this process on just one of the thousand or more precise gear changes required during a long race. On the street, as traffic became more congested, the need to push and release the clutch frequently in stop-and-go situations was hard on both the car and driver.
But, bottom line, it was more efficient than the automatic in transferring power and allowing the engine to run within its optimal power range, it was lighter, and in the hands of a good driver, was able to change gears considerably faster than the automatic.
But things are changing more rapidly than I think many enthusiasts would like to admit. At Laguna Seca, the high-performance luxury cars we were driving were invariably equipped with automatic transmissions for the simple reason that the manufacturers say that there’s almost no demand for manual transmissions on say, a Maserati or high-end Mercedes. However, the improvements that have been made over the past five years have tackled all of the problems inherent in the old “slush boxes” and significant progress is being made.
Though all the cars we were driving still employed torque converters, manufacturers have found various ways to make positive clutch-like connections at certain engine speeds to improve efficiency. In what is likely to be a more effective long-term solution, Mercedes has just announced that it will be replacing the torque converter with a multi-plate wet clutch on AMG models, similar to Volkswagen’s much-praised DSG. Without a doubt, we can expect to see that technology start trickling down through the price chain — almost every automaker is working on some form of automated dual-clutch transmission.
To improve the efficient use of the the engine’s power band, modern automatics now offer five to eight separate gear ratios, with the Maserati tranny offering seven, so the efficiency issue is also pretty much a thing of the past.
It has generally been possible to control the gear ratio in an automatic transmission in some manner under specific conditions (forcing the car to start in its highest gear in icy conditions, or to stay in its lowest gear to use engine braking in a long hill descent, for example). Now, with the additional gears and the incorporation of paddles or buttons for transmission control, as inspired by open-wheel racing, nearly every “performance automobile” from the Maserati to the MINI offers a means to manually control what gear is being used.
In addition, as computer controls get more sophisticated, many of these cars offer adaptive or manual adjustments to the speed at which the shift occurs, and many can actually blip the throttle on downshifts to match rpm, increasing the speed, smoothness and efficiency of the gear changes.
While most drivers play with these “slappy paddles” for awhile and then go back to leaving the car in the full automatic mode, the controls are very useful for track driving, where you want to be able to make sure the car not only is in the proper gear to go into a corner, but also doesn’t decide to upshift just at the point you want to accelerate out of the corner.
The combination of all these changes means that automatic transmissions in the better cars are becoming nearly as efficient in performance and nearly as satisfying in use as manual transmissions for the even-slightly-above-average driver’s needs and desires. This isn’t just a matter of opinion — some of Porsche’s Tiptronic models are actually faster than their manual counterparts with even an above-average driver behind the wheel.
On the other side of the parking lot, the technology in those electronically controlled competition transmissions has also started trickling into everyday use. These new automatic manual gear boxes are replacing the clutching and rev-matching aspects of the manual transmission with computer-controlled hydraulics while retaining the inherent efficiencies of the traditional clutch.
BMW was one of the first to introduce a sequential-manual gearbox (SMG), which used an electronically controlled clutch to replace the manual clutch and gearshift in its “M” cars. Unfortunately, though as efficient in energy transmission, it was not as fast as a manual clutch or as smooth as an automatic.
On the other hand, Audi and Volkswagen took a different approach, which looks as if it is going to be a long-term solution to the problem. By using a dual-clutch system with one clutch for the even-numbered and one for the odd-numbered gears, their system allows one gear ratio to be in use with its clutch engaged while the next likely gear ratio is being selected with its clutch disengaged. When the driver is ready for the next ratio, a push or pull of the paddle causes the clutches to disengage and engage simultaneously, changing gear ratios within a fraction of a second.
This approach is now being developed by BMW for the new M3, and will be a standard offering in Porsche, Nissan, Volvo, and Mitsubishi cars in the near future. It doesn’t require much of a crystal ball to foresee that within five years, every manufacturer offering a “sport” anything – compact, sedan, or activity vehicle – will have to offer this type of dual-clutch gearbox to stay competitive.
So where does all that lead us? With my flame-retardant underwear on, I’d suggest that we’ll be seeing improved automatic transmissions, with positive engagement capabilities, in 80 percent or more of all cars sold.
I believe that for two reasons. First, for most of us and most of our driving, we believe we have better things to do with our hands and minds than controlling the gear we’re in every second that we’re driving, so automatics will be preferred by more and more drivers. It’s just really tough to shift gears while holding that latté and simultaneously checking text messages.
Second, greater efficiency will be necessary on automatic transmission cars if manufacturers are going to meet the new average fuel efficiency standards, so anything that improves power transmission is going to be adopted.
Similarly, I believe that on high-performance automobiles where every second and ounce counts, within five years or so electronically-actuated dual-clutch manual transmissions will be more desirable than manual transmissions by any high-performance driver. Any manufacturer who doesn’t offer a dual-clutch manual as the alternative to the automatic transmission won’t be considered to be competitive.
By that time, clutch-operated manual transmissions will be on their way out as sure as the manually-controlled spark advance was once made obsolete by springs and vacuum-advance, and then all of that was replaced by computerized ignition controls.
I’m sure when that happens, many current enthusiasts will talk nostalgically about the days when they did their own declutching and shifted gears by manually pushing them into place, just as my older friends now talk about having had to master the skill of shifting a non-synchronized crash box. By then, the skill to use a manual gearbox will only matter to a handful of unreconstructed vintage car racing drivers.
And let’s not forget that often-quoted adage that every technology becomes perfected just as it becomes obsolete. Mercedes certainly learned to perfect the torque-converter-based automatic, and now it’s being phased out. As for DSG, it could well be the transmission technology of choice for decades to come, but if electric cars eventually catch on — as they probably will — this whole discussion might be made moot. It only takes a few minutes behind the wheel of a Tesla Roadster (with its electric motor and two-speed transmission) to be convinced where things are headed next.

citroen gs


just two pedaLs

1968 Citroen DS-21 Pallas

As a 1968 USA model this car has the updated drive train and brakes yet retains the brake fluid or LHS hydraulic system. The semi-auto transmission and clutch are also part of the hydraulics and they both function very well.

The driving experience of this car is everything it should be and representative of the truly iconic design. This car exhibits no vibration or funny noises and brakes straight. DS are known for their exceptional ride comfort as well as respectable handling. They have exceptional braking capabilities due to inboard power disc brakes and the self leveling suspension. The step down cabin feels incredibly spacious
!!!!!!!!!!!!!



:14369D ~149::14369D~ 149:

semi auto is a manual with an automatic clutch of some sort..

many have made them, I even owned a car with one...

heres how mine worked...
http://www.citroen.mb.ca/tech/DStech/tra…

and Renault had the Ferlec clutch...Hope you can read German...
http://www.geocities.com/renault_dauphin…

VW beetles had an autostick!
http://www.openroad.ca/volkswebbin/viewt…

there are more, but I have to leave now...

Oh, you can made one also...
http://www.minibikecentral.net/scootmast





التعديل الأخير تم بواسطة cars admire ; 02-04-2011 الساعة 10:33 PM
رد مع اقتباس
  #8  
قديم 02-04-2011, 10:28 PM
الصورة الرمزية samirayad
samirayad samirayad غير متواجد حالياً
التخصص العملى: الهندسه الميكانيكيه والكهربيه
 
تاريخ التسجيل: Oct 2008
المشاركات: 7,902
samirayad has a reputation beyond reputesamirayad has a reputation beyond reputesamirayad has a reputation beyond reputesamirayad has a reputation beyond reputesamirayad has a reputation beyond reputesamirayad has a reputation beyond reputesamirayad has a reputation beyond reputesamirayad has a reputation beyond reputesamirayad has a reputation beyond reputesamirayad has a reputation beyond reputesamirayad has a reputation beyond repute
افتراضي رد: Audi NSU RO 80

هظبط أمورى

وأقرأ المشاركه دى كويس

وأتابع معاك بإذن الله
__________________


قال رسول الله

إن الله ليملى للظالم ............حتى إذا أخذه .....لم يفلته

صدق رسول الله

___________

م/سمير
رد مع اقتباس
  #9  
قديم 02-04-2011, 10:31 PM
cars admire
Guest
 
المشاركات: n/a
افتراضي رد: Audi NSU RO 80


المشاركة الأصلية كتبت بواسطة samirayad مشاهدة المشاركة

هظبط أمورى

وأقرأ المشاركه دى كويس

وأتابع معاك بإذن الله
go ahead man do it just do it
samirayad
رد مع اقتباس
  #10  
قديم 04-04-2011, 08:50 PM
cars admire
Guest
 
المشاركات: n/a
للاهمية رد: Audi NSU RO 80

samirayad
: clapW15::14 63B6~153::146 3B6~153:

samirayad
Oh, you can made one aLso...
http://www.minibikecentral.net/scootmast
رد مع اقتباس
إضافة رد

الكلمات الدليلية
amt, nsu, ro80

أدوات الموضوع

ضوابط المشاركة
لا تستطيع إضافة مواضيع جديدة
لا تستطيع الرد على المواضيع
لا تستطيع إرفاق ملفات
لا تستطيع تعديل مشاركاتك

BB code متاحة
كود [IMG] متاحة
كود HTML متاحة

الانتقال السريع

 MasrMotors غير مسؤول عن أي اتفاق تجاري أو تعاوني بين الأعضاء
التعليقات المنشورة لا تعبر عن رأي MasrMotors ولا نتحمل أي مسؤولية قانونية حيال ذلك ويتحمل كاتبها مسؤولية النشر


الساعة الآن 01:19 AM.


Powered by vBulletin® Copyright ©2000 - 2024, Jelsoft Enterprises Ltd.
www.MasrMotors.com ™ Copyright ©2008 - 2024
Egyptian Automotive Community
جميع الحقوق محفوظة - مصرموتورز 2008 - 2017