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| Tuesday, 21-Aug-2007 03:32 |
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my father passed away
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al fatihah
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| Tuesday, 24-Jul-2007 02:35 |
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my new born
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| Monday, 18-Jun-2007 03:03 |
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my citraz
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ccm
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| Tuesday, 27-Jun-2006 08:59 |
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GT japan
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Gt japan... 23-25/6/2006 Litar Sepang...
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| Wednesday, 10-May-2006 04:42 |
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Gaya tidur
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Camnih la rupe nyer.......
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| Thursday, 19-Jan-2006 00:00 |
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nani 2 bulan
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dah.. 2 bulan...alhamdulilah sumer sihat..
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| Saturday, 24-Dec-2005 00:00 |
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Majlis cukur rambut nani
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bertempat dikampung... majlis bercukur telah diadakan..
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| Thursday, 20-Oct-2005 00:00 |
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Datin Seri Endon Passes Away
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Our Prime Minister’s wife, Datin Paduka Seri Endon Mahmood passed away this morning after a lengthy struggle with breast cancer. She was 64 years old. She passed away in the PM’s official residence at 7:55am this morning.
She is the President of the Association of Wives of Cabinet Ministers and Deputy Ministers (BAKTI), Founder and Chairman of Yayasan Budi Penyayang Malaysia (PENYAYANG) and Patron of various charitable organisations, namely National Child Friendly Healthcare Association of Malaysia; Young Women Writers’ Association; Girl Guides Malaysia; Association of Wives of Civil Servants and Women Civil Servants (PUSPANITA) and Friends of Cochlea Implant Users Association.
She devotes her time to social, community and charity works, particularly to the welfare and well-being of women and children. She has successfully spearheaded several international welfare projects, namely The Bosnia Relief Fund, The North Korean Children’s Fund and The Kosovo Welfare Fund. On 24 August 2004, she was bestowed the Pingat Tun Fatimah by Her Royal Highness Raja Permaisuri Agong Tuanku Fauziah Tengku Abdul Rashid at the National Women’s Day dinner, to honour her contributions to society and community development.
http://paultan.org/archives/2005/10/20/datin-seri-endon-passes-away/
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| Tuesday, 27-Sep-2005 00:00 |
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spyshot.. Waja R3
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Gambar ini ambil di sebuah tempat letak kereta di kawasan kilang. Semakin ramai telah meniru atau solek kereta seakan2 kereta R3. Walaupun org akan tahu ia bukan R3.
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| Wednesday, 14-Sep-2005 00:00 |
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evo comparison 1 to 9
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Evolution I, inherited Mitsubishi's 2-litre 4G63-type in-line 4-cylinder DOHC intercooler-turbocharged plant. For Evolution I, the engine was given a larger capacity intercooler, a higher compression ratio, modified port configuration, new injectors, and lighter crankshaft, con rods and pistons.
These changes resulted in a maximum power to 250bhpat 6000 rpm, and maximum torque of 228lbs/FT at 3000rpm.
Evolution I also inherited the VR-4 driveline. Modifications included the use of double-cone synchromesh on second gear for improved shift action and durability, an uprated clutch with more positive pedal action.
To match the heavier front end and the substantial increase in suspention inputs, the body underwent a major strengthening and stiffness optimization program resulting in a 20% increase in torsional stiffness over the base model. To alleviate the weight increase stemming from the extra reinforcement, the vibration-damping undercoat was totally eliminated.
Evolution I's suspension used MacPherson strut and a multi-link arrangement to locate and control the front and rear wheels respectively. Optimized to increase stiffness, pillow ball upper mounts were used to replace rubber bushings on the rear upper and lower control arms and the outer control links.
Evolution I's exterior was distinguished at the front by an aluminum engine hood with large air outlets, and open grille-integral front bumper extended 40mm forwards to house the uprated intercooler unit. At the rear, a large reardeck spoiler reduced lift by 18%. At 1,170kg (RS), this well-finished sports sedan delivered superb performance on
Evolution II incorporated a number of modifications designed to boost its performance, handling stability in particular. Modifications to the engine included an increase in turbo boost pressure, reduced exhaust back pressure and increased valve lift.
These changes pushed engine output up to 260bhp at 6000 rpm, with torque remaining at 28lbs/ft at 3000 rpm. An increase in the number of tarmac stages in WRC events meant improvements were called for in Evolution's handling. Modifications in Evolution II included: the use of larger wheels and tires, the wheelbase was extended by moving the front wheel center 10mm forward, and the front and rear tracks widened 15mm and 10mm respectively to accommodate the fatter tires.
Optimization of the front suspension following these changes included: the use of new lower control arms and longer struts; the front stabilizer was attached directly to the lower control arms to quicken steering responce, and front camber was optimized. Together with a longer damper bump stroke and other detail improvements, these changes brought a dramatic improvement to Evolution II's handling performance, making for quicker response and raising its cornering limit, particularly on tarmac surfaces.
In the aerodynamics department, Evolution II gained an airdam under the front bumper, while the addition of a wicker increased the effectiveness of the reardeck spoiler. The use of OZ alloy road wheels, with their powerful rally image, and other styling touches also made Evolution II a more attractive machine
Evolution iii The third-generation Evolution debuted in 1995, boasting another 10bhp increase in power output. The engine was tuned to run at higher speeds, pumping out 270bhp at 6250rpm, with maximum torque unchanged at 228lbs/ft at 3000rpm. Changes to the engine included: reduced back pressure throughout the exhaust system, the result of a fatter front exhaust pipe and lower pressure losses in the main muffler; a new turbocharger compressor; and a higher compression ratio.
The most significant improvements introduced in Evolution III were to its aerodynamics. With ever-increasing speeds over fast rally stages requiring even better aerodynamic performance, Evolution III's aero parts specification underwent a full redesign. The front bumper openings were enlarged, and a larger airdam fitted that featured brake-cooling ducts and transfer-cooling slots. Lowering ground clearance reduced airflow under the body to generate extra downforce. The front airdam lines were continued into the sides, along the large side airdams and into the rear wheel house, visually tightening up the rear end and serving as a rear side airdam. A larger wing and wicker in the reardeck spoiler generated additional downforce. These changes gained FIA homologation and proved their worth in WRC events.
There were no major changes to body stiffness or the suspension in the new model. However, the addition of a second intercooler spray nozzle helped stabilize power and torque characteristics at high engine speeds. Without a doubt, Evolution III delivered the highest levels of refined performance in the series to date.
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