Clarion ADP-4000 Power Amplifier 4 Channel

Clarion ADP-4000 4 Channel Power Amplifier This 4 channel power
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CarPC first build

Hi!

After working a lot at my CarPC project I have decided to take a break and post about it.

A short preview is here:

You can download my 4GB image from here
If you want to build it by yourself please follow my previous tutorials but replace the three patches with the single patch from here, which is for XBMC12.2. Also read my previous post to find how to calibrate the screen axes.

Features:

• auto start XBMC
• eGalax touch screen support with configurable greater area for touch event(8 pixels)
• improved skin with larger buttons and smooth transitions(link for the skin)
• System Power OFF button
• usbmount enabled(so usb MSD's are plug and play)

The new calibration file contains one more entry: click_confines which defines the area for XBMC to distinguish between click and drag actions(touch moves less than 8 pixels before release than action is click, else the action is drag).

Have fun!
Andrei

May Their Tribe Increase

Last 2 years, every single day I wake up, open the curtains of my bedroom window, to see them there. I can't begin my day without having a glimpse at them. They were just two last July:



Fast forward almost an year:



It is heartening to see that they could extend the family even in the extreme urban environment. After successful rainwater harvesting, this got to be the next best achievement of our apartment community. At least we didn't fail them.

The All New 2014 Toyota Corolla Sedan

Holden VF Commodore Development and Testing

A tribute to the engineers. They have spent the last 10 years developing this car, having poured so much of their talent and passion into the car. Their hard work has paid off, this is the most high-tech, most appealing and dare I say it, the best Commodore yet.

Now Some Photos From The Development Journey

The New Holden VF Commodore

The 2013 VF model line-up heralds the biggest update to Holden’s enduring Commodore sedan, Sportwagon, Ute and Caprice range since VE and WM were introduced in 2006.

Holden has redefined Australia’s favourite home-grown family car with cutting-edge technology across all models, new levels of luxury and refinement, fresh exterior styling and completely revised interior design. Every model in the VF Commodore and WN Caprice range benefits from improved fuel economy thanks to a combination of significant mass reduction, multiple aerodynamic enhancements, updated powertrain calibrations and new electric power steering system.

Holden’s entry level Evoke sedan with frugal 3.0 litre SIDI V6 now achieves fuel economy of 8.3 litres per 100 kilometres, a 6.7 per cent improvement over the model it replaces. But perhaps the most significant fuel economy improvements are reserved for models powered by Holden’s 3.6 litre SIDI V6, which are now up to 8.2 per cent more efficient. Meanwhile, all VF luxury and performance models powered by Holden’s Gen IV V8 now achieve fuel economy under 12.0 litres per 100 km in the official ADR81/02 test.

Commodore is also safer than ever before. Every safety metric across the VF range has been analysed and upgraded. Already boasting world-class safety credentials, VF focuses on further progressing occupant protection, particularly in the areas of child passenger safety and side impact performance, and the introduction of pedestrian protection measures. 

Also forming part of Commodore’s innovative safety package are advanced technology features such as Auto Park Assist, Lane Departure Warning, Forward Collision Alert, Blind Spot Alert, Reverse Traffic Alert and colour Head-up Display. A reverse camera and front and rear parking sensors are standard on every single VF model – even VF Ute. Due to all of these new safety features, the new Commodore will be even cheaper to insure when you approach insurance providers.

New Global A electrical architecture also enables a world of new technology features making Commodore the most technically advanced vehicle ever designed, built and engineered in Australia. VF introduces the innovative MyLink entertainment system on every model, complete with eight-inch colour touch screen, embedded technology including voice recognition and Siri Eyes Free integration, full iPod integration with Gracenote® technology and built-in apps like Pandora® and Stitcher SmartRadioTM.

Commodore’s ground-breaking technology extends to other technical innovations that enhance the way Commodore drives, such as electric park brake, Hill Start Assist, Hill Hold and Trailer Sway Control. Backed up with a lighter, more agile chassis for confident and predictable handling, VF elevates Commodore’s traditional fun-to-drive characteristics to sophisticated new levels.

Cutting edge technology is applied to the way Commodore is constructed, with Holden and local suppliers pioneering sophisticated new hot metal stamping techniques and GM’s first mainstream application of aluminium body panels, representing a genuine first for the Australia automotive

manufacturing industry. Commodore’s new aluminium bonnet, boot lid, suspension components and instrument panel beam contribute to impressive mass reductions and underpin VF overall quality and refinement. 

BMW 1-Series 116i

By Michal Kieca

Engine: 1.6 Litre 16-valve Petrol. Power: 100kW @ 4400rpm | Torque: 220Nm @ 1350rpm
Transmission: Eight-Speed Torque Converter Automatic

Fuel Consumption listed: 5.7 l/100km | Tested: 6.8 l/100km

Price (as tested, exc. on roads): $39,593

           

Overall Rating: ★★★★

Plusses: Punchy, frugal engine, unbelievable 8-speed transmission, roomier interior than before, delightful steering and handling.

Minuses: Interior quality issues, slightly cramped interior, expensive to buy, options can quickly inflate the price even more, awkward styling.

OVERVIEW

BMW have delivered the a revamped second-generation 1-Series hatch, a car that has come in leaps and bounds from the cramped and somewhat flawed original. It is packed with more equipment and the range features superb frugal petrol and diesel engines. It is an enjoyable car to drive, thanks to being the only car in the segment to feature rear-wheel drive. Any keen driver will feel right at home in BMW’s smallest car.

There's also more room inside the cabin and a bigger boot, too – making the current car a rival for cars like the VW Golf and Ford Focus, as well as upmarket alternatives such as the Audi A3 and Mercedes A-Class.

Whilst many of the original model’s problems have been fixed, the new car is not perfect – it’s still cramped in the back, the styling of the front is a tad polarising and, although the 1-Series packs a premium feel, it isn’t exactly cheap to buy. Finally, with such tough competition from the brilliant new Golf 7, the 1 Series is going to have to be special, very special.

DESIGN: ★★★★

There is no getting away from it that the original 1-Series was not an exactly pretty car. With this model, BMW promises more dynamic handling, a roomier interior and fresher, more modern contemporary looks. Longer than the old 1-Series by 85mm, the current car has a wheelbase that has been extended by 30mm, with 21mm of that extra length gone to additional rear legroom. Both tracks have been widened, too, by around 40mm at the front axle and over 60mm at the rear.

Although bigger, the new car is 30kg lighter than the old one. The chassis is completely new, meaning that the car’s body-in-white is now more than 30 per cent more rigid than before. That should help ride and handling. The new 1-series, like the last, has all-independent suspension – MacPherson struts up front and a five-link rear end.

Chief Designer Adrian Van Hooydonk’s styling hasn’t completely neutralised the unwieldy proportions of the 1 Series, but the styling is a clear improvement. The new car looks leaner and vastly more aggressive than the last. The biggest aesthetic bugbear remains the car’s profile, though. Short, tall and backward leaning, it still looks awkward from many angles, especially from the side.

THE INTERIOR: ★★★★

Without exaggerating, I can say that certain 2+2 coupés accommodated rear seat passengers better than the original 1-series hatchback did. But thanks to longer rear doors, the current car is one that you could justly describe as being large enough for most people. The legroom in the back is much improved with enough space for headroom too. The massive transmission tunnel does hinder foot-room for the centre passenger though. The BMW is still not exactly a practical car, but it’s usable enough.

In the front, there’s plenty of headroom, shoulder space and legroom, and drivers should be able to find their perfect driving position. There is an abundance of telescopic adjustment on the steering wheel, and the comfortable seats also provide vast adjustment. The centre stack is ever so slightly angled towards the driver, dividing the driver and front passenger zones. It’s an attractive interior that seems well judged for an entry-level BMW, if a little short on flair and excitement.

And how is the quality? The material quality of BMW’s fixtures and fittings certainly seems good. From the tactile, silver painted audio and ventilation knobs to the glossy black air vent surrounds; some of the interior trim is genuinely appealing. However, on closer inspection, many of the cabin’s elements don’t spell premium at all. The door trim looks rather cheap and the dashboard features some harder plastics lower down. But by far the worst part of the whole interior package is the pedal placement, they are all too far to the right meaning that you will always feel somewhat to one side.

PERFORMANCE: ★★★★★

Even with this entry level 1-Series, BMW has delivered an unbelievable drivetrain combination that works perfectly in all conditions. The 116i’ s torque arrives extremely early thanks to the twin-scroll turbocharger, throttle response is crisp and the car revs very nicely all the way to the redline. The engine so sweet, cultured and refined that it really is one of the best power plants on offer in any car. The powertrain is all the more exceptional because, when fitted with ZF’s excellent eight-speed automatic gearbox and BMW’s Efficient Dynamics fuel-saving ancillaries as standard, it makes the car so smooth to drive and amazingly frugal. The transmission slurs gearshifts, concealing them behind a veil of precision, so much so that you never know when they occur. It never “hunts” between gears, downshifts instinctively, quickly and holds onto gears without hesitation. This really is an amazing transmission mated to a brilliant engine, making for outstanding performance in the real world even if the engine doesn’t provide much punch on paper.

RIDE AND HANDLING: ★★★★

When BMW conducted some early market research, it came out that the majority of 1-series owners wanted better refinement. Thus BMW says that they focused squarely on providing the second-generation car with a more absorbent ride.

The current 1-series is considerably more pleasant and relaxing to drive everyday on Australian roads, both in town and in the country than the car it replaced. Gone is the tendency to fidget and pitch along an uneven road, the car can finally settle down on the road and let the passengers enjoy the ride. The soft-sprung but effectively damped suspension set-up does a very respectable job of smoothing out an undulating road surface at normal speeds, and it keeps the car’s body in check over large bumps. The chassis compromise never feels sloppy or too soft. The car manages to straddle a well-judged line of refinement and sportiness.

The new 1-Series’ electro-mechanical power steering is a big improvement over the old car’s heavy hydraulic system. The steering is nicely linear, light when parking and firms up nicely when out of town. It is a good system, completely alien to the torque steering antics that plague many front-wheel drive cars. The handling is similarly good. The car has decent balance in the corners and handles with minimal body roll, changing direction with agility. The car has plenty of grip and if you do eventually run out of it, the 1-Series unfortunately understeers. Not a great thing in a car that has perfect 50:50 weight distribution and rear-wheel drive.

The brakes are sharp and responsive and overall the chassis electronics work well, complementing the chassis, be it during braking or during cornering.

VALUE AND FEATURES: ★★★

The new 1-Series is 5% cheaper than before and comes well equipped with stop/start, brake energy recuperation, alloy wheels as well as BMW’s excellent iDrive system. This is also the only small hatchback with rear-wheel drive, which does count for a lot. Unfortunately this is where the 1-Series’ good points in terms of value end. The car is overpriced, especially compared to the new Golf, which is a vastly better car for less money. The BMW might have rear-wheel drive and an arguably better badge on the front, but it just can’t justify the enormous 6-grand price difference over the Golf.

SAFETY: ★★★★★

The BMW 1-Series comes full of passive and active safety features. ABS, brake-force distribution and brake assist with ESP and TCS are standard. The car has 6 airbags and achieved a 5 star EuroNCAP rating.

VERDICT:

BMW has addressed the main criticisms of the old 1-Series. It might not set any class benchmarks, but for the first time it is spacious enough to meet most expectations. It’s well mannered to make for perfectly comfortable everyday use. And although the materials still leave something to be desired in places, the cabin quality is now on par on with other premium compact car offerings. 

Overall better dynamics, greater refinement and usability, the superb powertrains and a more appealing driving environment make this a 1-Series that is not only much more complete than before, but also much more appealing to buyers.