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dwightlooi

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dwightlooi last won the day on November 13 2014

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About dwightlooi

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  • Birthday 09/10/1973

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  1. 2017 Chevrolet Cruze -- Evolution SS

    There is no problem with the Camaro's performance -- especially in it's SS or ZL-1 renditions. The problem with the Camaro is looks like a modern redux of a 60s Muscle Car. The entire demographics who buys Lancer EVOs and WRX STis finds 1960s American cars repulsively ugly and completely the opposite of what they deem desirable in a ride. The Turbo AWD D2XX is not that difficult to do. The AWD system and the platform's ability to accept it is part of the D2XX crossover parts pin. The transverse CuteUtee AWD drive train will already handle 295~300 lb-ft (they are afterall mated to the 6T75 transmission which handles 305 lb-ft). What's left is to source a DCT and pump up that turbocharged LTG engine.
  2. Because that will not win any crowns and help boost the image of the Cruze and of Chevy in general in the eyes of people who grew up or are growing up with B16A powered Civics, 4G63/4B11 powered Lancer EVOs or VR38DETT powered GTRs. But, yes, you can have a Cruze GT-A if you will powered by a plain vanilla LTG engine making 270hp/295 lb-ft driving the front wheels via the 6T75 automatic transmission,17" alloy wheels and big-n-cheap sliding caliper brakes. That can go for $26K with the moonroof thrown in as standard.
  3. 2017 Chevrolet Cruze -- Evolution SS

    Yes and no. The GM 7-speed DCT is (1) Designed with and made in China by Shanghai Automotive Industry Corporation (上气集团)- GM partnership. (2) It is a dry clutch DCT, which is slightly more efficient and cheaper than a wet clutch DCT, but cannot handle high torque loads from high power engines suitable for the aforementioned applications.
  4. With the 2016 Cruze based on the new D2XX platform with transverse AWD support, one cannot help but wonder if GM should take up the torch Mitsubishi is setting down. The formula is simple and very attainable:- Base Price: $39,995 2016 Cruze Chassis (D2XX) -- 3,200 lbs Target Weight 400 bhp 2.0L Extreme Output Turbo Four (LTX)* Getrag 7DCT500 7-speed Dual Clutch transmission (7,500 rpm max input speed; 413 lb-ft Max Torque) Open Front / Active Rear / Quaife Helical Torque Biasing Center Differential (40F/60R default split) Wider Fenders wrapping 18x9.5" wheels shrodded by 275/35R18 Michellin Super Sport Tires Brembo Brakes w/ 14.6" vented Discs (Front) ; 13.3" vented discs (rear) -- from ATS-V Recaro Racing Bucket Seats (Optional) Aggressive Air Dam / Hood Vent / Ridiculous Wing (Totally Optional) *2.0L Extreme Output (LTX) Engine Based on the ubiqutous 270 hp / 295 lb-ft (LTG) 2.0L engine, the (LTX) is beefed up with light weight Titantium connecting rods, Titanium Intake Valves, hypereutectic pistons and a forged crankshaft. Compression Ratio remains at 9.5:1, but the twin-scroll turbocharger is englarged and features a titanium-aluminide turbine wheel. The Intercooler system is replaced with a low volume, high efficiency air-to-water setup. Maximum boost remains unchanged at 22 psi, but the new turbo now supports much higher airflow rates allowing for the torque peak of 300 lb-ft be available from 3000 to 7000 rpm. The power peak of 400 bhp is reached at the engine's 7000 rpm redline -- 500 rpm short of the 7500 rev limiter. This turbo philosophy is not unlike that adopted by the McLaren MP4-12C's M838T engine. Compared to the Mercedes CLA45AMG's M133 engine, the LTX achieves 40 more horsepower with 4 psi less boost, a more linear torque curve and an 800 rpm higher rev limit. Coupled with a lofty 7000 rpm redline this makes for a revy, easy to control engine which is less demanding on transmission or the driver. To keep the price a smidgen under $40,000, the Cruze "Evolution" SS does not employ magnetorheologic shocks, carbon-ceramic brake discs, carbon fiber body panels or active steering gears. Like on the Lancer Evolution X, 7-speed Dual Clutch Transmission is externally sourced from Getrag. The 7DCT500 however is 1 generation newer than the DCT470 on the Evo X. The key here is to win the Kamikaze Turbo AWD crown without busting the budget of the buyer demographics in the market for this type of vehicle (Working 20s and 30s year olds). This is why this needs to be a Chevy and not a Buick of Cadillac. Selling ~8000 of these annually shouldn't be a problem. More importantly though is that cars like these help to channel the attention of high schoolers and college freshmen onto the run of the mill Cruze, just like the Civic Si or the WRX STi does for the Civic and the Impreza lines.
  5. 2017 Chevrolet Cruze -- Evolution SS

    I see it more as a Mitsubishi Lancer Evolution X ($36,500) replacement. Lighter, higher output, faster, more tossable. Something that sits right between the Imprezza WRX and the $48,500 CLA 45AMG. There has always been a healthy market for these Kamikaze Turbo AWD rocket sleds. Mitsubishi just bowed out -- because the next gen Lancer no longer provides a suitable platform. The CLA45 is about $10K too dear for the demographics that buy these cars. GM has an AWD ready D2XX platform under the upcoming 2016.5 Cruze which is ~200 lbs lighter than the curent Delta 2. It also has the LTG 2.0L engine from which to derive a high output variant. Transmission -- like with most of these low volume cars -- can be outsourced to a transmission vendor like Getrag which has the next gen 7DCT500 7-speed twin clutch reeady to go and hungry for customers. I think GM is well positioned to get in. The key here is to defnitively win the Kamikaze Turbo AWD performance crown without pricing the car out of reach of the late-20s / early-30s young working professionals' budget. This is why Magentic ride control has to go and cloth upholstery needs to be standard. This is also why this needs to be a Chevy and not a Buick or Cadillac. The WRX STi has always been a somewhat compromised entrant due to it's architecture. The longitudinal H-4 engine with the transmission bell and hence the front diff inline with the front axle forces Subaru put the center of gravity further forward than any of it's transverse I-4 engined competitiors. This same engine layout also compells a shorter than ideal piston stroke and a larger than ideal bore due to the limited width in the engine compartment between the front wheel wells. The consequent spark to cylinder edge distance forces Subaru to run lower compression ratios and competiting I-4s. With two banks of cylinders the exhaust routing to the turbos has alwasy been contrived in WRXes. As such the STi WRX has always been of a worse balance than the Evo. It has always had a torque peak coming in higher in the rpm range and boost response.
  6. 2017 Chevrolet Cruze -- Evolution SS

    It is not that import fans won't buy a $40K chevy. It is that import fans won't buy a Camaro or anything remotely reminescent of those ugly cars (in their honest opinion) from 60s Americana.
  7. 2017 Chevrolet Cruze -- Evolution SS

    With the 2016 Cruze based on the new D2XX platform with transverse AWD support, one cannot help but wonder if GM should take up the torch Mitsubishi is setting down. The formula is simple and very attainable:- Base Price: $39,995 2016 Cruze Chassis (D2XX) -- 3,200 lbs Target Weight 400 bhp 2.0L Extreme Output Turbo Four (LTX)* Getrag 7DCT500 7-speed Dual Clutch transmission (7,500 rpm max input speed; 413 lb-ft Max Torque) Open Front / Active Rear / Quaife Helical Torque Biasing Center Differential (40F/60R default split) Wider Fenders wrapping 18x9.5" wheels shrodded by 275/35R18 Michellin Super Sport Tires Brembo Brakes w/ 14.6" vented Discs (Front) ; 13.3" vented discs (rear) -- from ATS-V Recaro Racing Bucket Seats (Optional) Aggressive Air Dam / Hood Vent / Ridiculous Wing (Totally Optional) *2.0L Extreme Output (LTX) Engine Based on the ubiqutous 270 hp / 295 lb-ft (LTG) 2.0L engine, the (LTX) is beefed up with light weight Titantium connecting rods, Titanium Intake Valves, hypereutectic pistons and a forged crankshaft. Compression Ratio remains at 9.5:1, but the twin-scroll turbocharger is englarged and features a titanium-aluminide turbine wheel. The Intercooler system is replaced with a low volume, high efficiency air-to-water setup. Maximum boost remains unchanged at 22 psi, but the new turbo now supports much higher airflow rates allowing for the torque peak of 300 lb-ft be available from 3000 to 7000 rpm. The power peak of 400 bhp is reached at the engine's 7000 rpm redline -- 500 rpm short of the 7500 rev limiter. This turbo philosophy is not unlike that adopted by the McLaren MP4-12C's M838T engine. Compared to the Mercedes CLA45AMG's M133 engine, the LTX achieves 40 more horsepower with 4 psi less boost, a more linear torque curve and an 800 rpm higher rev limit. Coupled with a lofty 7000 rpm redline this makes for a revy, easy to control engine which is less demanding on transmission or the driver. To keep the price a smidgen under $40,000, the Cruze "Evolution" SS does not employ magnetorheologic shocks, carbon-ceramic brake discs, carbon fiber body panels or active steering gears. Like on the Lancer Evolution X, 7-speed Dual Clutch Transmission is externally sourced from Getrag. The 7DCT500 however is 1 generation newer than the DCT470 on the Evo X.
  8. DWIGHT’S RESPONSE TO THE STATE OF THE UNIONIn spite of the facade that the Obama regime is putting up, the State of the Union is troubled. The United States – once the world’s leading economic powerhouse – is now the world’s greatest debtor nation. Our government is 18 trillion dollars in debt. We now owe more than 6 times our tax revenues in public debt. We have devalued our currency several times through the printing of money out of thin air. Last year, our government continued to spend n...

  9. Return of the 2-Stroke Engine

    BTW, the 6V53 displaced 5.2liters 318 cu-in (6 x 53 cu-in/cylinder). It made 275hp. This may not sound like much, but it is actually quite impressive given that this was the 1960s before electronic anything and this is a diesel engine. For comparison, the M60's AVDS1790 engine displaces 29.3 liters (1790 cu-in) and made 750 hp -- that is 5.6x the displacement for 2.7x the output. Why? Because it is a 4-stroke engine and it fires each of its cylinders half as often.
  10. Return of the 2-Stroke Engine

    Actually this is a modern rendition of an old idea. 2-stroke engines with overhead valves and sleeve ports have existed before and had worked very well -- albeit mostly in diesel applications. Remember the M113 Armored Personel carrier and the AMX13 light tank? They are powered by the Detriot Diesel Allison 6V53 engine in blown or turbocharged form. This engine had overhead intake valves, side exhaust ports and operates on an externally pressurized 2-stroke cycle. It did not have an overhead cam however, relying instead on an in-block cam, pushrods and rockers to operate the overhead valves. It is one of the most reliable and long lived tank engines. The Japanese Type 90 Main Battle Tank is another example of a heavy vehicle powered by an overhead valve, side port 2-stroke engine. In this case it is the Mitsubishi 10ZG32WT 10-cylinder 1,500 hp 2-stroke engine and this engine does employ overhead cams. BTW, the spark plug does not have to be central. In fact in most 2-valve designs it is not. A centrally located spark is a favorable design choice for combating detonation and knocks. Basically, you can think of knocking as a race between the spark initiated flame front and the flame front generated by hot spots in in the cylinder (usually near the rim of the piston). A centrally located spark offers the shortest distance from the spark to the furthest point in the combustion chamber. An offset placement is less desirable, but it is no worse than... say... using a larger cylinder bore which has the same effect.
  11. Roadmap for GOP victory in 2016.(1) Oust Boehner and McConnell – apologize to America for their inexcusable behavior and betrayal of trust.(2) Mandate a balanced federal budget in 4 years and pass a law prohibiting raising of the debt ceiling beyond 2020 without direct voter approval.(3) Replace the entire Internal Revenue Code with a new flat tax of 18% with a $5000 prebate. (4) Repeal and Replace Obamacare with a policy which forces day to day healthcare costs as out of pocket expen...

  12. This is actually nothing new. In fact, this is the dominant engine format for torpedo engines. In fact, the US Navy's current heavy weight torpedo and light weight torpedoes -- the 533mm Mk48, the 324 mm Mk46 and Mk54 -- uses exactly this type of engine. The difference of course is that the torpedo engine runs on Otto Fuel -- an air independent fuel-oxidizer mono-propellant -- not gasoline or diesel as is expected of automotive applications. That this type of engine is vibration free is not true. It just doesn't have vibrations perpendicular to the drive shaft like most automotive engines. The engine does vibrate along the axis of the output shaft. More importantly, the design has high frictional loads and difficulty with lubrication from the need to convert axial forces into rotational forces via a swash plate and multi-axis bearing loads. Think of the swash plate as a wobbly disc. The pistons are connected to it via rods that ride up and down this wavy disc like ponies in a merry go round. There is also the problem with maintaining a gas seal over prolonged usage where the top of the cylinders slide past intake and exhaust ports sequentially. A good way to picture this problem will be imagining a traditional inline engine where the cylinder head must slide past the top of the block once per revolution and having to create a head gasket that keeps its seal while the head and the block are sliding past each other. Traditionally, axial engines are used in high efficiency, high power density, expendable engines. Obviously, engine component longevity and reliable service for 200,000~300,000 miles is not a concern for torpedoes which only needs to make one one-way trip of no more than 40 miles. That said, if you can make an axial engine live as long as a traditional (perpendicularly reciprocating) engine it does have compelling packaging power density advantages. Still, if you are looking for the highest power density and the lowest maintenance requirements, there is always the turbine engine which has the highest power density, lowest weight, is by definition air cooled, has as few as one moving part, coolant-less and truly has no vibrational forces. Turbine engines -- especially turbo electric turbine generators -- are also truly multi-fuel because their compression ratio is completely dependent on the operating speed. Hence, switching from gasoline to kerosene to diesel is as easy as changing the speed at which you run the generator.
  13. I'll like to see Arizona issue driver's licenses which INDICATE THE IMMIGRATION STATUS OF ITS HOLDER. A driver's license will say on the front and back, in bold face, either "US Citizen", "US Permanent Resident", "F1 Visa", "H1 Visa", "Whatever Visa" or -- in the case of illegal immigrants "VIOLATOR OF IMMIGRATION LAW -- TEMPORARILY SHELTERED BY OBAMA REGIME". They can definitely do that. Everything thing on there is nothing but the truth.

  14. Detroit Auto Show: 2016 Cadillac CTS-V 640HP, 200MPH: Comments

    At least they got the CTS-V right after they saddled the ATS-V with the inferior LF3 Bi-turbo engine instead of giving it the lighter, smaller, less expensive, just as fuel miserly and power powerful LT1 V8. I am somewhat luke warm to the styling, especially the big black spoiler on cars that have it, but perhaps they'll rectify that with the replacement of the previous generation's (very pretty) coupe. Still, this is a car I will seriously look into buying 3~4 years down the road when it is available as a 3 year old pre-owned. I like it, but I have a personal code to never buy a new car -- ever -- due to the horrible economics of new car depreciation.
  15. Chevrolet News:Next Chevrolet Malibu To Become Competitive

    A midsize family sedan does not become competitive by being particularly fast, luxurious or beautiful. Those things may not hurt, but they are not that important. It does so by being practical and dependable. That is why Camry and Accord buyers buy those cars. That takes several generations of building cars that stay on the road for 20 years with minimal upkeep. Here are a few thing GM can do that few others can emulate. (1) Make it quiet. GM already knows how to do that with laminated glass, acoustic sandwich steel, etc. They should further the effort not dial it back (like they did with the current generation). (2) Bring back increased displacement, 2-valves per cylinders and single overhead camshafts. Why? Because that is the best way to get the most MPGs not high specific output engines. A 2.8 or 3.1 liter four with 8-valves and running an Atkinson cycle cam will get you about 170~180 hp and better mileage than a turbo 2.0 or DOHC 2.5L of a similar output. How about getting rid of all belts and relying on the chain drive for the water pump and having an electric HVAC. This can allow for no scheduled maintenance for 200,000 miles except for 20,000 mile oil change intervals. (3) Hubcaps are fine. Yellowish Halogen head lights are fine. Hey, even drum brakes are fine. Put the money in the cabin where the driver spends his time look and feel premium. Give the car a tall trunk and seat backs that fold flat for cargo. A smart phone shelf and cradle system over the HVAC console for cars without Navigation. How about a GM branded child seat which snaps in place in 5 seconds over either of the rear seats or between them without the need to thread seat belts through awkward hoops. Practical minded buyers care about these things.

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