Pontiac Firebird V6

Welcome dear viewers, I'm Istvan Papik and I’m the owner of this 1989 Pontiac Firebird. The car is a 2.8-liter V6 engine with injector per cylinder, initially 135 horsepower. It seems quite few for a 2.8-liter engine, but America thought to increase the lifetime, not the performance. In Europe it is considered as a pretty big car, but in America it’s small matter with it’s approx. 5 meters lenghts and 2.1 meters width.

I've been the owner of this car two years. He came in quite a bad state. We renovated the whole car, she got a full bodywork, engine overhaul and chassis renovation. So all that ringed or, ranged were replaced. The interior was cleaned, it was quite a bad state too.

All you need to know about this car that it has one of the smallest engine, which could get. There was a smaller engine before. It was a terribly week 4 cylinder 2.5 engine. That was manufactured only one year. This 2.8-liter V6 engine which was pretty well established, but it was a little bit week. Anyone who wanted a stronger one, could get a 5000 and 5700 cc V8 engine, which was completed in around 245 horsepower.

So I worked a lot on this car, but now when I look at it I do not regret that I bought. I would like to say thank you for 2 people for it, one of them is a mechanic, Tibor Kovacs, who has been very supportive, and the other is Peter Toth, who helped to buy the car. He show me into the world of American Cars, and with him and with many other people we go to drive-in meeting here and all over the country.

Well, I could tell that who has not tried these events before, try it once because tremendously good fun to be around 600 cars, all US made, more more beautiful, sitting in a group driving to the city. So this the most beautiful thing what I have ever seen.

Engine power was 135 horsepower, but with a little tuning we achieved the 200 horsepower, that easily moves this 1,500 kg body.

I would say the car has a targa roof, which is very popular in America, but here we saw very few cars, the Japanese tend to feature more. The targa roof is a good feature against the convertible it can be removed and put it back in a couple of seconds, and there is not much wind noise in the car, as if that would be convertible.

All you need is know about safety standards in America, asyou can notice looking the dimension of this car, more bigger car you make the less chance you have to die in the car. Of course, with using seat belts is compulsory.

The car has very large reinforcements. The engine occupies the half of the engine compartment and the other is designed for absorbing impact zones. The other security measure was the rear lights, the so-called side marker that indicates the length of the car. So, if you see a this car at an intersection with from another car from the point that is perpendicular to the road, you will be able to assess how long this car. Because you see the first light, turn back it’s really hard.

There is a bad prejudice against American cars. Two things, that it first is hard to park, and the other is they eat a lot. I think this is not true, as an owner I can tell you that this car if you want to come out 9 liters, but if you want it to 20-25 liters can also be fed to her.

If you want to buy one of these cars, it is worth to realize that you should look at European version of 2800 cc and an American is made 2800 cc than you can compare the data on consumption. The same will come out of both of them.

This car has very, very good performance driving aspects. Since there is a wide front wheel and the rear wheel is too, and very stable cornering behavior. We need to pay attention when you suddenly give throttle it’s back very quickly turn because the rear-wheel drive, and little weight to the rear axle. This is worth paying attention to.

In winter, the car is not on the road, because I am afraid. So I use this car to long term, at least 10 years and I do not want to eat the salt of my car.

Opel Signum

Let’s get to know our test car which is an Opel Signum from 2005. What we have to know about this car that it tries to fill the gape on the GM palette since the Opel Senator. The General Motors carried out the development of the Opel Signum very economical because it is made totally on the ground of the Opel Vectra. We can notice it equals to it until the A column. There was a change according to the manufacturing status. The owner bought a refrigerant mask with the name Teamshare for his car and it became shadowline without any chrome accessories. There was another change too. The car got the aboriginal OPC rim from the Opel. Everybody has to decide whether it is too big for this car. Because the size of this rim is 19 and there is a tire with the size 235/35 around it. It is very good for the dynamic driving. (1,41) Although it might be a bit hard-bitten by the roads in Hungary. As I said the Opel Signum equals to the Opel Vectra until the A column. Then a more interesting part of the car comes: the axle-distance is elongated. The people can enjoy it inside the car. And here comes the most interesting part: the C column is extended at is was. Another curiosity of this car is that maybe we waited for a form of the Sedan or a version with 5 doors but it became a fashionable sport-estate car with this design plan. The back part of the Opel Signum consists of very beautiful clear-out forms. And if we open the luggage rack, we meet a place of around 500 litres which we can use for the luggage our liking. Now that the luggage rack is opened, the most interesting part of the Opel Signum appears which is this interesting bow how the door of the luggage rack opens. That is why it is difficult to range this car to the cars with 5 doors or to the estate cars. Let’s see the inside part from back to fore like the cancer goes. After the luggage rack let’s turn down the seats. We can raise the container-capacity with round 1500 litres by turning down the seats. And here comes the most exciting part of the Opel Signum. If we turn up the seats we can see that they can be variable very easily. So we can set it in more positions. What is still interesting: this car was advertised in 2003 with that the back seat-line (if I find the lever) can be moved from back to fore and back. It depends on how big the driver is in front of us and how big place we need for our legs. If we see it now it is possible to play football in front of me. But if we need more place for the luggage, we drag the seat and we can place calmly. What is still important at the back line that the Opel Signum is originally for four people but here also five people can sit. But if we see the form of the seats it is rather for four people optimal. We can say that the middle part is a so-called „roost”. We should find small container-boxes under this in case if I manage to find out how to open it. But the important thing is that before it there are two glass-cases and a small ashtray if somebody smokes. And we have to turn it in….and… Yeah, success. And then we can turn it round. We can use it this way as a middle part. We talked a lot about the fact how comfortable we can sit on the back part of the car, let’s see the situation at the fore part. We can say that here is a very nice and friendly inside like in an Opel. We can say that the side-keeping and the hardness of the seats is almost excellent is his category. This Opel Signum still has the interesting parameter that the producers stole a bit from their American brothers, friends (because the Opel belongs to the General Motors) and there are 1-2-3-4-5 boxes for sun-glasses here above. Or if we don’t use it for that then we can use it for anything else. I think it is very funny. It has a good effect here. The producers try to show that this car is made for the passengers and for the driver. The setting up of the car is very good, of course there are air-conditioner, four electric windows, fog lights, lavi, everything that an average driver can wish. There are still seat-heating, tempomat, there is really everything that we need in the weekdays. There is a thing which is interesting and which can make a joke with the average driver who sits at first into an Opel Signum. I don’t know why the switch has to be spared but it is solved in the Opel interestingly. If this switch is turned on then I can pull down the window. And we needed 5 seconds to find out that we can pull down the back-windows if we switch over this button and this way we can move them. I don’t understand why these cheap solutions are used in such a car which shows such a big prestige. I think that we haven’t talked about only one thing in connection to the Opel Signum yet and this is the place where the motor is namely the motor in it. That is in this case a DCI motor of 1,9. It has 150 horsepower and it has a huge torque which we can divide gorgeously on our gearshift with six speed. This configuration makes the Opel Signum totally good therefore that this car come through the roads in Hungary. After the first some warming up km we can say that Opel Signum is very handleable. Its weight is 1,6 ton and it is more than 4,5 metre long but it is easyly manoverable. It makes a bit noise only in the critical situation. This DCI motor of 1,9 is a perfect fellow-passenger with this gearshift with 6 speed during the driving in the weekdays. It uses the correct dinamic to speed. And we can say also that the brakes are produced to this dinamic so there isn’t any problem with the stopping. Finally we can say that the Opel Signum is made for people who want to avoid the too big ostentation. For example for people who don’t like driving an Audi, BW or Mercedes Triumph but they would like to travel in fancy condition. Or if it is not fancy but it has prestige. For them the Opel Signum is the perfect choise.

Nissan 300ZX Twin Turbo Part 3 2010 HD

- After this little retrospect let’s talk about the Nissan 300ZX of Roland Szentpáli from 2010. What kind of changes were made in the last two years?
- Well, the car got 1-2 extra things but of course before this it was also full of components which weren’t original but it benefited the car absolutely. When it got a big intercooler in its hood, it had a very good design in the front and it refrigerated the air well but we couldn’t solve the factor to insure good refrigeration for the car. And the motor was heated mostly in the summer commonly. Then there was an idea that you could by intercoolers for the sides the way how it was produced. And I bought these bigger intercoolers for the sides so the air filters had enough place to let beckon them. The oil refrigerant and the water refrigerant fit the place behind me quite comfortably because before this there was the intercooler, then the air filter was at right angles to the ground, behind it there was the oil refrigerant and behind it there was the water refrigerant and behind it the motor was found. So the motor hadn’t almost any refrigeration but now that the intercooler is on the sides, only the oil refrigerant and the water refrigerant is before the motor this way the oil is cooled very well, so is the water and the motor is, too.
- And there was a very important change, you have changed the fuel.
- Yes, this car uses hundred percent of bioethanol (E85) that is very comfortable because the car drags better during the lower turn. Well a car with 3300ccm V6 turbo hadn’t any problem until now but we can realise some changes. It uses more fuel of the ethanol of course but it is still cheaper than to fuel up the car with the benzine type 100 and to solve this situation to use the fuel type E85 for travelling that is why I bought a computer which is produced by the AEM and which can be written so we can say that there is two programs on the computer. There is a 1 bar with turbo pressing program for benzine type and a there is a 1,5 bar program for ethanol which we could change with some clicks if we connect a laptop with the computer.
- How was this programming made? What do you need for this?
- Well, first of all we need the computer what we had to change. Otherwise this is the new AEM computer and this is plug_and_play which means that if we connected it to the origin cables normally than it would work also with the sensors which were made in the factory. So this is a very positive thing. But we would like to make the programming on the car as good as possible in this case that we have the possibility to put such a professional computer in the car like this. So the car got two broadband lambda probes instead of the origin lambda probes. Now the air gross gage is out of the car and there is a machine to take the temperature of the air which was imbibed by the car and it is in front of the butterfly valve. This way the computer submits the amount of the fuel in connection with the actually temperature of the air. So the burning is always much preciser and the whole car is much effective. The motor can work with much bigger performance and the amount of the fuel is always optimal so it never enriches itself too much and the fuel is never poor of mix that is very important. This way the performance of the car is bigger and I can say it decidedly that the car uses less fuel.
- And how works this process to make the programming? How do we have to imagine it?
- Normally the way that we bring the car to a place where there is a bank. We stand up the bank, the gentleman who can make the programming take a seat next to us and he connects his laptop to the car’s computer and we install the origin software of the AEM. Then he regulates the graphs and pays attention how much air how much benzine needs and how much fore lighting the car needs, etc... Because we didn’t manage to find this kind of bank we went to the road M0 motorway.
- Let’s say that you went to Germany. /Because there is no speed limit on motorways/ :)
- Yes. We can say it. So we went to Germany and we spent some hours there and we used some litres of fuel to regulate this. But the programming was already made on this car by this computer first for fuel type 100 and this way it didn’t take so much time. So the first time to make the programming on this computer took 5-6 hours, the other programming with ethanol took only 1,5-2 hours. So it was more faster because there was a kind of graph which only had to be transcribed with the ethanol one.
- And how is it with the consumption? Wait. Let’s begin with the question how was it?
- Yes, so I say it in connection with benzine. When it had the program for benzine 100 on 1 bar then when I didn’t let it kick so when I went by this car on the road with the speed between 110-150km/h or when I went to Debrecen then my car used 12-13 litre benzine type 100. Now it uses 16-18 litre of ethanol. So it uses as much from ethanol as 9-10 benzine type 100. And when I come to the airport and when I go for a drive here then it used 16-18 litre of benzine type 100 on 1 bar and now it uses 20-22 litre of ethanol on 1,5 bar which means the same like the amount of 12-13 litre of benzine type 100. Honestly I am very satisfied with this and as long as there wasn’t this computer in this car but there was a computer with a chip which was ordered from the DTA motorsport. The DTA is a professional firm. So it is not somebody here whit a bit brain who found out that he makes the programming on the computer. This car used a lot of fuel: 23-25-28 litre. So this way the car works with much less fuel. And so that the car uses ethanol and if we would like to say it in benzine 100 because this car is not able to use benzine type 95 anymore, the car works with less fuel. And I think that we don’t have to expect from the car to use 5-6 litre namely it uses this amount but we have to put a number 1 before the 5-6. Because if a car has performance than it needs fuel. A lot of air has to be burnt with a lot of fuel and that causes the performance.
- And how big is the performance?
- Well, we don’t know this. We haven’t managed to calibrate it yet. The car mechanic said that it must have 500 horsepower. The guy who made the programming sat in some kind of cars like a car with 8 litres, twin turbo, nitro, Dodge Viper etc. and also he said it that it is sure that the car has more than 500 horsepower. The contractors say that “Receipt praises the day”. But I don’t know. We should calibrate it. But I don’t know. What’s the odds how horsepower it has? Because the experience of the driving won’t be better if I know that it is 507 or 500 or 492 etc.
- What kind of travel dynamics it has? What can we feel from it?
- The first speed is useless because if we trample the clutch it is only good for burning the tyre. The speed has the programming that it works from the rev 3000. And the weather is getting colder so the third speed can we switch by more speed because the cubage of the air is less and it can be compressed by more speed. On the other hand the tyres adhere less but I came to know that we can use the third speed quite good in the summer. And maybe there is a connection between the facts that the car got a one-piece aluminium Carlen has nothing to do with the road-holding but the fact that it got a TEIN rear shock-absorver doily from Japan which is more harder than the KYB which was under it. And I feel that the car is less unruly so it is true that it is not enough to invigorate the car’s motor but a very good set-up must be made on every car. And then we can get its maximum because if there isn’t any power on the road than it effects nothing.
I think the maximum speed of the car is 300 km/h and the fifth speed is around 240 km/h. So there you have to switch the gearshift. But I am not so brave to drive so fast so I heard only legends about it.

- Now let’s see the speed-up. It is said that I have to forget the first speed but I use it only to start the car to avoid burning the car. 60km/h. 80km/h. 100km/h. 120-140-160 km/h. 200km/h. We can come up with 200km/h on less than 500 metre. Just let’s stop Oh my God. Well there are here a lot of horsepower. This is maybe the strongest car in our programme. It goes so fast. Let’s try it again because it’s impossible to be bored of it. It is like a catapult blastoff. Let’s try to hold the car on the asphalt. We start with pedal to the metal. 60-80-100-120 km/h. 140-160 km/h. My heart is sticks out. 180-200km/h. 220 km/h. It is horrible. Oh my God. It is impossible. I could come up with 220 km/h on less than 500 metre. It is impossible. It is horrible. This car goes so fast. I can’t say it with words it has to be felt.

Nissan 300ZX Twin Turbo Part 2 2008

- Is it difficult to find tuning parts ande tune up this car? (In Hungary)
-Few things can happen: You can spend way too much money ont he car, so your girlfriend will be jealuos and angry and you may have to argue with the family too. Not much different to tune a Japanese sport car than an EU kind of car like BMW. Or may be a little bit easier, because this car was/is a cult car int he USA. The very first Z was made in 1969 for the US market. So the Americans very much like this cars and they have few professional companies who specialzed on OEM and performance parts for this cars, for example the Concept Z Performance, the Z1 Motorsport and the AMZ Performance. We just recognized , that the tuning parts from this companies is most of the time, more than half of the price cheaper with the tax and shipping, than from the Hungarian official dealers the OEM parts.
I have got CP forged pistons what accepts around 1200 hp, it is used int he GT races. This CP Pistons are 1000USD cheaper from CZP , than from a Hungarian Nissan dealer the OEM pistons, what just enough for 500hp. To tune up a car like this is a lot of fun, but if one of my friend would like to do this, I would warn them that they will may spend the price of the car again on the tuning. The point of the car for me is that You can get almost the same performance from this tuned car like
what You can have from a Lamborghini or Ferrari or Dodge Viper, but for much more less price. Of course I spent this money on my Z in few years, not at once. All around the world it called project car, so I have an absolutely normal car for everyday use and this Z is a kind of love. It sounds strange but if we think of, that in USA this car called Fairlady Z than it is not so strange anymore. But I think in Europe it would be not so easy to sell a car like this with the name of Fairlady Z, so in the EU market they called Nissan 300ZX twin turbo.
- If You mentioned the EU compatible headlights let is check the front bumpers. It is not OEM of course.
- I ordered this trough Germany. Some German tuner shops bught or copied the Veilside bumper
from Japan and they adjusted it for the EU road standards and rules. So let say this is a Veilside body kit waht was adjusted fror Eu. Of course one of the main point was to not cover the big front intercooler, to have a well cooled air in it. I like this bumper the most, because it follows the line/shape of the car’s body.
- Please show for us what You mean.
- Just starts from here from the top and comes down to the bumper and this was what the Veilside thought it is nice to make it longer. The OEM bumper is much more shorter, it has a feeling that it was drasticly cutted. Of course the have got a reason for that stoc bumper , but this I like better. The side spoilers are Veilside too, theys are not so low, but again it follows perfectly the line of the
door. I think this Japanese tuning company spent enough time to design this.
And if we mentioning Japan, than I would like to introduce the wheels, what was ordered directly from Japan. This are very light weight rims. Rays/Volk Racing alu rims, wht is one of the best ont he market now. 17inch wheels ont he front the tyres are 245 on he rear are 275 Falken, to try to put the parformance of the car ont he road. If the car accelerate pretty fast, than it is good if it is stops very quickly too. This is why it deserved the Brembo slotted and drilled discs.
If we are here at the back of the car just check this Veilside rear bumper. This is not so agressive, but I did not wannt to bild a show car whit a huge wings and eyecatching stickers and soo on, this is why I choosed this deep (almost brown) kind of purple color, what is very elegant.
The Exhaust sistem is made by Japspeed, so it is a complete cat back not some home made crap, it is stainles steel from teh front to the end. The rear wing is a stock wing. This helps to make dofferent for first sight the two diffrerent kind of Z the NA and the Twin Turbo (TT). The TT has this wing, the NA usualy not.
If we jump int he car, we just will have a feeling of a space ship. The only one arm kind of equipment in here is the turn signal arm. All the other has panel, so if You really cornering hardly with this car You will not hit with Your hand any other arm like screenwasher, or etc. In this part of the car only the steering wheel is costm, this is a Momo race wheel. Just a little bit smaller than
ther OEM, but feels better to tuch and handle this one. The boost, the turbo pressure is a really good thing! This makes the driver happy, brings smile on our face. The boost we can adjust and change with this Greddy Profec B spec turbo boost controler. My turbos can build up up to 2 bars of pressure, but of course we do not have to use allways this much so for an everyday drive or traffic I just use 1 bar and it is easy to change with this equipment. So this car on 1 bar produce around
400whp and on 2 bar around 530-550whp. This gauges are here to check the turbo pressure, the air fuel ratio and the voltage. I will buy two more gauge for the oil pressure and the water temperature. The gear changer is short and very precise, it is nice if You want to change quickly. I hope You like
this car and You are now inspired to drive around with Yours.

Nissan 300ZX Twin Turbo Part 1 2008

- After that we reviewed the history of the Nissan Z cars, let’s get to know the most prominent type which belongs to my dear friend Roland Szentpáli. Anyway we can tell it with nasty words that he is fucking addicted to it. Say something about the car please.
- Well, it was a kind of hobby; actually I was always interested in the sport coupes. The real love began in Budapest when I was in the Music Academy and once I saw a Honda Prelude in front of the Opera, it was red and beautiful and had a fantastic tuning. Round 1995 it was not so common. Then I decided that I will have this or something similar to this. After that I had that “luck” and I broke a Seat Leon which was only a 3-day-old car and actually I could buy a Honda Prelude from the price of this car. It was the same like that one which I saw at the Music Academy back then but it was red and I bought a turquoise one.
That was the time when my love raised up for sport coupes. After that the Honda Prelude was a sacrifice of an unlucky accident - my heart was bleeding but I thought that this is the time, a huge possibility to buy finally a Nissan 300 ZX when the insurance company has payed me out.
Immediately I bought a black one with beige leather and velour interior and with American style. This car has a suctorial 3 litre motor and an automata draft. Then once I went for a ride with my friend Hegedűs Imi, when - I remember well - in Debrecen and that time he had a Lancia Dedra with a 2 litre turbo motor. We were chasing each other and it disturbed me very much that I had a 3 litre V6 motor but he had a 2 litre motor with turbo system and with four rollers which were in line. Actually I couldn’t run off him maximum a little bit but this distance was irrelevant. At the moment I realized that the life is nothing without turbo system. After that came the idea if I already have a 300ZX with a suctorial motor I try to get in a Twinturbo 300ZX. I was attracted by this thing because it is pleasant when a 2 litre motor has a turbo but it is more pleasant if a 3 litre V6 motor has 2 turbos. I found the donor, this Twinturbo which I wanted. It was propped to the wall in a Mercedes trading in Kecskemét. I brought my 300 ZX with its suctorial motor then I gave extra more money and I took the Twinturbo. And since then actually everything came to an end however I promised myself if I buy once a 300 ZX then I’ll touch it never again maximum I’ll renew it. This was the situation with the suctorial and when I change over a Twinturbo I promised again myself that it is right good and 300-305 horsepower is perfect and we mustn’t make anything with it. But there is no stop, actually it began the way that I wanted to change the exhaust system to a sport one and I wanted to change the factory filter to a direct filter to let the motor breath better. So a bit rise of capacityfee stepped up. But then the clutch had to be engaged immediately because it would have slipped. By the way the impression of the turbo could be raised but then benzine is needed so injectors which needs benzine pump and also clutch and also fuel ditch and also fuel system and this way it is very easy to give out more million forint for the car.
- By the way let’s take a look at the place where the motor is. What can we find here? Tell us something about it please, dear Roland.
- What we cannot found inside the motor.... it would be the easiest to say that the valve spirals, the hidrostock and the camshaft are original. So actually from the titanium valve through the plugs which tolerates the CP 1200 horsepower and through the Nismo bearing rope on the crankshaft and we can still find here Eagl connecting-rods and nizmo fuel ditch which was developed right for this type by the Nissan motorsport and which has 700 cubic centimetre injectors per rollers and 300 grad angular offset. Of course grave refrigeration must be performed for this kind of motor and the 56 mm wide refrigerant is good for this and it has a capacity which is 3 times better than the original water cooler radiator. For this I ordered a lid from Japan which sustains the pressure of 1,3 bar. It is very important because the original one, which sustains 1,1 bar pressure, threw off the lid about itself. The car got 2 direct filters, those can be found behind this panel. It means that actually there are 2 suction stubs because we are talking about V6 and it is leaded to an air filter ditch originally to avoid and cancel this and we gave both an air filter to let both side take such big breath how big they need. We asked a computer for this straight from the Netherland section of the DTL Motorsport and this computer is programmed that the item, which is sent by the one and only gross measuring instrument, is multiplied by it so this way we can avoid to have 2 airgross measuring instrument because it is impossible to use 2. We can see this outside and we managed to get a Nissan Skyline R34- and GTR benzine plump from Japan which is tuninged by Tomei and we got a fuel filter. And here above we can see the fuel-control that is made by the Sard and it belongs to the race sport. And if this motor is nourished by injectors with the type 740 we couldn’t avoid to rule out the fuel system with this pipes. They can ensure bigger capacity and on the other hand it is more stable than the original. After that the capacity of the motor was 2 times better than of the original one. So we made 550-570 horsepower from the 285-300 horsepower. This tests the dickey which keeps the motor. If we used the car normally this way then we could change the dickeys in every half year because of the special resonance. That is why I got it from an American tuning firm with the name CZP Concept Z performans. I bought a motor fixing lever from the Stilen and this lever can slow down the process to change the dickeys in every half year. I think that if we have luck it can run 2 year-long if we haven’t any luck, it won’t.

Nissan Z-car History 1968-2008

The ‘60s were characterized by the oversea selling of the Nissan cars with the cadenced growing numbers. This was the result of the materials and reforming of its models according to the market specific claims and they were taken so to the market. That’s why such a GT Coupe was needed which looks like good, deputizes the modern technology, is fast and is cheap enough to produce it in force for the market. Because of the most letters of the ABC were already engaged their project got the name Nissan Design Project Z. The original Japanese character’s name is Mogen which character is very similar to the Roman Z letter which has the meaning „no limit” or „infinity” so without limits. With the choosing of this letter it was the beginning of a historical chapter willy-nilly. The run 510 from 1968 deposits the foundation for the Nissan Z.
The car 510 contained all the foundation-ideas which were also used by the 204 Z car further on. There were several criterias set up during the designing of the Z car: style, speed, technology and general price. Later the leaders and the critical people could realize that this 240 Z is still more. Finally two Z cars were born: one for the Japanese market, the Z of 2 litres and an American version, the 240 Z with the type of 2,4 litres. The Z with the type of 2 litres for the Japanese market had winken a motor like the motor of Skyline. This way the producers were ready for the EPJ European-competitions.
In October 1969 the first Datsun Fairlady 240 Z sportcar was introduced in America which was run by a motor of 2,4 litres, 6 rolls and 150 horsepower. The car is wheeled first with a hand-switch of 4 speed and with the suspense of 4 wheels and it was provided with back drumbrake. But it is known that the American people don’t like the long names so the car was known in a few days like the Z car.
In 1974 the new 260 Z model of the Datsun Nissan was introduced and produced. In this car the performance of the motor with 2,6 litre grew from 129 horsepower to 139 horsepower in the version of a car with 4 speed as a result of the motor’s expansion and the optional 2+2 bodywork was at the customers service.
In the middle of 1975 the 280 Z car was designed and taken to the market accordingly to the stricter environmental rules. This car has a motor of 2,8 litre with 149 horsepower.
In 1977 the performance of the motor was advanced again to 170 horsepower and after that the switch 5 speed was entered. The form of the buffer was changed again.
In 1978 280 Z car was sold in limited number. Some of the models were coloured with metal-black and with red and silver decorated stripes.
In 1979 the second generation Datsun Z type was sold with the name of the 280 ZX. The motor, the gearshift and the differential was transplanted from the original 280Z. But the performance was reduced by the general entered rules in the type of 136 horsepower and 5 speed. The air conditioner and the power steering were standard by every 2+2 model.
In 1980 the GL coupe models were set up by the roof with the window and with the option of the leather inside. The jubilee versions which were produced because of the 10th jubilee of the producing and because of the selling of the 3000th car, were taken to the market with 2 colourtones, with gilded light rims headlights-cleaner and with automatic thermostat.
In 1981 the first Z car with turbo upset with the name of Datsun 280 ZX turbo was produced which had 180 horsepower and an automatic gear-change with 3 speed in the version of the Coupe. The suspense-system was changed in the turbo-cars and wider wheels and tyres were set up. The performance of the motors without turbo was grown to 145 horsepower.
Then came the year of 1984. The Nissan 300 ZX Z31 was produced. The third generation of the Nissan cars. A V6 motor with 160 horsepower ensured about the drive. But the turbo was only an eligible option which had the performance of 200 horsepower. The electronic actuating ensured about the actuating of the 300 ZX’s turbo Coupe version. It had a hand-gearshift of 5 speed and an automatic gear-change of 3 or 4 speed. In this year the name Datsun was totally changed to the trade-name Nissan.
From 1986 the side-elements flared which made out the car-body with 5-5 centimetres. The front,- back,- under car-body spoilers and the third seeded brake-lamp line became standard options.
From 1988 the performance of both motor-types was advanced with 5 horsepower.
In 1990 the Z can of the Z cars was born. New VQ cars with turbo of 280-300 horsepower and suctorial doc V6 motors with 222 horsepower were developed for models which dispose of the different fuel-using-parameters and dispose of manual and automatic gear-change during the changing of the type with the Z32 models in the forth generation. The motors dispose of variable valve-time set systems and of ignition-set systems. The ZX cars were at service with the eligible option of the standard gearshift with 5 speed and of automatic gear-change with 4 speed.
In 1991 the airbag at the driver-side was the eligible option in the Coupe cars with fixed roof which generally were set up with a conventional, not turbo motor and with gearshift with 5 speed. The BOSE audio system, the heated outside-mirrors and the automatic heating-system were standard options.
In 1992 the airbag at the driver-side and the control of the electronic adjustable driver-seat were standard options by the cars with targa roof.
In 1993 the first convertible 300ZX was produced with conventional motor and with a bit heavier car-body.
In 1994 the door opener-and closer system without key became standard option like the leather seats in the turbo version with automatic gear-change. Outstanding spoilers got to the back side of the car-body.
In 1995 the version with 365 horsepower of the 300 ZX special edition SMZ car was completed with wider wheels, with bigger brakes, with corrected shock-absorvers and with enlarged wings.
1996 is the last year of selling the Z32 models in America. But in other countries of the world this cars still were produced some years long.
The debut of the report car with the name Nissan Z was fondly welcome by the sport car lovers in the auto salon in Detroit in January 2001. Such a new Z car with 6 rolls has appeared on the roads of the world for 30 years at the third time whose successful forefathers like the 240 Z, 260 Z or the 280 Z and the 300 ZX rightly took place on the platform of the sport cars’ gradiation. The super wonder with the formal name 350 Z lived up to expectations at the end of the expansions and testing works at the first moment of the appearance oversea. More cars of this are sold currently in the USA than the Corvette which is regarded as the symbol of the national sport car. On the 19th international automobile festival the youngest member of the Z family, the 350 Z conquered the heart of the people from Paris. It won “the most beautiful car of the year” award which is the most prestigious award and it signs the results of the automotive industry. The world premier of the 370 Z Coupe from 2009 took place on 19th of November on the auto show in Los Angeles according to the latest news.

Subaru Impreza WRX STI RA Part 2

We can say about the form of the car that it is relatively neutral. It shows much less than it can do really. Only these accessories tell about the fact that it is not a suite car. No WRX car can already have the type „suite car”. We still have a little sign of it. The „Supersprint” tag here which means the super sprint sport exhaust pipe system under the car. It is because of the rising of the performance. Although I don’t know how much performance we can still reach. We can say that the motor can breath easier this way.
What disappeared by the new Subaru Impreza cars: these are the doors without frame which are very beautiful when it is opened. But its negative character is that there is a bit bigger wind noise in the car. When we have a look at the cabin we can see if there wasn’t this fast race-wheel in this, it could be a common Sedan. In this case we shouldn’t note the sport seats. Let’s accord that if we see its inside then we see a really racing car.
I am sitting into it. It is very comfortable. These are STI seats which have correct sidekeeping for the big speed in the curve. Let’s see it per pieces. We can see here the water spray of the intercooler which have I mentioned before. We can switch here. In this way it doses the water at the intercooler in automata mode. We can see here a Sparco fast steering-wheel with the object to turn big with very small moving of the steering-wheel. We can find here above the switch of the parkinglamps. This is a kind of special thing of the Subaru. When we look at the right side we can see in the middle the measuring instruments of the oil temperature, of the turbo pressure and of the oil pressure. These extra instruments are necessary to drive a car with so big performance like this on a safely way. As I mentioned the basic of this car is a common Sedan and it shows it really that there is a glass-keeping. There is still one at the breastwork. There is also a dubble glove-compartment. We can keep our things here. And we can see here the little top-aerator which is typical of the rally cars.
We almost avoided the main thing between the technical items. The RA sign –like I said before- is the sign of the basic of the racing-car. It looks like that the weight of these cars is reduced. It is with nearly 300 kg lighter than the other WRX cars. It means that in this case it is almost 1200 weight. If we put out everything it is not heavier than 1170 kg. We can reach it the way that there isn’t any air-conditioner, any electric window, any isolation from the noises, so there is anything in the car only the body, the motor and the drift.
If we open the back-door we can see that it hasn’t any frame too to give a bit wayout design to this common Sedan. If I am sitting in here we can say that there is relatively enough place although I am only a bit more than 170 cm tall. But what is important and what I wanted to show that I mentioned the reducing of the weight and we can see here well that under the drape there isn’t anything. So this drape is only to hide the plastic constituents. There isn’t anything to take away the experience of the driving not a bit.
And now let’s see another quality of the RA: the central electronic differential. It means that we can regulate the locking of the differ whit this negotiable potmetre. In this case this standing should be used on asphalt. This way the 35 percent of the drift is on the front part of the car and 65 percent of it is on the back part. And we can set it on 5-6 level without grade. We lock the differential on the last level. Then we divide the drift in 50-50 percent. We can use this setting only on snow or on rough road. Because it breaks away the drift-chain or it abrades that fast.
And we can find here as I mentioned, a potmetre which we can regulate the performance of the car from inside with. This is possible between 320-400 horsepower.
What we still have to know about the relation between the asphalt and the huge performance that of course we musn’t make the wheels go round while the car isn’t moving because we have to count on the fact that the drift can break away because of this huge beat. So we can speed up the car only just the way that first we set the car going slowly and after that we go with pedal to the metal. I switch the turbo pressure, which we can regulate from inside, just to 1 bar in the place of 1,5 bar. Well, I don’t know why. Maybe to avoide to break away the whole car. So it is possible that we can’t manage the speed-up on 4,4 second, but just the speed-up on 5 second. Let’s see that how big speed we can reach on the runway of 1 km. Of course, we should stop, too.
Let’s go. 60km/h, 80km/h, 90km/h, 100km/h, 110km/h, 130km/h, 140km/h, 150km/h, 160km/h, 170km/h, 180km/h. Well, we can say that runway which is almost 1 km long is more than enough to reach the 200km/h and to stop easily.
The owner of the Subaru musn’t forget one thing that there isn’t any curve which is not able to be taken in. If we trample the accelerator enough we have to forget the brake pedal. We try to videotape how big curve we can take in but we don’t manage it.

Robi: - No, it is not true. I feel bad.

András: - Are you sick Robi very much?

Robi: - Yeah.

Like I tried to say to the our dear viewers earlier unfortunately we didn’t manage to videotape the speed in the curve because of technical reasons and because of personal problems. :)