There are assholes and there are fuckwits! – Here is a mix of the two in one massive crowd or protest.. whatever you call it.
It was an incredible Round-of-16 game between Colombia and Uruguay. Thanks to star striker James Rodriguez, the Colombian national soccer team managed to defeat Uruguay 2-0 and advance in the nail-biting tournament. Next, Colombia will play against Brazil on Friday and it will be quite a sight to see Rodriguez face off against Neymar.
Colombia soccer fans across the world are ecstatic to see that their team is advancing in the World Cup, but a particular celebration in Queens, NY, sadly went awry as violent fans were filmed taking over the streets and relentlessly attacking a vehicle attempting to thread through the crowd.
A white BMW Z4 convertible can be seen making its way through a wild Colombian soccer mob when suddenly a man wearing a black t-shirt kicks the side of the car repeatedly. Other people on the streets join in the attack, kicking and pounding against the car. Next, a man in a yellow Colombia national soccer jersey ran to the car and puts his elbow right through the back window. A man puts his foot through the right tail light while another stomps across the entire length of the car.
At this point, the terrified driver inside the BMW picks up the pace and begins to accelerate through the crowd. The swarm of people scramble away from the path of the oncoming BMW as some rowdy bystanders can be heard cheering and jeering at the BMW. Finally, a police car is stopped at an intersection at the end of the street and the BMW Z4 pulls to the side of the road.
Details on the incident are limited but a thread of Facebook comments shed light on what is going on. Some commenters are fellow soccer fans from Colombia and vocalized their shock and disappointment from the sight of how the fans acted in the video. Some commenters stated that the World Cup is ultimately just a sporting event and it is not an excuse for fans to take over the streets and act irresponsibly. Several Colombian commentors claimed that the drunk and violent actions depicted in this film give Colombians a bad reputation.
Other commenters say the car should not have been on that street in the first place. A handful of comments claimed that the car had struck over a couple without stopping. According to the comments, the camera phones only began recording to capture the angry aftermath.
Mazda will bring back the RX7 in 2017, with less weight, less complexity and a greater emphasis on driver involvement.
Mazda Motor Corporation’s sports car chief Nobuhiro Yamamoto said that the return of the RX-7 will mark 50 years since the introduction of Mazda’s first rotary-engined car, the Cosmo Sport, in 1967.
By the time the next-generation model arrives, it will have been 15 years since the RX-7 departed Mazda showrooms.
Production of the FD3S RX-7 ended in 2002, with that model built purely for the Japanese domestic market. Local RX-7 imports ceased in 1998.
Yamamoto was the powertrain head for the FD3S, and has a lot of fond memories of that car. He was also involved in the RX-7′s win at Bathurst in 1992 – the last time he’d set foot in Australia.
As you would expect, bringing back the RX-7 has been high on his agenda.
However Yamamoto stressed that the new model wouldn’t quite follow the lead of the FD RX-7. Asked if the next-generation RX-7 will feature forced induction, Yamamoto replied “maybe not”.
“At this time it has not been determined. Maybe later in life it will be turbo, but to start with maybe not”
Instead, Yamamoto favours a naturally-aspirated development of the new 16X rotary engine, which was unveiled in 2007 but has yet to find its way into a production car.
Displacing 1.6 litres (the previous-generation rotary,the 13B/Renesis, only displaced 1.3 litres), Yamamoto says the 16X is capable of up to 300 metric horsepower (220kW) in a naturally-aspirated configuration.
Yamamoto added that, with the use of a special catalyst, the engine will have no problem meeting the ultra-restrictive Euro VI emissions legislation that will be in place by 2017.
As the man who designed the Le Mans-winning Mazda 787B’s R26B rotary engine, which developed 700hp from just 2.6 litres, Yamamoto should know a thing or two about extracting the most from a rotary.
Key among Yamamoto’s powertrain requirements was throttle responsiveness and linearity of power delivery.
He told that the stepped power delivery of the FD RX-7′s sequential twin-turbochargers was not ideal for a sports car and that a larger single turbocharger would result in too much throttle lag. Therefore, a naturally-aspirated rotary is the best solution. But while 220kW might sound low compared to many other modern sports cars, Yamamoto says that the new RX-7 will be light enough to make the most of its power.
While he was coy about the RX-7′s target weight, he said it “would definitely be lighter” than the 1310kg FD RX-7, and “probably around the weight of the Toyota 86″ (1250kg).
Yamamoto says that the RX-7 will be a premium product, and will likely wear a pricetag that’s higher than cars like the 370Z.
Expected to be built atop a variation of the next-generation MX-5′s platform, the new RX-7 will employ a range of weight-saving technologies to keep its mass down. Yamamoto said that aluminium body panels will be used extensively, although more exotic materials like carbon fibre won’t be due to their greater cost and more energy-intensive manufacturing processes. It won’t, however, be anywhere near as light as its MX-5 brother, which is expected to weigh around 1000kg when it debuts in 2014.
The RX-7 will also be noticeably larger than the MX-5, with a stretched wheelbase to accomodate a pair of small rear seats for the Japanese market. As with the previous generation, the new RX-7 will be a two-seater in Western markets.
Yamamoto also told that hybrid or EV powertrains were not suitable for a car like the RX-7. He said that although KERS-like hybrid systems and all-electric powertrains were capable of delivering big torque, their smoothness and near-silent characteristics didn’t deliver much in the way of driver enjoyment.
“For a pure sports car, it must be internal combustion,” he said.
Is this the answer to traffic jams? Checkout the SkyRunner – made in England.
PERFORMANCE ECOBOOST DIRECT INJECTION TURBO ENGINE
SkyRunner’s advanced 1.0-litre EcoBoost petrol engine uses innovative technologies to deliver petrol engine response and refinement with the better fuel economy and torque performance associated with diesel engines. The compact and powerful new EcoBoost engine boasts 125PS, delivering class-leading petrol engine CO2 emissions of 114g/km and 5.0l/100km (56.5 mpg) fuel economy.
With minimum weight, dynamic handling and peak performance, the SkyRunner is the ideal candidate for demanding terrain and sand dune adventures. The SkyRunner engine’s 125PS (92kW) power and 200Nm torque output rivals that of a traditional 1.6-litre petrol engine and has the highest power density of any similar production engine. Thanks to the lightweight chassis the SkyRunner accelerates to 62mph in just 4.3 seconds and has a top speed of 115mph.
The SkyRunner uses the latest reflex paraglider wing technology. Renowned for their extreme pitch and roll stability, the SkyRunner wing inspires confidence while retaining dynamic and responsive control. Once in the air the wing simply absorbs turbulence and provides a safe and comfortable flight. During launching, the SkyRunner’s EcoBoost engine gets you quickly off the ground with minimum effort and thanks to its innovative flywheel and pulley design counters engine vibration to deliver refinement without affecting performance, economy or emissions.
In the unlikely event of engine or wing failure the SkyRunner simply floats softly to the ground on its paraglider, or a ballistic reserve chute can be deployed.
SPECIFICATIONS TECHNICAL DETAILS
- Weight: 420kg (926lbs) excluding driver
- Chassis: Thin-wall, high-strength space frame
- Bodywork: Glass/carbon fibre composite
- Propeller: Helix 1.65m 3-blade carbon fibre
- Suspension: Independent double-wishbone
- Wheels: 18 x 8 3-piece, bespoke centres
- Gearshift: Pneumatic paddle-shift
- Fuel Capacity: 35 litres
- Type: 1.0ltr EcoBoost Direct Injection Turbo
- Displacement: 999cc
- Valvetrain: 4-valve, DOHC, Ti-VCT
- Bore x Stroke: 71.9mm x 82mm / Compression :10.0:1
- Power: 125PS (92kW) @ 6000rpm
- Torque: 200Nm (147.5lbs/ft) @ 1400-4500rpm
- Transmission: Bespoke 4-speed with power takeoff
- Max. Road Speed: 185kph (115mph)
- 0-100kph (0-62mph): 4.3 secs
- Max. Air Speed: 88.5kph (55mph)
- Takeoff Speed: 59.5kph (37mph)
- Cruise Speed: 56.3kph (35mph)
- Max. Altitude: 15,000ft (Restricted Altitude: 10,000ft)
- Range: 321.8km (200miles)
Is this the future of vehicle engines? The idea does seem quite great, but leaves so many questions. The video as informative as it is, does not answer any common questions that several users have asked. By Duke Engines – New Zealand. – We recommend watching the video before reading further down.
- So it saves weight – by using less parts?
If this was the concern, today everyone would be driving Jet Turbine powered engines, they make enough power, they use less parts than ANYTHING and weigh reasonably enough to be placed in a vehicle.
- Why build combustion engine, when everyone else is going green with electric motors?
It just doesn’t really make sense, regardless of how much fuel this eats, it’ll EAT! – Electric doesn’t, combined with a combustion engine to charge up the electric and get it around here and there, and it’ll eat way less than this thing would.
- In terms of design, lubrication seems like it will be a huge problem
A crank that turns in such a motion will need good lubrication and regular oil changes (not that the current engines don’t) – But the friction in this design and repair would surely be impossible – Those who are a little “machine-shop” savvy will know that machining something like this would be a mission!
In conclusion, (from a personal perspective, not an expert) – This engine will most probably fail wear & tear tests, but if it does ever make it – Definitely would like to hand it to the New Zealand based company, it isn’t easy to compete in today’s market – Let alone with ENGINES, parts are one thing, but engines are crazy.
If this engine produces as much power as the rotary, it will most probably hit the streets – In terms of reliability it does not looking promising at all. The video, although very explanatory, it lacks to answer so many questions that would have obviously been asked (as you will see in the many comments).
If you’ve ever driven a hyper car, you’ll know that driving at 450km/h (280+ mp/h) is not easy. For one you need safety, this means light re-enforced wheels made from carbon fiber.
Most people, (let’s say.. young people) often don’t realize how important a wheel (including the tyre) is. Until you’ve bought brand-spanking new performance wheels, combined with a set of decent tyres, you just can’t begin to understand how much difference it makes. Checkout this details video, it explains how the Koenigsegg wheel is made and will relay a fair share of information.
It may only be mere renders, a dream.. but the fact is .. Pawel Wisniewski and Jans Slapins, the two that have debated on and on after watching the race between the Rat Rod & the Lamborghini. (Video below, please advise it’s a long video but great to watch). Pawel and Jans are the designers behind this elegant beauty (to some this abomination of a car).
Now everybody knows Rat Rods will never become official, they’re illegal in most countries because of the open-wheel chassis. And they meet no safety regulations and they’re no good at high speed. If Lamborghini for some reason did decide to design this car, the designers have said it won’t be a won’t be a V12 mid-engine vehicle. It will remain front engine – rear wheel drive – typical Rat Rod setup, with the open wheel frame and of course with a V8 Bi-Turbo setup.