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E pe etnobotanice jonicä :hyper:

Nu cred ca voi face schimbarea pentru ca, dupa cum am spus si mai sus, nu ma impresioneaza aceasta masina. E foarte frumoasa, dar sunt lucruri care nu prea ma atrag. Daca as fi schimbat-o, as fi facut un efort financiar. As fi dat economiile mele si probabil as mai fi avut nevoie de ceva pe langa. Daca as fi fost foarte incantat de ea, da, cu siguranta as fi facut-o. Dar asa, nu o voi schimba. Voi investi in a mea doar in xenon si angel eyes, deoarece farurile ei normale sunt cam slabe. Voi incerca sa aflu cat ma costa xenon + angel eyes. Nu ma intereseaza LCI. Ma multumesc numai cu xenon + angel eyes. Imi place masina mea asa cum este

Una poza pe lumina

A, mersi frumos. Il am de 3 ani, ma gandeam ca te referi la altceva

Trag eu concluzia : mai bine o masina in stare buna decat o motorizare anume , si eu sunt de aceeasi parere.

Masinile care sunt aduse de afara si apoi vandute in RO, sunt masini care aduc profit vanzatorului, ca pentru asta le aduce nu? Ca sa iti exemplific, in 2006 cand am luat eu masina, treaba a stat in felul urmator : aveam banii si vroiam masina, in Romania gaseam fara probleme ce vroiam si anume 520d, a intervenit "proverbul ala - mai bine ia de afara ca daca e rulata in Romania trebuie sa ii schimbi tot pe dedesupt", asa ca am vorbit cu doua persoane care aduceau masini de afara (nu aveau treaba unul cu altul) le-am zis ce vreau si care este bugetul maxim, dupa cateva zile am primit ofertele, an bun adica 2002-2003, km "putini", dotari si se mai si incadra bine in bugetul meu. Atunci am zis, frate mai bine plec eu in Germania si o cumpar eu, decat sa ii dai astuia "comisionul" mai bine ma plimb eu. Zis si facut, am plecat cu un unchi care aducea masini agricole de afara si mai onora si cate o comanda (adica omul ii arata masina si el o aducea). Am cautat si am vazut zeci de masini in Germania de luni pana joi, de la Munchen pana sus in Berlin si nu am gasit la banii la care imi aduceau respectivii nici macar o masina. Toate aveau foarte multi km, asta era criteriul de pret mic al unei masini. Si uite asa am ajuns intr-o joi (daca nu luam atunci trebuia sa stau in week-end si sa caut din nou de luni) sa cumpar un BMW 320i (eu vroiam seria 5 si diesel). Masina o am si acum iar singura piesa scumpa (de schimbat am schimbat mai multe piese gen termostat vas de expansiune bucsi si bielete) care am schimbat la ea este pompa de servodirectie si acum schimb amortizoarele. Trage tu de aici concluzia.

Datele de la cateva echipe: Red BULL RB8: Chassis: Composite monocoque structure, designed and built in-house, Carrying the Rrenault V8 engine as fully stressed member Transmission: S seven-speed gearbox, longitudinally mounted with hydraulic system for power shift and clutch operation. AP racing clutch Wheels: OZ Racing, Front: 12.0in x 13in diam., Rrear: 13.7in x 13in diam. Tyres: Pirelli Suspension: Front: Aluminium alloy uprights, carbon-composite double wishbone with springs and anti-roll bar, Multimatic dampers Rear: alloy uprights, double wishbone with springs and anti-roll bar, dampers Brakes: Brembo calipers, Brembo carbon discs and pads Electctronics: FIA (MESL) standard control unit Fuel: Total Group Renault Engine RS27-2012 Number off cylinders: 8 Capacity: 2400cc Max rpm: 18,000 rpm Number off valves: 32 Vee angle: 90 degrees Power output: not disclosed Engine constructction: Cylinder block in cast aluminium Engine management: FIA (MESL) (standard contro unit TAG10B Oil:Total Group Weight: FIA minimum weight of 95kg McLaren MP4-27: Chassis Monocoque McLaren-moulded carbonfibre composite incorporating front and side impact structures Front suspension Inboard torsion bar/damper system operated by pushrod and bell crank with a double wishbone arrangement Rear suspension Inboard torsion bar/damper system operated by pullrod and bell crank with a double wishbone arrangement Electronics McLaren Electronic Systems. Including chassis control, engine control, data acquisition, dashboard, alternator, sensors, data analysis and telemetry. Bodywork Carbon-fibre composite. Separate engine cover, sidepods and floor. Structural nose with integral front wing Driver-operated drag reduction system Tyres Pirelli P Zero Radio Kenwood Race wheels Enkei Brake callipers Akebono Master cylinders Akebono Batteries GS Yuasa Corporation Steering McLaren power-assisted Instruments McLaren Electronic Systems Paint solutions AkzoNobel Car Refinishes using Sikkens products Engine Type Mercedes-Benz FO 108Z Capacity 2.4 litres Cylinders 8 Maximum rpm 18,000 Bank angle 90° Piston bore maximum 98mm Number of valves 32 Fuel ExxonMobil High Performance Unleaded (5.75% bio fuel) Spark plugs NGK racing spark plugs specially designed for Formula 1 Lubricants Mobil 1 – combining greater performance, protection and cooling with increased economy and lower emissions Weight 95kg (minimum FIA regulation weight) KERS Hybrid Type Mercedes-Benz e-Motor Engine-mounted electrical motor/generator ESS Integrated energy storage cells and power electronics Power 60 kW Transmission Gearbox McLaren-moulded carbon-fibre composite Integral rear impact structure Gears Seven forward and one reverse Gear selection McLaren seamless shift, hand-operated Clutch Carbon/carbon, hand-operated Lubricants Mobil Ferrari F2012: Chassis Carbon-fibre and honeycomb composite structure Gearbox: Ferrari longitudinal gearbox Differential: Limited-slip differential Command: Semiautomatic sequential electronically controlled gearbox – quick shift Number of gears: 7 +Reverse Brakes: Brembo ventilated carbon-fibre disc brakes Suspension: Independent suspension, pull-rod activated torsion springs front and rear Weight with water, lubricant and driver: 640 kg OZ Wheels (front and rear): 13" Engine Type: 056 Number of cylinders: 8 Cylinder block in sand cast aluminium: V 90° Number of valves: 32 Pneumatic distribution Total displacement: 2398 cm3 Piston bore: 98 mm Weight: >95 kg Electronic injection and ignition Fuel: Shell V-Power Lubricant: Shell Helix Ultra Mercedes AMG F1 W103: Chassis Construction: Moulded carbon fibre and honeycomb composite structure Suspension: Wishbone and pushrod/pullrod activated torsion springs and rockers Dampers: Penske Wheels: BBS forged magnesium Tyres: Pirelli Brakes: Brembo calipers Brake discs/pads: Carbon/Carbon Steering: Power assisted rack and pinion Steering wheel: Carbon fibre construction Electronics: FIA standard ECU and FIA homologated electronic and electrical system Transmission: Gearbox: Seven speed unit with cast aluminium maincase Gear selection: Sequential, semi-automatic, hydraulic activation Clutch: Carbon plate Dimensions: Overall length: 4800mm Overall height: 950mm Overall width: 1800mm Engine Type: Mercedes-Benz FO108Z Capacity: 2.4 litres Cylinders: 8 Maximum rpm: 18,000 (maximum FIA regulation) Bank angle : 90° Piston bore : 98mm (maximum FIA regulation) No of valves: 32 Weight: 95kg (minimum FIA regulation weight) Lotus E20 Chassis: Moulded carbon fibre and aluminium honeycomb composite monocoque, manufactured by Lotus F1 Team and designed for maximum strength with minimum weight. RS27-2012 V8 engine installed as a fully-stressed member. Front Suspension: Carbon fibre top and bottom wishbones operate an inboard rocker via a pushrod system. This is connected to a torsion bar and damper units which are mounted inside the front of the monocoque. Aluminium uprights and OZ machined magnesium wheels. Rear suspension: Carbon fibre top and bottom wishbones with pull rod operated torsion springs and transverse-mounted damper units mounted in the top of the gearbox casing. Aluminium uprights and OZ machined magnesium wheels. Transmission: Seven-speed semi-automatic titanium gearbox with reverse gear. “Quickshift” system in operation to maximise speed of gearshifts. Fuel system: Kevlar-reinforced rubber fuel cell by ATL. Cooling system: Separate oil and water radiators located in the car’s sidepods and cooled using airflow from the car’s forward motion. Electrical: MES-Microsoft Standard Electronic Control Unit. Braking system: Carbon discs and pads. Calipers by AP Racing. Master cylinders by AP racing and Brembo. Cockpit: Removable driver’s seat made of anatomically formed carbon composite, with six-point or eight-point harness seat belt by OMP Racing. Steering wheel integrates gear change, clutch paddles, and rear wing adjuster. KERS: Motor generator unit driving into front of engine with batteries as an energy store. Motor Generator supplied by Renault Sport F1. Electronic control unit by Magneti-Marelli. Dimensions: Front track: 1450 mm Rear track: 1400 mm Overall Length: 5038 mm Overall height: 950 mm Overall width: 1800 mm Overall weight: 640 kg, with driver, cameras and ballast Engine Configuration: 2.4l v8 No of cylinders: 8 No of valves: 32 Displacement: 2400 cc Weight: 95kg V angle: 90° Rpm: 18,000 Fuel: TOTAL Oil: TOTAL Power output: 750 bhp Spark plugs: semi surface discharge Ignition system: high energy inductive Pistons: aluminium alloy Engine block: aluminium alloy Crankshaft: Nitrided alloy steel with tungsten alloy counterweights Connecting rods: titanium alloy Throttle system: 8 butterflies Force INDIA VJM05 Chassis Carbon fibre composite monocoque with Zylon legality side anti-intrusion panels. Front suspension: Aluminium uprights with carbon fibre composite wishbones, trackrod and pushrod. Inboard chassis mounted torsion springs, dampers and anti-roll bar assembly. Rear suspensionÂŞ Aluminium uprights with carbon fibre composite wishbones, trackrod and pullrod. Inboard gearbox mounted torsion springs, dampers and anti-roll bar assembly. Wheel base: 3500mm Front track: 1480mm Rear track: 1440mm Overall height: 950mm Overall length: 5100mm Overall weight: 640kg (with driver, by regulations) Wheels: BBS forged wheels to Sahara Force India specification Engine supplier: Mercedes AMG High Performance Powertrains V8 2.4litre KERS: Mercedes AMG High Performance Powertrains Transmission: McLaren Racing 7-speed, semi-automatic, ‘e-shift’ Lubricants: Mobil 1 products Spark plugs: NGK Clutch: AP Racing carbon clutch Tyres: Pirelli Brake system: AP Racing Brake material: Brembo Dampers: Penske Sauber C31 Chassis: carbon-fibre monocoque Front suspension: upper and lower wishbones, inboard springs and dampers (Sachs Race Engineering) actuated by pushrods Rear suspension: upper and lower wishbones, inboard springs and dampers (Sachs Race Engineering) actuated by pullrods Brakes: six-piston brake callipers (Brembo), carbon-fibre pads and discs (Brembo) Transmission: Ferrari 7-speed quick-shift carbon gearbox, longitudinally mounted, carbon-fibre clutch Chassis electronics: MES KERS: Ferrari Steering wheel: Sauber F1 Team Tyres: Pirelli Wheels: OZ Dimensions Length: 5.195 mm Width: 1.800 mm Height: 1.000 mm Ttrack width, front: 1.495 mm Track width, rear: 1.410 mm Weight: 640 kg (incl. driver, tank empty) Ferrari 056 Motor Type: naturally aspirated V8, 90° cylinder angle Engine block: sand-cast aluminium Valves / valve train: 32 / pneumatic Displacement: 2,398 ccm Bore: 98 mm Weight: >95 kg Electronic injection and ignition Williams FW34 Chassis construction: Monocoque construction Laminated from carbon epoxy and honeycomb composite structure, surpassing FIA impact and strength requirements Front suspension: Carbon fibre double wishbone arrangement, with composite toelink and pushrod activated springs and anti-roll bar Rear suspension: Double wishbone and pullrod activated springs and anti-roll bar Transmission: Williams F1 seven speed seamless sequential semi-automatic shift plus reverse gear. Gear selection electro-hydraulically actuated Clutch: Carbon multi-plate Dampers: Williams F1 Wheels: RAYS forged magnesium Tyres: Pirelli, Fronts: 325mm wide, Rears: 375mm wide Brake system: AP 6 piston callipers all round, carbon discs and pads Steering: Williams F1 power assisted rack and pinion Fuel system: ATL Kevlar-reinforced rubber bladder Electronic systems: FIA SECU standard electronic control unit Cooling system: Aluminium Oil, Water, KERS, and gearbox radiators Cockpit: Driver six point safety harness with 75mm shoulder straps & HANS system, removable anatomically formed carbon fibre seat covered in Alcantara Motive power: Renault 2.4L V8, 90° V angle engine, pneumatic valve train. Fuel and lubricants by Total. High energy inductive ignition system. Engine materials include block and pistons in aluminium alloy, crankshaft in Nitrided alloy steel with tungsten alloy counterweights, connecting rods in titanium alloy. Dimensions & weight Weight: FIA Minimum Wheelbase: FIA Maximum Overall length: 5000mm Overall height: 950mm Overall width: 1800mm

merita pentru 40 de cai? nu iesi mai ieftin sa iei alta masina?

E de la autoritatile din sat! Jmeker de jmeker...mafiot! :hyper:

lol, ledurile alea albastru/rosu, sunt pã trend la voi in sat ?

Posted Today, 10:53 salut. bai fratilor mor cand aud pe cate unu ca zice: bmw-u cu gaz parca nu mai e bmw-u. dar tu asta care zici asa de ce nu-ti iei ma o masina cu motor de 4500 sa dai peste nas la toata lumea ca tu ai bani. eu unul nu mi-am luat bmw pt sigla. am luat ca este o masina f buna fiabila frumoasa care are stofa de masina . daca pot sa merg cu ea cat mai ieftin de ce sa nu o fac? ca si asa zice lumea ca toti tiganii au bmw, fara sa fac discriminare . Corect.... Posted Yesterday, 12:24 Salutare, Sunt posesorul unui 316i,cc1895 din 2001 si ma gandesc sa imi pun o instalatie de GPL in scurt timp dar inca nu sunt lamurit daca renteaza sau nu.In Bucuresti daca merg mai linistit consuma undeva la 12L% de benzina si sunt curios care ar fi consumul de GPL.Sper sa ma ajutati cu un rapuns pentru a lua o decizie cu privire la GPL(specific ca intr-un an parcurg 15.000km din care peste 90& sunt in Bucuresti si instalatia costa aprox. 2700RON).Multumesc anticipat Mie imi ia 15% in oras pe gpl...

Eu zic sa resetezi mai intai adaptarea cutiei pina sa faci update.Masina ta este fabricata cand deja s-au rezolvat problemele de soft ale cutiei.dar este doar o parere.Cineva cu o interfata de diagnoza poate sa-ti spuna daca are programul SSS progman.Ala scaneaza masina si spune la ce module trebuei facut update.incearca in prima faza sa resetezi adaptarea cutiei. 1)Bagi cheia in contact fara sa calci frana sau acceleratia. [Calci ambreiajul (Glumesc !!!)] 2) Apesi butonul start sa se puna contactul cum s-ar zice 3) apesi pedala de acceleratie pina la capat, pina simti click-ul ala de la butonul de kick down de sub pedala 4) Cronometrezi exact 25 de secunde dar nu din cap ci privind un ceas ca sa nu te inseli. 5)Apesi frana pornesti motorul si conduci. Incearca cam de doua ori caci daca nu iese manevra bine nu se reseteaza adaptarea la setarile din fabrica. cel mai bine ar fi sa resetezi adaptarea cu o interfata de diagnoza. Sper sa ai noroc sa nu fie convertizorul.Daca face tot asa sunt primele semne ca convertizorul incepe sa dea semne de oboseala.