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Juiced 2: Hot Import Nights

yanglulu47 — Thu, 02 Jul 2009 08:02:20 +0200

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(Redirected from Juiced 2)
Juiced 2: Hot Import Nights
Developer(s)
Juice GamesParadigm Entertainment (PC and PS3 Ports)
Publisher(s)
THQ
Distributor(s)
THQ (Retail)Valve Corporation (Steam)
Series
Juiced
Platform(s)
PC, PSP, PS2, PS3, XBOX 360, and Nintendo DS
Release date(s)
PS2, Xbox360, Nintendo DS September 14, 2007 September 25, 2007 September 28, 2007PSP October 8, 2007 October 8, 2007 October 19, 2007 October 25, 2007PC December 7, 2007PS3 October 22, 2007
Genre(s)
Driving
Mode(s)
Single player, multiplayer, online multiplayer
Rating(s)
ESRB: TeenPEGI: 12+OFLC: PG
System requirements
Microsoft Windows XP (Service Pack 2) / Microsoft Windows VistaProcessor type: Intel Pentium 4 3.0GHz / AMD XP X2 4200+1.5 GB RAM6 GB available hard drive space256 MB DirectX 9.0 compatible card / nVIDIA GeForce 6600 / ATI Radeon X1300DirectX 9.0 compatible sound card=64kbit/s Internet connection with low latency Cable/DSL speeds for multiplayerKeyboard, Mouse
Juiced 2: Hot Import Nights is a racing video game for various platforms. The PS2, Xbox 360 and Nintendo DS versions were released on September 25. The PSP version was released on October 8, 2007, the Windows version was released on November 16, 2007, and the PS3 version was released on October 22, 2007, though it was originally set for release at the same time as the other versions. It is a sequel to the 2005 game Juiced and the last game in the series. It was developed by Juice Games and published by THQ. It utilizes more advanced car modification methods in comparison to its predecessor.
A demo for the Xbox 360 version was released on Xbox Live Marketplace on July 19, 2007. A second, multiplayer demo appeared on September 14, 2007. Ursula Mayes is on the cover of the game on all platforms.
Contents
1 Game Play
1.1 Race Types
1.2 Your Character
1.3 Modding
1.4 Driver DNA
1.5 Online features
2 Cities
3 Cars
4 Soundtrack
4.1 In-Game Racing
4.2 Results, Podium, etc.
4.3 Menu Music
5 See also
6 Sources
7 External links
//
Game Play
Race Types
The game starts off in a night club where the player selects their character and car. Juice Games has decided to remove the racing calendar, the respect system and the drag races. After choosing a character and car, the player will get a list of available races, three of which must be won in order to move up to the next level. Juiced 2 includes three types of racing - Circuit, Destination and Drift races.
Your Character
A new feature in the game is the ability for the player to design their own character. This feature is available only on the PlayStation 2/3, Xbox 360 and PC versions.
Modding
Exterior can be adjusted in terms of positioning, sizing, rotating and also 'flipping' the decal. The opacity can also be adjusted (for PS3/Xbox 360/PC only). You can save your decal pack and apply it to any car in your garage. License plates can be modified for PS3, Xbox 360 and PC. THQ now has the ability to filter languages when adding letters to the plates. This means that offensive words are not allowed on both online and offline.
Interior
The interior may be modded by adding things like steering wheels and racing seats. The color of many items added to the interior can also be changed. You can only do these mods on the PS3/Xbox 360/PC version.
Driver DNA
Juice Games has also introduced a new feature called Driver DNA which records a players style of driving and creates a strand of "DNA". The DNA will be shown before the beginning of a race which can be viewed as a guide of players' driving habit. Other players can then download your DNA from PlayStation Network or Xbox Live and race against it in the Driver DNA Lab.
Online features
Like the previous Juiced game, Online features such as Pink Slip Races will affect your Career mode. A new feature is to have an Online Career and Crew. *You can download your friends' Driver DNA, view it and add them to your crew. You can trade cars and other items online. Each car has a log book which tells the current owner how many people have owned the car and what races it has been in. Online betting updates allow a player to bet during races, see how many people are betting on and against them, and what their odds are. Unfortunately, Online will be a feature only on the PC,PS3 and Xbox 360 versions. As this is a Games For Windows certified game, the online feature on the PC will be available on the Games for Windows - Live online service.
You are only allowed to add your friends DNA to your Crew in your Singleplayer Career. Online Crew races must be raced by players.
Cities
= Available On PC, PS3 and Xbox 360.
= Available On...(and so on)

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London Transit

yanglulu47 — Thu, 25 Jun 2009 07:42:05 +0200

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For public transportation in London, United Kingdom, see Transport for London.
London Transit
Slogan
Wherever Life Takes You
Founded
1875
Headquarters
450 Highbury Avenue N
Service area
London, Ontario
Service type
Public Transit
Routes
35 regular routes3 community buses
Fleet
195 buses
Daily ridership
20.8 million annually
Operator
City of London
Web site
www.londontransit.ca

A GM Classic bus in the older colour scheme
The London Transit Commission (LTC), is responsible for the operation of the public transit system on behalf of the City of London, Ontario, Canada. It serves 20.8 million passengers annually. Currently, the LTC has 35 regular bus routes, plus 3 community bus routes.
Contents
1 History
2 Active Fleet
3 Ridership
4 Future plans
5 Fares
6 Routes
7 References
8 External links
//
History
London Street Railway Company (LSR) brought public transit to the city with the start of horse drawn streetcar operations in 1875, with electric power being introduced about twenty years later and the conversion to buses being completed in late November 1940 (planned for the end of 1940, but forced by a blizzard that damaged trolley wires). In 1951 the City of London bought LSR and formed the LTC to operate the system. Services have progressed throughout the years, with the introduction of community bus routes, paratransit services and accessible low floor buses.
Active Fleet
As of 2008, the LTC has 192 transit buses in its fleet. At one time, London Transit had one of the oldest transit fleets in Ontario, with some buses older than 20 years old. However, with new buses being purchased in recent years, this has changed.
During the week there are over 100 buses on the road, on Sundays only 40 buses are on the road
Model & year
Fleet #
Length (in feet)
Engine/transmission
2008 New Flyer "Articulated Low Floor" model D60LF
21-23
60
N/A
2008 New Flyer "Low Floor" model D40LF
133-145
40
Cummins ISl diesel engine/ Allison world B400R
2007 New Flyer "Low Floor" model D40LF
119-132
40
Cummins ISl diesel engine/ Allison world B400R
1998 Orion 02.502
8-14
25
N/A
2006 New Flyer "Low Floor" model D40LF
101-114
40
Cummins ISL diesel engine/ Allison World B400R
2005-06 New Flyer "Low Floor" model D40LF
465-487
40
Cummins ISL diesel engine/ Allison World B400R
2004 New Flyer "Low Floor" model D40LF
450-464
40
Cummins ISL diesel engine/ Allison World B400R
2003 New Flyer "Articulated Low Floor" model D60LF
601-603
60
Cummins ISL diesel engine/ Allison World B400R
2003-04 New Flyer "Invero - Low Floor" model D40i
401-449
40
1990 MCI "Classic" model TC-40102N
222-250
40
Detroit Diesel 6V92TA/Allison VR731
1987 MCI "Classic" model TC-40102N
196-204
40
Detroit Diesel 6V92TA/Allison V731
1986 GM "Classic" model TC40102N
180-195
40
Detroit Diesel 6V92TA/Allison V731
Ridership
After the public transit boom of the 1960s and 1970s, ridership began to slip. At that time almost every transit route was passing through London's downtown area. An attempted building of two downtown malls and the economic recession of the 1990s combined to force the downtown area into serious decline. An economic slump echoed in a parallel drop in ridership, made even worse by the traditional responses of service cuts and fare increases. Between 1987 and 1996, LTC ridership declined by almost 40 percent.
In 1994, the LTC began developing a comprehensive business plan to turn these trends around. Innovations included an overhauling of fare structure, re-thinking routes, bringing buses into mall areas (which would later become true terminal areas), and making standard public transit buses increasingly wheelchair-accessible. Post-secondary students attending the University of Western Ontario and Fanshawe College now receive a subsidised bus pass incorporated into their tuition: a program which has become a great success.
Due in large part to these measures, the LTC is currently experiencing a massive increase in ridership, straining current transit resources.
Future plans
With the recent announcement of federal and provincial gas tax money for municipalities, the LTC has decided to spend funds on improving service, creating bus depots at major shopping centres, and purchasing new buses.
Beginning in 2008, a second transit garage will be built in the west end of the city to improve efficiency and create room for a larger transit fleet. Also in 2008, new digital...(and so on)

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Honda VFR750F

yanglulu47 — Thu, 11 Jun 2009 09:31:00 +0200

VFR750P
Manufacturer
Honda
Production
19861997
Engine
750cc liquid-cooled DOHC V4 four-stroke, carbureted
The Honda VFR750F is a sport touring motorcycle produced between 1986
and 1997. The fully-faired motorcycle featured a reliable 98horsepower
(73kW) liquid-cooled double overhead cam (DOHC) V4 four-stroke engine.
All generations of VFR750 since 1990 employ an ELF-designed
single-sided rear swingarm. Also characteristic of the VFR750 (until
the 2002 VFR800) was durable gear-driven cams.
The original VFR750F was introduced in 1986 as a complete redesign of
the VF700/750F models in order to address some of the camshaft and
bearing problems that had become associated with the first-generation
Honda V4 engines, and to improve Honda's negative image concerning this
engine. Compared to the VF750F, the new VFR750F featured greatly
improved power output, lighter weight, a lower center of gravity, a
wider front tire and a slightly longer wheelbase.
The VFR750F received many positive reviews and awards while in
production, including winning the Best 750cc sport bike award from
Cycle World six years in a row.[citation needed]
Although not designed as a race bike, in 1986 British racer Ron Haslam
took a standard VFR750F to third place in a soaked Transatlantic
Challenge race at Donnington Park, UK.
In the United States Fred Merkel piloted a VFR to victory in the 1986
AMA Superbike Series before his bike was passed to Bubba Shobert who
took 3rd place in 1987, being beaten by Wayne Rainey and Kevin
Schwantz. The points he earned during the 1987 season gaining him
victory in the AMA Grand National. In 1988 Shobert won 3 of the 7 races
to win the AMA superbike championship.
An engine race kit was available for the 1986 VFR from HRC for $4,000 (USD), including a titanium exhaust.
"Tariff beater" 700cc versions (VFR700F) of the first-generation bike
were available alongside 750cc versions in the US market, due to the
tax laws in place at the time that penalized large-displacement
imported motorcycles (in order to protect the troubled Harley Davidson
Motor Company).
In the Japanese domestic market there were other VFR750F variants.
VFR750P - A police-specification model with its own distinctive model
number (RC35) was restricted to 77ps (75hp) and fitted with a 5 speed
gearbox, modified main stand, gear indicator, uprated alternator, crash
bars, higher handlebars, and modified speedometer. This bike was not on
sale to the general public.
VFR750K - Not to be confused with the VFR750FK, this training version
of the VFR750F, again with its own distinctive model number (RC37), was
restricted to 77ps (75hp). The oil cooler was removed and it was fitted
with a modified main stand and gear indicator. This bike was sold to
the general public.
Contents
1 Engine
2 Suspension
3 Models
3.1 19861987 - VFR750FG/H (RC24)
3.1.1 Performance
3.2 19881989 - VFR750FJ/K (RC24)
3.3 19901993 - VFR750FL/M/N/P (RC36)
3.4 19941997 - VFR750FR/S/T/V (RC36)
4 References
5 External links
//

Engine
The VFR750F series all used 748cc 16-valve gear driven DOHC
liquid-cooled 90 V4 engines with carburetor-based air/fuel induction;
the bore/stroke remained the same for all 750 models at 70.0x48.6mm
(2.756x1.913inches). The engine was made of cast aluminium alloy with
the crankcase being divided horizontally, VFR750P and VFR750K models
use slightly different crankcases with the lower casing being modified
to allow for the gear position indicator in place of the neutral
switch. On all the VFR750 models the gear drive for the cams was
between the cylinders. Lubrication was via a wet sump with a
chain-driven, dual-rotor oil pump; an oil (air) cooler was also fitted.
Transmission was a 6-speed, with a constant-mesh, wet multi-plate
clutch and chain drive to the rear wheel with the exception of the
5-speed VFR750P which featured a spacer in place of one of the gears.
The V4 engine has proven itself highly reliable, with few known faults.
The gear-driven camshaft system removed any lingering concerns about
cam-chain maintenance, which had dogged the VF-series of Honda V4
engines. Valve adjustment on first-generation VFR750Fs was by screw and
locknut, which changed in 1990 to shim-under-bucket, along with the
valve-clearance inspection interval (to 16,000miles). However, RC36
engines have been known to reach well over 50,000miles without any need
to adjust the valve clearances.
Second- and third-generation VFR750Fs have notoriously suffered from
failed regulators/rectifiers, likely caused by heat damage. Although
Honda eventually re-designed the replacement part, such that failures
of the new, finned regulator/rectifier are rare, it had become
commonplace for VFR750F owners to carry spare regulator/rectifiers or
even install small cooling fans to prevent reg/rec units from
overheating.
Suspension
First-generation VFR750Fs sported anti-dive (adjustable on some models)
on the damping-rod front 37mm Showa forks (uprated to 41mm for 1988)
and a conventional, dual-sided aluminium swingarm with a centrally
located Showa damping unit with remote hydraulic pre-load adjustment at
the rear.
Second-generation models featured non-adjustable 41mm cartridge-style
Showa front forks, coupled with a remotely adjustable (for pre-load)
emulsion-type Showa shock absorber and the trademark single-sided swing
arm. Honda soon upgraded the VFR750F's suspension to include pre-load
adjustment on the forks, and damping adjustment on the shock. The
bike's distinctive swing arm, derived from the ELF-designed race-bike
Pro-Arm development work, has the advantage of allowing rear-wheel
removal without the need to remove the drive chain or rear axle, and
allows chain adjustment to be made very simply with no concerns of
altering wheel alignment.
Third-generation VFR750Fs continued to use the same basic suspension
components as the VFR750FN/P, though the single-sided swing arm was
redesigned to reduce the weight of the earlier model.
Models
The VFR750F can be divided into three distinct "generations", with
significant revisions having taken place upon the introduction of the
VFR750FL in 1990 and the VFR750FR in 1994. The VFR750F ceased
production in 1998 with the introduction of the VFR800Fi, marketed in
the US as the "Interceptor" and the "VFR" in the UK.
19861987 - VFR750FG/H (RC24)
New model based on a complete redesign of the VF750F, full fairing,
alloy twin-spar frame, gear-driven camshafts, single-color paintwork,
and 16 inch front and 18 inch rear wheels.
Fork Diameter 37mm
Bore & Stroke 70.0 x 48.6 mm
Compression ratio 10.5:1
Rake/Trail 27.5 degrees/4.3 inches
Carburettors 4 x 34 mm Keihin CV type
11,500 rpm Red Line
Power (claimed) 105PS @ 10,500 rpm (103.56 HP)
Torque (claimed) 56.4 ftbf @ 8,500 rpm
Front tyre 110/90 V16
Rear tyre 130/80 V18
Wheelbase 1480 mm
Seat height 795 mm
Dry weight 199 kg
Wet weight 230 kg
Frame weight 14 kg
Engine weight (dry) 77.3 kg
Fuel Tank 20 litres
Average fuel consumption: 48 mpg
Average touring range: 207 miles
Performance
From Cycle June 1986:
Curb Weight /W full tank Fuel: 505.5lb
Standing 1/4 mile: 10.95sec @ 113.95mph
Fuel Consumption: 45 mpg
Range (to Reserve) 189 miles
Acceleration:
0-60mph 2.4sec
In Gear Acceleration:
45-70mph
4th 3.76sec
5th 4.64sec
6th 5.20sec
Speedometer Error
30mph indicated 29.80mph
60mph indicated 57.15mph
Braking Distance:
From 60mph 118ft
Engine RPM @ 60mph 4420RPM
Measured top speed: 151 mph
19881989 - VFR750FJ/K (RC24)
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Allison V-1710

yanglulu47 — Thu, 11 Jun 2009 08:39:50 +0200

V-1710
Allison V-1710
Type
Liquid-cooled V-12 piston engine
Manufacturer
Allison Engine Company
First run
1930
Major applications
Lockheed P-38Curtiss P-40P-51 Mustang
Number built
>70,000
The Allison V-1710 aircraft engine was the only indigenous US-developed
V-12 liquid-cooled engine to see service during WWII. A sturdy and
trustworthy design, it unfortunately lacked an advanced and efficient
mechanical centrifugal supercharger. Versions with a turbosupercharger
gave excellent performance at high altitude in the twin-engined
Lockheed P-38 Lightning, and turbosuperchargers were fitted to
experimental single-engined fighters with the same excellent results.
The preference for turbosuperchargers, arguably to the neglect of
mechanical supercharger development, reflected US Army philosophy, and
not the inherent qualities of the Allison engine.
Contents
1 Design and development
1.1 Technical description
1.2 Turbocharger
1.3 F-82 use
2 Other uses
3 Specifications (V-1710-85)
4 See also
5 References
5.1 Notes
5.2 Bibliography
6 External links
//

Design and development
The Allison Division of General Motors began developing the ethylene
glycol-cooled engine in 1929 to meet a US Army need for a modern,
1,000hp (750kW), engine to fit into a new generation of streamlined
bombers and fighters. To ease production the new design could be
equipped with different propeller gearing systems and superchargers,
allowing a single production line to build engines for everything from
fighters to bombers.
The U.S. Navy purchased the first V-1710s, the B model (the only V-1710
that did not have a gear driven supercharger) in 1931 and installed
them on the airship aircraft carriers the Akron and Macon. The U.S.
Army Air Corps purchased its first V-1710 in December 1932. The Great
Depression slowed development, and it was not until December 14, 1936
that the engine next flew in the Consolidated XA-11A testbed. The
V-1710-C6 successfully completed the Army 150 hour Type Test on April
23, 1937 at 1,000hp (750kW), the first engine of any type to do so. The
engine was then offered to aircraft manufacturers where it powered the
Curtiss X/YP-37. All entrants in the new pursuit competition were
designed around it, powering the Lockheed P-38, Bell P-39 and Curtiss
P-40. When North American Aviation was asked to build the P-40, they
instead responded with an improved design, using the V-1710 in their
P-51A.
Technical description
The V-1710 has 12 cylinders with a bore and stroke of 5.5 by 6 inches
(149.7 by 152.4mm) in 60 V-format, aggregating to 1,710.6in3 (28.03L)
total displacement, with a compression ratio of 6.65:1.
The engine design benefited from the General Motors philosophy to
build-in production and installation versatility. The engine was
constructed around a basic power section from which different
installation requirements could be met by fitting the appropriate
Accessories Section at the rear and a tailored reduction gear for power
output at the front. This approach allowed easy changes of the
supercharger(s) and supercharger drive-gear ratio. That gave different
critical altitude ratings ranging from 8,000 to 26,000 feet (2,4007,900
m). It allowed a variety of propeller drives and also remote placement
of the reduction gear.
The P-39, P-63, and XB-42 installations used V-1710-E series engines
that exchanged the integral reduction gear for an extension shaft that
drove a remotely located reduction gear and propeller. Aircraft such as
the P-38, P-40, P-51A, and P-82 used close-coupled propeller reduction
gears, a feature of the V-1710-F series.
Another feature of the V-1710 design was its ability to turn the output
shaft either clockwise or counter-clockwise by assembling the engine
with the crankshaft turned end-for-end, by installing an idler gear in
the drive train to the supercharger and accessories and by installing a
starter turning the proper direction. So, there was no need to
re-arrange the ignition wiring and firing order, nor the oil and Glycol
circuits to accommodate the direction of rotation.
The V-1710 has often been criticized for not having a "high-altitude"
supercharger. The comparison is usually to the later, two-stage,
versions of the Rolls-Royce Merlin built by Packard as the V-1650 and
used in the P-51B Mustang and subsequent variants. The US Army had
specified that the V-1710 was to be a single-stage supercharged engine
and, if a higher altitude capability was desired, the aircraft could
use their newly developed turbosupercharger as was featured in the
P-37, P-38, and XP-39.
The benefits of a two-stage supercharger eventually became so clear cut
that Allison did make some efforts in this direction. Allison attached
an auxiliary supercharger in various configurations to the existing
engine mounted supercharger and carburetor. Early versions of these
two-stage supercharger engines were used on the P-63. No intercooler,
aftercooler, or backfire screen were incorporated into these two-stage
V-1710 engines (except for the V-1710-119 used on the experimental
P-51J, which had an aftercooler). The two-stage Merlin engines had all
of these features, which were designed to prevent detonation from
charge heating and backfire into the supercharger. The G-series V-1710s
installed on the F-82 E/F/G models had only anti-detonation injection
to deal with these problems, and not surprisingly had severe
reliability and maintenance problems. In one record, it was stated that
the F-82 required 33 hours of maintenance for one hour of flight.
Although the early V-1710 powered P-39, P-40 and P-51A airplanes were
limited to combat operations at a maximum of about 15,000 feet (5,000
m) they were available in comparatively large numbers and were the
mainstay of some Allied Air Forces in all but the European theater of
operations. The engines proved to be robust and little affected by
machine-gun fire. In total, over 60 percent of the US Army Pursuit
aircraft operated during WWII were powered by the V-1710.
Allison continuously improved the engine during the war. The initial
rating of 1,000hp (750kW) was increased in stages to where the final
V-1710-143/145(G6R/L) was rated for 2,300hp (1,715kW). By 1944, the War
Emergency Power rating on the P-38L was 1,600hp (1,200kW).
The most powerful factory variant was the V-1710-127, designed to
produce 2,900hp (2,200kW) at low altitude and 1,550hp (1,160kW) at
29,000feet (8,800m). This engine was static tested at 2,800hp (2,100kW)
and was planned for installation in an XP-63H aircraft. The end of the
war ended this development, so this promising experiment never flew.
The extra power of this version was derived from using exhaust
turbines, not to drive a turbosupercharger, but to return that energy
to turning the crankshaft. This was called a "turbo-compound"
arrangement.
Improvements in manufacturing brought the cost to produce each engine
from $25,000 down to $8,500 and allowed the installed lifetime of the
engine to be increased from 300 hours to as much as 1,000 hours for the
less stressed powerplants. Weight increases needed to accomplish this
were minimal, with the result that all models were able to produce more
than 1hp/lb (1.6kW/kg) at their takeoff rating.
Comparisons between Allison engine and the Rolls-Royce Merlin engine
are inevitable. What can be said for the Allison is that its part count
was nearly half that of the Merlin engine which facilitated mass
production greatly. The British-made Merlin engines were to a degree
still reliant upon hand crafted and fitted parts from skilled
craftsmen. There also was a very high degree of commonality of parts
throughout the series. The individual parts of the Allison series were
produced to a very high degree of...(and so on)
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