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Olá, vejo que continuas com o teu mk1, já não te lia desde o DOHC ZC Portugal Fórum, que entretanto perdeu toda a informação devido ao problema geral da EZboard.
Fico à espera de noticias do teu crx, os brown tops são cada vez mais raros.

Abraço

http://www.deephousepage.com/smilies/welcome.gif ALT=":[welcome]">  

Abraços

http://migueltuna.no.sapo.pt/Miguel/bannerdohczcportugal.gif"/>
Posted by: Miguel Tuna Aka Civic16i16 91

http://pub10.ezboard.com/bdohczcportugal">DOHC ZC Portugal

ve se encontras o artigo sffhttp://www.ezboard.com/images/emoticons/smile.gif ALT=":)">

so tenho motor, caixa close, eixo e mais umas pilequices, tenho d encontrar um 2 portas em bom estado d carroceria, mas so vou fazer isso dps do civic, pois falta tempo, espaço e dinheiro.

Abraços

http://www.markl.f9.co.uk/old-stuff/civic-gt/transplant/badge.jpg" style="border:0;"/>

Posted by: Miguel Tuna Aka Civic16i16 91

ola, estava a ver k nunca mais s kriava um forum d carros antigos, mm sendo direccionado so aos japoneseshttp://www.ezboard.com/images/emoticons/smile.gif ALT=":)">

o unico japonês antigo k tenho é um datsun 1200 com o kit GX que tem por volta de 105 cv, foi o primeiro carro k o meu pai teve e com k fez os iniciados penso k em 1974.

espero k este forum tenha sucesso, pois creio k vai ser mt interessante.

Abraços

http://www.markl.f9.co.uk/old-stuff/civic-gt/transplant/badge.jpg" style="border:0;"/>

Posted by: Miguel Tuna Aka Civic16i16 91

Berlina (f40d)
http://mclellansautomotive.com/photos/B10464.jpg" style="border:0;"/>
http://cys02663.hp.infoseek.co.jp/catalog/compagno_ct/compagno_ct01.jpg" style="border:0;"/>

Sedan
http://www.geocities.jp/sabisabi_club/NewFiles/main/car/img/compa1.JPG" style="border:0;"/>
http://www.geocities.jp/sabisabi_club/NewFiles/main/car/img/compa3.JPG" style="border:0;"/>
http://www.geocities.jp/sabisabi_club/NewFiles/main/car/img/compa2.JPG" style="border:0;"/>
(Se não virem estas fotos, copiem o endereço, carregando no botão do rato do lado direito, indo depois para as propriedades, para uma nova janela)

Wagon
http://cys02663.hp.infoseek.co.jp/catalog/compagno_w_ct/compagno_w-ct01.jpg" style="border:0;"/>

Spyder(f40k)
http://www.toyota.co.jp/Museum/data_e/images/a03_09_3_3_2.jpg" style="border:0;"/>
http://www3.ocn.ne.jp/~haneda/car/jp/daihatsu/dh1.jpg" style="border:0;"/>
http://www3.ocn.ne.jp/~haneda/car/jp/daihatsu/dh3.jpg" style="border:0;"/>
http://www3.ocn.ne.jp/~haneda/car/jp/daihatsu/dh2.jpg" style="border:0;"/>
http://www3.ocn.ne.jp/~haneda/car/jp/daihatsu/dh6.jpg" style="border:0;"/>
http://homepage1.nifty.com/movinmove/daihatsu%20corner/daihatsu%20galary/photo15/compagno_spider.jpg" style="border:0;"/>

Pick-up
http://www.motorbase.com/uploads/2003/08/25/fs_compagno.2.jpg" style="border:0;"/>
http://cys02663.hp.infoseek.co.jp/catalog/compagno_tk_ct/compagno_tk01.jpg" style="border:0;"/>

http://cys02663.hp.infoseek.co.jp/daihatsu_wallpaper/compagno.lzh" target="top">Wallpaper para download

Desenhado por Vignale, apresentado durante os jogos olímpicos de 64 no Japão.Chegou a Inglaterra(foi o 1º carro japonês a ser para lá importado)a custar
799£(~1015Euros).

S-4(cilindros) OHV
Refrigerado a Àgua
Tracção atrás
797cc:42cv@5000rpm
958cc:56cv@5000rpm

Os japoneses dão estes valores para o 1000 Spyder:
65ps@6500rpm
7.8kg-.m@4500rpm
145km/h
1/4mile 18.5s

http://www3.ocn.ne.jp/~haneda/car/jp/daihatsu/dh4.jpg" style="border:0;"/>

Anos de produção

797cc 5 portas:1964-1967
797cc 4 portas:1964-1968
958cc Deluxe 4 portas:1966-1969  
958cc Spyder:1966 1969
958cc 5 portas:1966-1969
A Daihatsu passou a ser da toyota quando vendia este modelo.  
Total
120000 exemplares

Um primo meu tem um Berlina f40d 5 portas, importado de Angola que está a sofrer uma restauração e ele precisa do friso lateral completo e dos dois espelhos retrovisores dos guarda-lamas, contava com a vossa ajuda para pesquisar nisso, e também nas cores com que saiam de fábrica na época, por isso pus este post no geralhttp://www.ezboard.com/images/emoticons/smile.gif ALT=":)">    .

P.S.: Penso que este motor foi também usado no Mini 1000, por causa da época e de ser OHV,apesar de não ter a mesma cilindrada, mas não encontrei nenhuma informação acerca...


 

Edited by: http://p086.ezboard.com/bamigosdosjaponesesantigos.showUserPublicProfile?gid=kombota>kombota at: 23/10/07 15:46

Sempre achei este carro lindo, para mim um dos melhores nipónicos classicoshttp://www.ezboard.com/images/emoticons/smile.gif ALT=":)">  

The PGC10 was released in February 1969 and at first only came in sedan form, until two years later, in March 1971 the coupe (KPGC10) followed.

The PGC10 was designed with the perspective of being used in racing and cost double the price of the GC10. For its time it was revolutionary quick and powerful and with its many victories laid the foundation for the "Skyline-GT-R-legend" as we know it today.

Most important for the race-track success of the GT-R was its engine, the S20. The S20 was a 1989cc DOHC 24-valve inline-6 with 160hp, taken from Prince's race-car R380, and delivered its power to the rear-wheels via a five-speed gearbox. When introduced, the engine used three Weber 40DCOE carburetors, which were replaced by a Lucas Mechanical Fuel Injection System from October 1969 on. Furthermore, a strut suspension in front and a semi-trailing arm independent suspension in the rear made sure this power could also be exploited on the road.

Exterior changes, on the other hand, were very subtle in comparison to the standard GC10. The GT-R keeps the twin headlights and the square twin-taillights. Overall, there is little to hint at the dynamic potential of this car, apart from extended wheel-housings, which were new for 1970 to host wider racing tires. Due to these changes, the GT-R lost the GC10's "surfline". Concerning the front and rear, the GT-R can only be distinguished from the standard versions by its red GT-R badges, which replace the blue GT badges of the GC10.

On March 7th, 1971, the KPGC10 named 2-door version of the GT-R made its debut. For this car the wheel-base was shortened from 2640mm to 2570mm and the weight was reduced by 20kg.

Due to aerodynamic matters, the car got a wider body and optionally a rear-wing, as well as a lower wind screen. Handling over the four-door was further improved by larger tires, which were hosted by even wider wheel-housings on the KPGC10.

Concerning the dynamic side, the four-door version was dominated by strong understeer, which originated from its long wheelbase and low-grip tires. In order to drive quickly, the drivers had to brake hard into the corners to make the tail come out, and then drift the car through them. Of course, this looked very spectacular, which is why the Skyline became so popular with the fans. Now, drifting may look very spectacular, but it was also very exhausting for the drivers, and, more importantly, it was not very quick.

So Nissan introduced the KPGC10, which was supposed to cure all these faults with its wider track and shorter wheelbase. And indeed, this car was even faster than the PGC10 and added several more victories to the GT-R's account. But it was not only an improved version of the PGC10. Even today, the Coupe is considered by famous drivers like Mr. Hasemi (Unisia Xanavi Skyline) to be the best balanced Skyline GT-R ever.

Better than the R32 and R34. This is the real-legend after all.


http://history.jbskyline.net/PGC10%20series.jpg" style="border:0;"/>

http://www.jbskyline.net/C10/GTR/Showroom/Bilder/KPGC10%20side.gif" style="border:0;"/>

http://www.jbskyline.net/C10/GTR/Showroom/Bilder/KPGC10%20front%20left.gif" style="border:0;"/>

http://www.jbskyline.net/C10/GTR/Showroom/Bilder/KPGC10%20rear%20right.gif" style="border:0;"/>

http://www.jbskyline.net/C10/GTR/Showroom/Bilder/PGC10%20rear.gif" style="border:0;"/>

http://www.jbskyline.net/C10/GTR/Showroom/Bilder/PGC10%20front.gif" style="border:0;"/>

http://www.jbskyline.net/C10/GTR/Showroom/Bilder/KPGC10%20engine.gif" style="border:0;"/>

e esta versao de corrida, pela qual me apaixonei no GT2:b

http://www.jbskyline.net/C10/GTR/Showroom/Bilder/KPGC-10%20Rennversion.gif" style="border:0;"/>


Model KPGC10 PGC10

 
General Information
 
Layout Front-engine / RWD  
Drag Coefficient [cd] NA  
Curb Weight [lb (kg)] 2426 (1100)
Trunk Space [cu ft. (L)]  
     
Overall Length [in. (mm)] 170.5 (4330)
Overall Width [in. (mm)] 65.6 (1665)  
Overall Height [in. (mm)] 54.0 (1370)  
Wheelbase [in. (mm)] 101.2 (2570)
Track Front [in. (mm)] 54.0 (1370)  
Track Rear [in. (mm)] 53.7 (1365)  
 
Steering NA
Turning Radius [ft. (m)] NA
Tires front NA
Tires rear NA

Engine
 
Type S20 - Inline-6
Valvetrain dohc 4-valve/cyl
Displacement [cc] 1989
Bore & Stroke [mm] 82.0 x 62.8
Compression Ratio NA
Redline [rpm] NA
   
Max. Power [Bhp at rpm] 160 at 7000
Max. Torque [lb-ft (Nm) at rpm] 133 (180) at 5600
Bhp/Liter 80.5

Suspension
 
Front independent with struts
Rear independent with semi-trailing arms

 
Braking
 
Front - Brakes NA
Rear - Brakes NA
70 - 0 mph [ft (m)]  NA
60 - 0 mph [ft (m)]  NA

 
Performance
 
Top Speed [mph] 124.5



 

Edited by: http://p086.ezboard.com/bamigosdosjaponesesantigos.showUserPublicProfile?gid=umtali>Umtali at: 7/10/07 18:04

http://escortmk1.no.sapo.pt/Leone/1.jpg" style="border:0;"/>

The Subaru Leone made its entrance in June 1971, and the Subaru Leone 4WD Station Wagon followed in September 1972. Until then, four-wheel drives (4WD) was limited to off-road vehicles. Subaru broke that pattern by introducing the mass-produced 4WD variation in an ordinary passenger vehicle series. When the vehicle was first put on the market, demand came mainly as a result of the special applications the car could be used for, such as commercial use in snowy and mountainous areas. However, the car was highly praised in both the domestic and overseas markets for its originality. The vehicle had steadily broadened its customer base thanks to a surge in popularity of outdoor sports like skiing and fishing. The car's popularity snowballed to the point where it became the world's top-selling 4WD passenger car and the origin of the Subaru AWD.



4WD Station Wagon:
http://escortmk1.no.sapo.pt/Leone/2.jpg" style="border:0;"/>

The Subaru Leone made its entrance in June 1971, and the Subaru Leone 4WD Station Wagon followed in September 1972. Until then, four-wheel drives (4WD) was limited to off-road vehicles. Subaru broke that pattern by introducing the mass-produced 4WD variation in an ordinary passenger vehicle series. When the vehicle was first put on the market, demand came mainly as a result of the special applications the car could be used for, such as commercial use in snowy and mountainous areas. However, the car was highly praised in both the domestic and overseas markets for its originality. The vehicle had steadily broadened its customer base thanks to a surge in popularity of outdoor sports like skiing and fishing. The car's popularity snowballed to the point where it became the world's top-selling 4WD passenger car and the origin of the Subaru AWD.

 

 
Overall (l x w x h) : 3,995mm x 1,500mm x 1,385mm
Vehicle weight : 855kg
Model : EA63S
Type : Water-cooled, Horizontally-Opposed, 4-cylinder OHV
Bore x stroke : 85.0mm x 60.0mm
Engine displacement : 1,361cc
Compression ratio : 8.5
Max. output (ps/rpm) : 72/6,400
Max. torque (kg-m/rpm) : 10.2/3,600
Front : Strut type independent suspension
Rear : Semi-trailing arm type independent suspension
 


 

Edited by: http://p086.ezboard.com/bamigosdosjaponesesantigos.showUserPublicProfile?gid=kombota>kombota at: 18/12/04 17:56