Tag: ABC Hobby
ABC Hobby – Honda Integra type R
by the wind on Jun.29, 2010, under RC News
New bodyshell from ABC Hobby, the Honda Integra type R released in June 2010,
the model itself made public first by HPI although ABC has definitely made improvement in detailing section.
Other Integra in the market is the DC5 4th gen made by Tamiya.
Although Integras are known road warrior with FF based configuration, we thought it is nonetheless worth mentioning.
JDM lovers would be thrilled with this release.
The 3rd Generation Integra DC4 (circa 2001)
Specifications:
Production 1993–2001
Body style(s) 3-door hatchback
4-door sedan
Engine(s) 1.6L ZC
1.8L B18B, B18B1
1.8L B18C, B18C1, B18C5
Transmission(s) 5-speed close ratio manual
4-speed automatic (with 2000 rpm torque converter)
Wheelbase Hatchback: 2,570 mm (101.2 in)
Sedan: 2,620 mm (103.1 in)
Length Hatchback: 4,380 mm (172.4 in)
1994-2001 Sedan: 4,525 mm (178.1 in)
2000-01 GS-R Hatchback: 4,425 mm (174.2 in)
Width 1,710 mm (67.3 in)
1998-99 Type-R Hatchback: 1,695 mm (66.7 in)
Height 1994-95 Hatchback: 1,290 mm (50.8 in)
1994-96 Sedan: 1,325 mm (52.2 in)
1996-99 Hatchback: 1,335 mm (52.6 in)
1996-2001 Sedan: 1,370 mm (53.9 in)
1998-99 Type-R: 1,320 mm (52.0 in)
Curb weight 2,643 lb (1,199 kg)
Fuel capacity 13.2 US gallons (50.0 L; 11.0 imp gal)
credit 1134
reference:
Honda debuted the third generation model in 1993 in Japan. Acura followed in 1994. It had an unusual four headlight front end design which was dubbed “bug eyes” by some enthusiasts. Standard power from the B18B engine increased to 142 hp (105.9 kW), and the GS-R received the B18C1 VTEC engine, equipped with a dual-stage intake manifold, ported exhaust manifold and a displacement increase (from the second generation integra) from 1.7 liters to 1.8 liters, bringing power up to 170 hp (126.8 kW). The bug eye model was known in Japan as Integra Si and it powered by a B18C engine with a power of 180Hp which later became the type R power lump.
1996 Acura Integra
In 1998[citation needed], Honda redesigned the Integra after the new Type R was released. In Japan the redesign had two more conventional looking headlights as the bug eye look had proven unpopular, outside Japan it had a slightly revised version of the four headlight front.
A Type R model was added for the 1995 model year in Japan and in 1997 in other markets, powered by a highly tuned, hand-finished variant of the Si/SiR engine. That same year the Integra GSR was sold in Japan as the SiR-G. The JDM B18C Spec-R (B18C5 for USDM) equipped Type-R produced 197 BHP. Although it had an impressive rev limit, the Type R was still hampered by some criticism; its maximum torque output of only 133.8 lb·ft at 7500 rpm meant that the engine would have to be revved high to achieve the best performance.
[edit] Type R Trim Level (1997–2001 excluding 1999)
The Type R was the pinnacle of the Integra line. It had many exclusive features found on no other Integra. This trim of the Integra only came with a 5 speed manual transmission. The interior had red stitching on the arm rest and shift knob for 1998, and after year 2000, faux carbon fiber for cup holders, climate control, cluster bezel, and the shifter plate. The Canadian market received a limited number of vehicles in the final year of production (2001) with the ultra rare red interior which composed of red front and rear seats.
The Type R’s B18C6 (EDM/UKDM), B18C5 ((USDM)This engine only had single exhaust valve springs opposed to the B18C6 which had daulvalve springs) engine was not merely a tuned version of the GS-R’s B18C1. The Type-R’s head is a re-worked PR-3 head, with better valves, camshafts, retainers, stiffer valve springs and a red cover. During production, the B16 heads would get a green marker line to signify a ‘perfect cast’, and these would be the heads put away and later used for Type R engines which would receive a hand port and polish. Molybdenum-coated, high compression pistons and stronger-but-lighter connecting rods strengthened the reciprocating assembly. Extra counter-weights were installed on the crankshaft which altered its vibration modes to enhance durability at high rpm. The intake valves were reshaped with a thinner stem and crown that reduced weight and improved flow. The intake ports were given a minor port and polish. Stiffer valve springs resisted float on more aggressive camshafts. Intake air was now drawn from inside the fender well, for a colder, denser charge. That intake fed a short-runner intake manifold with a larger throttle body for better breathing. An improved stainless steel exhaust collector with more gentle merge angles, a change to a larger, consistent piping diameter, flared internal piping in the muffler allowed easier exit of gases. A re-tuned engine computer also contributed to improved power output, which allowed the Type-R to accelerate from 0 to 60 mph (100 km/h) in 6.2 seconds (as opposed to the GS-R’s 7.0).
The transmission gearing used was very similar to that of the civic Si from 1999–2000, which featured closer gear ratios in second through fifth gears, in order to take advantage of the additional rev range. However, the Type R transmissions featured stronger synchros in all 5 gears. The North American version retained the same 4.4 final drive throughout the Type-R’s production run, unlike the Japanese version, which in 1998 changed to a 4.785 final drive along with revised gearing (However the 4th and 5th gear in the 4.785 transmission was from the GSR transmission, which made the ratios for 4th and 5th on the 4.75 nearly identical to the 4th and 5th gear in the 4.4 tranny, resulting in easier cruising at higher speeds). Unlike the other model Integras with a open differential, The Type R came with a torque-sensing limited slip type.
The chassis received enhancements in the form of reinforcements to the rear wheel wells, roof rail, and other key areas. “Performance rods”, chassis braces that were bolted in place, were added to the rear trunk wall and sub-frame. The front strut tower bar was replaced with a stronger aluminum piece. Honda marketed a rear strut tower bar as a dealer accessory as well, but it required cutting of the damper mount access panels. Camber rigidity was improved at the rear by increasing wheel bearing span by 10 mm. This rigidity was further improved in 1998 when the smaller upper suspension link was changed from a stamped steel part to a fabricated part with a more rigid bushing. The Type-R’s body also received a new functional rear spoiler, body-colored rocker panels and front lip, and 5-bolt hubs with special lightweight Type-R wheels. Under those wheels was a much larger set of disc brakes, front and back. The tires were upgraded to Bridgestone RE010 summer tires.
The Type-R received very aggressive tuning in its suspension settings. All soft rubber bushings were replaced with much stiffer versions, as much as 5.3 times higher in durometer readings. The springs and dampers were much stiffer, with a 10 mm (0.4 in) reduction in ride height. The rear anti-roll bar diameter was initially increased to 22 mm (0.9 in) in diameter, and further enlarged to 23 mm in diameter in 1998. The front anti-roll bar retained the same size, although the end links were changed to a more responsive sealed ball joint as opposed to a rubber bushing on the lesser models. The result was a chassis with very responsive, racetrack-ready handling that ably absorbed mid-corner bumps. Mild oversteer was easy to induce with a lift of the throttle, and during steady-state cornering the car maintained a slight tail-out stance.
The interior was stripped down to reduce weight. The air conditioning system was optional in early models and nearly all the sound-dampening material was eliminated. This provided for a much noisier ride, but since the Type-R was marketed as a race car for the street, most owners didn’t mind. The seats were also unique to the Type-R. For the U.S. market, the upholstery was done in Alcantara and mesh, with the bottom cushion made softer than the standard Integras to preserve comfort. The Japanese market cars used Recaro SRII seats—a slightly smaller variant of the Recaro SRD. This seat is actually heavier than the standard Integra seats.
ABC Hobby Toyota Celica LB2000 GT & 1600 GT
by the wind on Mar.16, 2010, under RC News
So they seemed to be the same but if you look closely, they are definitely not. ABC Hobby just release another additional to their Genetic fleet of mini 4WD chassis (210mm wheelbase) in the Toyota Celica LB2000GT model.
Earlier last year, the 1600GT was released, and so for Celica enthusiasts, the two would make huge grin of contention.
First generation / A20/35 Series (1970-1977)
First Generation 1970 Toyota Celica hardtop
Production start Dec 1970[1]
Production end Jul 1977[1]
Assembly Toyota, Japan
Body style(s) 3-door liftback
2-door hardtop
Layout FR layout
Platform A20, A35
Engine(s) 1.4 L T I4
1.6 L 2T I4
1.9 L 8R I4
2.0 L 18R I4
2.2 L 20R I4
Transmission(s) 4-speed W40 manual
5-speed W50 manual
3-speed A40 automatic
Wheelbase 94.75 in (2,407 mm)[2]
Length 164.2 in (4,170 mm)
Width 63.0 in (1,600 mm)
Height 53 in (1,300 mm)[2]
Curb weight 890 kg (1,962 lb) (Early Coupe) -
1,166 kg (2,571 lb) (USA Liftback)
Fuel capacity 58 litres (15.3 US gal)
Related Toyota Carina, Toyota Corolla
The first generation Celica was released to the Japanese market in late 1970, and targeted to be a more affordable alternative to Toyota’s sportscar, the 2000GT.
Displayed at the 1970 Tokyo Motor Show in October, and marketed in December of the same year, the Celica was a personal car that emphasized styling and driving enjoyment. Japanese models were ET, LT, ST, GT, and GTV.
1976–1977 Toyota Celica (RA23) LT hardtop (Australia)
For export markets, the Celica was offered in three different levels of trim; LT, ST and GT. The lower-end LT was equipped with the single carbureted four-cylinder 2T engine displacing 1600 cc, while the ST came with a twin downdraft-carburetor 2T-B engine. The 2T-G that powered the high-end GT model was a DOHC 1600 cc engine equipped with twin Mikuni-Solex Carburetors.
At its introduction the Celica was only available as a pillarless hardtop notchback coupe. The SV-1 liftback was shown as a concept car at the 1971 Tokyo Motor Show. With slight modifications, this was introduced in Japan in April 1973 as the 2000 cc RA25 and 1600 cc TA27 liftbacks. It was then exported to Europe in RHD form as the 1600 cc liftback. After the October 1975 facelift, it was available in both RHD and LHD forms in other markets. The RV-1 wagon was also shown at the 1971 Tokyo Motor Show but it did not reach production.
The Japanese GT models had various differences from the ET, LT and ST including the hood flutes, power windows, air conditioning, and specific GT trim, but shared a few things with the ST – a full-length centre console and oil pressure/ammeter gauges whilst the LT had warning lights for these functions.
There was also the GTV version, which had the 2T-G engine, a slightly cut-down interior, and did not come standard with things like power windows, but they were optional. The GTV has firmer suspension.
The first generation Celicas can be further broken down into two distinctive models. The first of these was the original with slant nose (trapezoid-like shape front corner light). This is for Coupe model only, TA22, RA20, and RA21. These models were released from 1970 to 1975 and came equipped with the 2T, 2T-G 1.6 liter, or 18R 2.0 liter motor. They had a 95 inches (2,400 mm) wheelbase. The second series (98 in (2,500 mm) wheelbase) had a flat nose (square front corner light) and slightly longer wheelbase. This facelift model appeared in Japan in 1974, but for export was the 1976 model year.
The first Celica for North America, 1971 ST was powered by 1.9 liter 8R engine. The 1972-1974 models have 2.0 liter 18R-C engines. For 1975-1977, the engine for the North American Celica is the 2.2 liter 20R. The Celica GT and LT models were introduced in the U.S. for the 1974 model year. The top-line GT included a 5-speed manual transmission, rocker panel GT stripes, and styled steel wheels with chrome trim rings. The LT was marketed as an economy model. Mid-1974 saw minor changes in the Celica’s trim and badges. The automatic transmission became an option on North American ST and LT models starting in the 1973 model year. For 1975, the ’74 body was used, but body-color plastic fascia and sturdier chrome and black rubber bumpers, replaced the chrome bumpers used in the earlier cars (in accordance with US Federal bumper laws).
1975 Facelift
In October 1975, The entire Celica lineup was given a facelift, with a revised front bumper and grille arrangement. The new model numbers were RA23 worldwide (RA24 US) for the coupe, and RA28 worldwide (RA29 US) for the liftback.
The Liftback was introduced for Japanese market in April 1973, but not until 1976 for export models. Models for home market Liftback were 1600ST, 1600GT (TA27), 2000ST, and 2000GT (RA25 and RA28). The American Liftback is a GT (RA29) with a 2.2 liter 20R engine. All the Liftback models, which are commonly referred to as the ‘Mustang’ shape, have flat noses. Although there is no “B” pillar in the Liftback, the rear windows do not roll down (as they do in the hardtop coupe). Although they looked the same, there were a few minor visible differences. The facelifted coupe is coded RA23 with an 18R engine, or RA24 with a 20R engine. Also available was the TA23, which was similar to the RA23, but with the T-Series engine. The RA23 and RA28 had a more distinctive bulge in the bonnet, or hood, which was lacking in the TA22 or RA20 Coupe and in the TA27 and RA25 Liftback Celica. The TA22 Celica also had removable vents mounted in the bonnet, which the RA23 and RA28 lacked. The RA series also had an elongated nose to accommodate the larger engine. The door vents, fuel filler cap, and interior were also different between the TA and RA series.
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source:abchobby
ABC Hobby #66122 Nissan Fairlady Z
by the wind on Mar.13, 2010, under RC News
Another good news for RC drifting from ABC Hobby bodyshell factory with the refined Nissan Fairlady Z.
This bodyshell has some additional detail touches compared to the previous release.
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source:abchobby
ABC Hobby Lexus LS460 Body Set
by the wind on Jan.13, 2010, under RC News
Reviews:
No doubt ABC Hobby is the most prominent RC drift powerhouse at the moment for producing desirable bodyshells compare to the likes of Tamiya, Yokomo and HPI.
Although Yokomo produced considerable few D1GP bodyshells, while Tamiya and HPI trailing at some distance behind with fewer JDM or drift originated; ABC Hobby consistently releasing various body set through out the last 2 years.
The Lexus LS460 will be the perfect candidate for VIP build or bippu project, as it also equipped with light bucket as standard option. Other accessories may also be incorporated to complete the whole setup. This bodyshell also has the potential choice for either a gracious drifting machine for demonstration or an aggressive one for competitions.
It all depends on how it can be put together with properly tuned chassis.
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ABC Hobby Nissan Cedric
by the wind on Dec.03, 2009, under RC News
Recent bodyshell release from ABC Hobby, the Nissan Cedric.
Many hobbyist from RC drifting communities have regarded ABC Hobby bodyshells as 2nd grade.
We on the other hand disagree with that notion, as proven by this bodyshell, ABC Hobby has move a notch up to realism with detailed accessories and body lines.
For bippu lovers, this shell is definitely a good option for Christmas gift. Enjoy!
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source: ABC Hobby
ABC Hobby Genetic Naked RR
by the wind on Dec.03, 2009, under RC News
ABC Hobby improvement over the Genetic series.
Fine tuning of the existing Genetic now available on the new Naked (chassis only) RR kit from ABC Hobby.
Details of options may be viewed on these pictures.
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source:ABC Hobby
ABC Hobby Transparent Paint
by the wind on Oct.06, 2009, under RC News
New accessory paint from ABC Hobby for bodyshell’s brake and signal lamps, #62780 Orange and #62781 Red, very useful if you’re looking for completing your add on brakelights or headlights bucket accessories.
Paint can be done from the inside after securing the area unpainted by using masking tape on designated area.
The red paint can either be applied to the lexan body from inside or on to the light bucket itself.
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source:abchobby
ABC Hobby Nissan Skyline R30
by the wind on Aug.19, 2009, under RC News
Following new releases from Tamiya and HPI, ABC Hobby has come up with another RC drift bodyshell option in Nissan Skyline R30. It is definitely one to own if you’re Skyline aficionado, and although the vintage looks can’t really escape drifting projects and builds, tuning the theme and stuff such as many found in driftercentral. One thing we do notice about boxy sedan shells is that the shell is rather flimsy due to its shape setup.
We will be reviewing this bodyshell as soon as we get our hands on it, and hopefully we will include some howto, tutorials or tips and tricks, complete with accessories and addons.
Background Knowledge:
The names were brought into line with the home Japanese and worldwide markets with the launch of the R30 series in August 1981, which was built on a C31 Laurel platform. Unlike preceding generations, four and six-cylinder versions now shared a front end of the same length. The R30 was available as a two door hardtop coupe, a four door sedan, a five door hatchback (available only in the R30 generation) or a four door station wagon. In all, there were 26 variations of the R30 Skyline available.
All versions with the exception of the wagon were usually fitted with the four round tail lights that had become a regular feature to the Skyline’s design. The wagon was the ugly duckling of the range, having different tail lights, headlights and no turbo or 6-cylinder versions available – it more closely resembled a Nissan Sunny than a Skyline. The two door coupe had pillarless doors and the unusual feature of roll-down quarter windows for the rear seat passengers (a styling feature of the previous C10, C110 and C211 coupes), while four door versions all had traditional framed windows.
Notably, configurations of the R30 sold in Australia and New Zealand were missing the traditional hotplate tail lights, instead opting for more conventional styling.
Various engine configurations were available, initially ranging from the top of the line 103 kW SOHC 6-cylinder turbo L20ET to the 4-cylinder Z18S and 6-cylinder RD28 diesel versions at the other end of the scale. The all-new 16-valve DOHC FJ20 engine debuted in late 1981, and was the first 4-cylinder engine by any Japanese manufacturer to employ more than two valves per cylinder (see below). Some of the top spec models featured adjustable suspension dampers that could be adjusted while driving, this was another first for mass produced JDM vehicles. Nissan Glorias and Laurels also used the L series engines as well as some diesel (Laurel only) variants.
The R30 range was facelifted in August 1983 with various changes across the board; for example four wheel disc brakes were now standard issue, instead of being optional for lower-spec models. Trim specifications were revised and the 4-cylinder Z18S engine was replaced with the newer CA18E. Upgraded interior trim, new front and rear bumpers, door-mounted wing mirrors (replacing the old ‘hockey stick’ fender mirrors) and smoked tail lights rounded out the look.
RS
DR30 facelift Iron Mask front
Although making about the same power as the L20ET-powered GT-ES models, the version of the Skyline initially known as the 2000RS was released in October 1981 as more of a stripped-down lightweight racer, without as many luxury extras included (quoted curb weight was only 1130 kg). These were equipped with the naturally aspirated 4-valve per cylinder DOHC FJ20E engine generating 110 kW of power at 6000 rpm and 181 N·m of torque at 4800 rpm. The official Nissan chassis designation for all FJ20-powered models was DR30.
In February 1983 the DR30 range received a significant boost in performance with the introduction of the turbocharged FJ20ET engine in the 2000RS Turbo. Front brakes were also significantly upgraded to cope with the power increase. Now with 140 kW of power at 6400 rpm and 225 N·m of torque at 4800 rpm on tap, the FJ20ET enjoyed new-found prestige as the most powerful Japanese production engine of its era.
Nissan sought to elevate the status of the DR30 Skyline as their new flagship model in light of this success, and it received a generous amount of changes to distinguish it from lesser Skyline models in August 1983. Interior equipment was significantly upgraded to now include electric windows, air conditioning and power steering as standard; gone were the days of the spartan, stripped-out race interior with the increased curb weight of around 1250 kg. But by far the most striking change to the RS was the new unique front end treatment, nicknamed Tekamen (鉄仮面) or Iron Mask by fans for its distinctive look. The headlights were considerably slimmer, and instead of a conventional grille the bonnet now sloped down to two narrow slits above a facelifted front bumper and airdam.[10] Turbocharged FJ20ET models were renamed RS-X Turbo while the N/A FJ20E model retained the RS moniker. The 2000 prefix was dropped.
Further changes were made in 1984, most notably the addition of an intercooler, revised compression ratios and turbocharger exhaust housing to the FJ20ET powered model, now known as the RS-X Turbo C and increasing output to 151 kW of power at 6400 rpm and 245 N·m of torque at 4400 rpm.
FJ20ET Engine
DR30 RS-Turbo
To this day the FJ20-powered R30 Skyline remains a cult car both at home and overseas (there are still dedicated “one make” drag racing events for this model in Japan), and is credited with rejuvenating the Skyline brand in the early 1980s. It also paved the way for the eventual re-introduction of the legendary GT-R badge, markedly absent since the end of C110 Skyline production in 1973.
The RS achieved moderate success in Australian Touring car racing in the mid-1980s with Nissan winning the 1986 Australian Manufacturers’ Championship [11] and sharing victory in the 1987 Australian Manufacturers’ Championship with BMW.[12]
Models: (Japan)
* 1800TI – 1.8 L Z18S SOHC I4, 105 hp (77 kW), later models 1.8 L CA18S SOHC I4, 105 hp (77 kW)
* 2000TI – 2.0 L CA20E SOHC I4
* 2000TI – 2.0 L Z20E SOHC I4
* 280D GT – 2.8 L LD28 SOHC I6 Diesel
* 2000GT and Passage – 2.0 L L20E SOHC I6
* 2000GT Turbo, Passage and Paul Newman Version – 2.0 L L20ET turbo I6, 140 hp (103 kW, 206 N m)
* RS – 2.0 L FJ20E DOHC I4, 150 hp (112 kW, 181 N m)
* RS-X and RS-X Turbo C – 2.0 L FJ20ET DOHC turbo I4, 190 to 205 hp (140 to 151 kW, 225 to 245 N m)
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Toyota Supra Mk III
by the wind on Jul.18, 2009, under RC News
New bodyshell from ABC Hobby, now released.
Some info on car History:
In the middle of 1986, Toyota was ready to release its next version of the Supra. The official model year is designated as 1986.5. The bonds between the Celica and the Supra were cut; they were now two completely different models. The Celica changed to front wheel drive, while the Supra kept its rear wheel drive platform. Though the Mark II and Mark III had similar designs, the engine was updated to a more powerful 3.0 200 hp (149 kW) inline 6. Although only available in naturally aspirated trim in 1986.5, a turbocharged version of the engine was introduced in the 1987 model year. The Supra was now related mechanically to the Toyota Soarer for the Japanese market.
The new Mark III Supra engine, the 7M-GE, was the flagship engine of Toyota’s arsenal. Both versions of the engine contained 4 valves per cylinder and dual overhead cams. The turbocharged 7M-GTE engine was Toyota’s first distributor-less engine offered in the U.S which used coil packs sitting on the cam covers and a cam position sensor off of the exhaust camshaft[10]. It was equipped with a CT26 turbocharger and was rated at 230 hp (172 kW) at 5600 rpm while the naturally-aspirated 7M-GE engine was rated at 200 hp (149 kW) at 6000 rpm. Further refinement on the turbo model increased power to 232 hp (173 kW) and 254 lb·ft (344 N·m) in 1989. This was mostly due to a redesign of the wastegate.
The naturally aspirated came as standard issue with the W58 manual transmission. The turbo versions included the more robust R154 manual transmission. Both were available with the optional 4-speed A340E automatic transmission.
During the year of 1989, the car received new tail lights, a front bumper, steering wheel, lower redline (due to the heavier crank with cylinders 2 & 5 counterbalanced), badging and side trim amongst other features. Modifications to the wastegate actuator, feed location and engine management netted another 2 hp (1 kW) on the turbo model. The engine mount and brace were also changed so it could accommodate the 1JZ engine for Japan models. Fortunately, this also allowed the 2JZ engine to be put in since they both use the same engine mounts. The protective body molding was also changed by taking away the steel reinforcement. This made the molding lighter and prevented the rusting problem on the previous years. For the 1991 model year, the wheel design was changed to 5-spoke wheels. Both models wore 16×7 aluminum alloy wheels that were fitted with 225/50/16 tires and full-sized spares on steel wheels. It was also the last Supra to come with hood struts and a full-sized spare wheel since they added weight.
The Supra was also available in two non-export models in Japan, the JZA70 with a 2.5 L 280 hp (209 kW) twin-turbo 1JZ-GTE, known as 2.5GT Twin Turbo (JZA70), and the GA70 with a 2.0 L 210 hp (157 kW) twin-turbo 1G-GTE and non turbo 1G-GEU .
A special version of the 1JZ-GTE equipped JZA70, the 2.5 Twin Turbo R, had black/gray Recaro seats, a Torsen differential, additional braces to mount the diff, Bilstein suspension and uprated springs, Momo wheel and gear knob and matching interior trim. This was the fastest factory production version of the Mk3 Supra, running a mid 14 second 1/4 mile. This model had no ABS and was the lightest of all the MK3 supras.
The third-generation Supra represented a great deal of new technology. In 1986, options available for the Supra included 3-channel ABS and TEMS (Toyota Electronically Modulated Suspension) which gave the driver 2 settings which affected the damper rates; a third was automatically activated at WOT, hard braking, and high speed maneuvering. HKS also made a “TEMS Controller” to hack the system and activate it on the fly, though the controllers are now nearly impossible to find.
ACIS (Acoustic Controlled Induction System), a method of controlling air compression pulses inside the intake piping to increase power, was also apart of the 7M-GE’s technological arsenal. All models were fitted with double wishbone suspension front and rear. A targa top was offered along with a metal power sliding sunroof (added in ’91).
The 7M-GTE MA71′s top speed is 156 mph (251 km/h). Due to an extremely restrictive exhaust, the 7M responds very well to exhaust modifications; often yielding 10 hp (7 kW) more by switching to a ‘divorced downpipe’ (where rather than blocking off an exit for the wastegated exhaust, it gives the gas its own pipe to flow through) and full 3″ diameter exhaust.
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source: ABCHobby, Wiki
Mitsubishi Lancer Evo III 1996 WRC Edition
by the wind on Jun.28, 2009, under RC News
Updated Bodyshell:
LANCER EVOLUTION III
1996WRC EDITION
品番：66094
Specification:
ホイルベース 260mm
全長 454mm
全幅 190mm
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source: ABC Hobby
Dirt Kick- Toyota Altis E120 Drift Conversion July 20, 2010
- ABC Hobby – Honda Integra type R June 29, 2010
- Tamiya #84132 TA05 VDF (High End Drift Chassis) May 13, 2010
- Tamiya TA-06 ? April 8, 2010
- Suzuki SX-4 Fanta (part 2) April 6, 2010
- Spektrum DX3-E April 1, 2010
- ABC Hobby Toyota Celica LB2000 GT & 1600 GT March 16, 2010
- ABC Hobby #66122 Nissan Fairlady Z March 13, 2010
- Ko Propo EX-5UR #82011 March 13, 2010
- Tamiya #58461 Mitsubishi Evo 5 March 11, 2010
