Carlos Sainz vs. GT4

[AXi0N]

Hva er forskjellen på disse to?

 

ser at GT4 har 204 hk og CS edition har 208 hk, er dette det eneste?

[Stephan]

C.S er penere;) Min mening.. så ingen trenger å begynne å diskutere nå... Ellers vet jeg ikke forskjell..

[lermax]

CS er betydelig penere. Fronten er mye råere!!:cool:

Det er også noen endringer i understell, men ellers er de nok ganske like. Har hør flere ulike hk infoer om begge bilene. Men de skal være neste helt identisk.

[rdl]

dem er jo omtrent helt like. bare annet bodykit vel?

[Hissig_Pannekake]

cs en har vannavkjølt intercooler...

annet panser og front...

lettere...

bedre understell...

kraftigere drivverk?...

også er det en annen turbo på den tror jeg...

annet motorstyhring, tåler mer trykk før den kutter...

stivere stabstag...

 

oja seff, den ser MYE fetere ut...

 

mange setter på carlos front og panser på gt4...blir fett som faen det, men gt4 panseret er for innlufting til intercooler og cs panseret er for utlufting av motor for cs tar inn luft i front...

noen som sa noe om at dette ikke var så gunstig for gt4 motorn, men kjenner en som har gjort dette og han kunne ikke merke noe...

[TTi]

spør på http://www.Ts-ogn.no

Det du ikke får svar på der treng du ikke og vite svare på ;)

[Calib'R]

Originally posted by m_leikfoss

cs en har vannavkjølt intercooler...

 

Kalt Chargecooler...

[lermax]

Originally posted by TTi

spør på http://www.Ts-ogn.no

Det du ikke får svar på der treng du ikke og vite svare på ;)

 

Da er det my man ikke trenger og vite!! Ja da ble også jeg klokere i dag. Huff så mye unyttig info jeg siter inne med:cool:

Eller??:rolleyes:

[eGtTurbo]

det er store forskjeller på CS og gt4 i mine øyne.

 

CS har annen diff, andre foringer bak, vibrasjonsstøtdemper på midten, ekstra synk ring på 1,2,3 gir, kvassere motor, bedre kjøling, kortere clutch, kortere giring, muligens kortere styring.. var endel mer, men kommer ikke på det i farten

[icecold-]

mener å ha hørt at forskjellen på disse to er omtrent som forskjellen på en wrx og en wrx STi

[funkes]

TOYOTA Press Information

FOR IMMEDIATE RELEASE

March 25, 1992

 

THE TOYOTA CELICA TURBO 4WD CARLOS SAINZ

 

In developing this latest version of the Celica GT-Four, Toyota set out to provide Toyota Team Europe (TTE) and its leading drivers, Carlos Sainz and Markku Alen, with reliable and ultra-competitive machinery with which to contest the 1992 World Rally Championship. The previous GT-Four rally car had already set the highest standards, winning five championship rallies last year and five more in 1990, the year in which Spaniard Carlos Sainz lifted the World Championship.

 

In homologating the Celica Turbo 4WD Carlos Sainz for international rally competition, Toyota had to produce 5000 examples of which 3000 have been allocated to Europe and of these, only 440 are available in the UK.

 

The car obviously had to be relatively easy to convert into an effective rally machine, capable of winning in the snow and ice of Europe as well as the heat, dust and mud of Australia, Argentina and Kenya. Considerable attention was therefore paid to keeping the engine and turbocharger cool as well as to the suspension.

 

But for the road-going version of this already successful rally car, great comfort, practicality and easy driveability were top priorities as well as performance. The Turbo 4WD Carlos Sainz is instantly recognisable from its redesigned front bumper and air dam which not only looks very purposeful, but also allows adequate cooling air to reach the water and oil radiators. Front fog lights (standard on the GT-Four) are not fitted. The bonnet is also a new body pressing with a small air inlet specifically to cool the engine timing belt and three separate air outlet ducts designed to evacuate hot air from the engine compartment. At the rear, the bumper has also been redesigned to reduce weight and there are small changes to the rear light clusters.

 

The 3S-GTE 2-litre engine with 16 valves and twin overhead camshafts is largely unchanged, but the turbocharger now features a water (instead of air) cooled intercooler increasing power from 201 to 205 bhp at 6000 rpm. To improve heat dissipation in the valve area next to the valve seat, the 3S-GTE cylinder head uses the world's first laser-clad seats. Welded by laser beam, the one-piece structure allows heat to dissipate more evenly.

 

Although peak torque remains the same at 203 ib ft, the characteristics have changed to give a much flatter torque curve for even better mid-range performance. As a further aid to engine cooling, the electronic radiator fan power has been increased from 120 watts to 160 watts.

 

Underneath, the oil sump protector has been redesigned to save weight and is now welded to the chassis Centre member. In a further effort to reduce weight, the exhaust system is not fitted with a dynamic damper and the rear exhaust silencer has been changed to reduce pressure loss and add a sportier exhaust note.

 

Noise, vibration and harshness (NVH) have been reduced though, by fitting a dynamic damper to the central prop shaft of the four wheel drive transmission system.

 

To make for even quicker gear changes, the clutch stroke has been reduced from 145mm to 125mm and the gear lever throw has been reduced from 68mm to 55mm.

 

The Celica GT-Four already has a fine reputation for stability, exceptional grip and outstanding handling but, for the Carlos Sainz version, the suspension came under renewed scrutiny. MacPherson struts are retained front and rear but the dampers are new and reduce friction. At the front, Vorlauf geometry is used, the kingpin offset is reduced and the lower L arms are anchored to a front chassis member for greater rigidity. There is now greater negative camber at the rear and the dampers include valves which allow them to effectively damp even very low velocity wheel shocks.

 

Straight line stability, cornering and handling characteristics are all improved by these apparently small but important changes. Elsewhere, the rigidity of the steering column has been increased with a new rubber coupling on the intermediate shaft. The centre differential of the 4WD transmission now incorporates a viscous coupling, and a torque sensing (Torsen) LSD continues to be used at the rear. This LSD consists of two worm gears and six worm gears with spar gears on them. These use gear friction to create bias and, with a higher bias than conventional LSDs, the time lag is shorter. Not only does the Torsen differential split torque left and right, but it makes it possible for accomplished drivers to control the torque split with adroit use of the accelerator.

 

Further improvements to the transmission include triple cone synchro on second gear and double cone synchro on third for improved durability and ease of shifting. Inside, the Celica Turbo 4WD Carlos Sainz is identified by a special numbered plaque on the Centre console bearing Sainz's signature. The steering wheel has a thicker leather cover, and the shorter throw gear lever and knob are a new design.

 

New cloth trim is practical as well as sporty, and a coin slot on the console is convenient for loose change. Like the Celica GT-Four, the Carlos Sainz version has the kind of luxury features a rally driver would love to have. Air-conditioning, and electric sunroof, electric windows and central locking are all there along with a six-speaker RDS stereo radio and cassette system. The steering wheel is tilt adjustable and steering is power assisted. A three-way catalytic converter is also standard.

 

 

:)

[eGtTurbo]

der har vi det ja.. mao, STORE forskjeller