T Shirt AROCKV2012.
50 helai cetakan pertama warna puteh telah dibuat.
100 helai cetakan kedua warna Merah dan Puteh akan dibuat hujung bulan ini.

RM30. Order Now!

Bayar ke Maybank2U AROC Klang Valley : 5-64258-13537-1. Payment slip email kepada – tuahgarage@ gmail.com

These adjustments are slight but do have noticable changes. Typically, most cars run 1/16″ – 1/8″ toe out with production cars being much closer to the smaller side. With slight toe out it helps you initiate the corner entry better though straight line stability is kind of weird and is subject to personal preference. Toe in will give you great straight line stability at speed but sucks in the corners.

Camber is the angle of lean from the top of the wheel to the bottom. If the top leans in from the bottom, you have negative camber. If the top leans out, you have positive camber. Camber is good for cornering and to give a better contact patch when in a corner. The best way to measure this for performance at the track is tire temperatures by measuring the inside, middle and outside of the tread. For example, when you make a left hand turn, your suspension dives to the right and loads the right front tire. If you drove hard and had zero (neutral camber), not only would the car feel bad in the corner, the outside edge of the tire would overheat reducing traction and causing uneven wear. Now if you give the car a little negative camber (top of tire leaning in), the transferred weight/load is more even across the tire and everything starts coming together. The temps and wear are even and the handling through traction in the corner improves dramatically.

Credit  : fraz (AlfaBB)

The Alfa Romeo Alfetta is an Italian rear-wheel drive executive saloon car and also a fastback GT coupé produced from 1972 until 1987 by Alfa Romeo. The popularity of this unit was mainly due to its combination of modest design with powerful torquey inline 4 Nord engine producing 129 ft·lb of torque at 4000 rpm coupled with 130bhp maximum power.

The Alfetta 2000 Sedan was designed by Centro Stile Alfa Romeo whereas the Alfetta GT coupé 2000 was designed by Giorgetto Giugiaro. Alfa Romeo introduced Alfetta’s with a new drive train layout to the marque whereby the clutch, transmission and differential were housed at the rear of the car for a more balanced weight distribution which gave it a superb handling charisma. The suspension relied on double wishbones and torsion bars at the front and a De-Dion beam housed at the rear of the vehicle. The trans-axle design, in combination with inboard rear brakes and a well-located De-Dion rear suspension, resulted in excellent traction and handling.

The Alfetta was made available with four-cylinder DOHC engines with two valves per cylinder and came with a turbo diesel engine supplied by VM Motori. The earlier 1.6, 1.8 and 2.0L based models had twin [double-barrel carburettors], whilst the latter models received fuel injection. According to sources in 1994, there was only one unit Alfetta Diesel which was introduced in Malaysia and was owned by a chap in Kuantan but it has yet to be seen to date.

Alfetta 2000 was famous in Malaysia during its heyday since it was widely used by the Royal Malaysian Police in the late 70′s till late 80′s which replaced the Alfa Romeo Guilia 1300 as patrol cars. This car still remains a cult symbol amongst its enthusiasts in Malaysia and could be seen at times in Malaysian roads and during Alfa Romeo TT sessions.

Credits : Aron

Why is that oncoming car flashing? What the hell does that man wants? My lights are off? No, probably the cops are out…Wow an Alfa! And it’s still flashing…crazy man.

Flashing, waving, following.

Don’t be surprised if the oncoming Alfa is flashing, the driver only wants to greet you. And don’t be surprised if you see a shirty Alfa scudetto which is running after you, trying to catch you up, flashing behind you, and greet you with a waving and a big smile after he/she comes beside you. He/She is just an Alfa fanatic, who is happy to see and other Alfa fan.

You can easily sour these Alfistis with miring with an uncomprehending face, or with making as if you pass it. In turn he’s/she’s just rejoiced in meet with another Alfisti. He/she thought, if you have an Alfa, you couldn’t be a bad man.

It could easily happen, when two or three Alfa fan springs upon you in such a style, and compass you. Don’t worry, they don’t want to break you and your car, they just greet you and they’re happy to see a fellow. Namely Alfisti sometimes drive in bands. Maybe the members of the band were come to know each other at this website and from that time they’re cup and can.

So if you see another Alfa, flash and sound the horn. Maybe the owner will be surprised, but most of the owners will greet you too.

The unwritten rules of welcoming – in words.

Flash from far, and wave if you’re near. After passing the mate, it’s recommended to see into the rear-view mirror; maybe the hazard warning indicator will be flashing too as a goodbye And don’t care about the others, who will probably think you’re crazy.

These decaled Alfa Romeo owners are world for world, hunting for other Alfa fans on the roads, and they are the happiest when somebody welcomes them in advance.

So flash with your Alfa! And keep up your courage, if somebody don’t reply too your welcome. Maybe it’s just a vogue-Alfista who doesn’t know what you want, or maybe he just passed you unmarked. Later, in the Meetings topic you can call him/her to account for doing so.

Other cars owners don’t really make sense of this until, they aren’t buy an Alfa.

And you? Do you understand?

Source : AlfaAmore

The 75 featured some unusual technical features, most notably the fact that it was almost perfectly balanced from front to rear.[6] This was achieved by using transaxle schema — mounting the standard five-speed gearbox in the rear connected to the rear differential (rear-wheel drive). The front suspension was a torsion bar and shock absorber combination and the rear an expensive De Dion tube assembled with shock absorbers; these designs were intended to optimize the car’s handling; moreover the rear brake discs were fitted at the centre of the rear axle, near the gearbox-differential group. The engine crankshaft was bolted directly to the two-segment driveshaft which ran the length of the underside from the engine block to the gearbox, and rotated at the speed of the engine. The shaft segments were joined with elastomeric ‘doughnuts’ to prevent vibration and engine/gearbox damage. The 2.0 L Twin Spark and the 3.0 Litre V6 were equipped with limited slip differential.[7]
The 75 featured a then advanced dashboard-mounted diagnostic computer, called Alfa Romeo Control, capable of monitoring the engine systems and alerting the drivers of potential faults.
The 75 engine range at launch featured four-cylinder 1.6, 1.8 and 2.0 liter petrol carbureted engines, a 2.0 liter intercooled turbodiesel made by VM Motori,[8] and a 2.5 liter fuel injected V6. In 1986 was introduced 75 Turbo, which featured fuel injected 1779 cc twin cam engine using Garrett T3 turbocharger, intercooler and oil cooler.[9]
In 1987, a 3.0 liter V6 was added to the range and the 2.0 L Alfa Romeo Twin Cam engine was redesigned to have now two spark plugs per cylinder, the engine was named as Twin Spark. With fuel injection and variable valve timing this engine produced 148 PS (109 kW; 146 hp). This engine arguably founded modern engines of today as it was the first production engine to use variable valve timing.[9] In North America, where the car was known as the Milano, only the 2.5 and 3.0 V6s were available, from 1987 to 1989.

Alfa Romeo and its racing department Alfa Corse raced the 75 Turbo Group A in the World Touring Car Championship in 1987 season. Team drivers included such names as Nicola Larini, Gabriele Tarquini, Sandro Nannini, Jacques Laffite and Mario Andretti.[12] With no success and the whole season being a farce Alfa Romeo left the series before the overseas races.
Gianfranco Brancatelli won the 1988 ITC serie with Alfa 75 Turbo and Giorgio Francia placed second in the 1991 ITC.[14] The 9th Giro d’Italia in 1988 was won by the team of Miki Biasion, Tiziano Siviero and Riccardo Patrese with a 75 Turbo Evoluzione IMSA.

The 164 was re-badged as the 168 for the Hong Kong and Malaysian markets.

First unveiled at the 1987 Frankfurt Motor Show, the 164 could be considered the first of the “new generation” of Alfa Romeos. It was the last model to be developed while the marque was still independent (although it was launched a few months after the purchase of the company by Fiat), and was most notably the first large front-wheel drive Alfa. The 164 was essential to Fiat’s plan to relaunch Alfa Romeo as a prestige car brand after the late 1970s and early 1980s.

The 164 was the last Alfa saloon to be sold in the North American market, where only the 3.0 L V6 was offered (12-valve from 1991 to 1993, 24-valve from 1994 to 1995).

It was quite successful in Europe, attracting keen drivers who wanted an affordable and reliable sports saloon as an alternative to the German offerings of BMW and Mercedes-Benz.

The 164 was discontinued and replaced by the Alfa Romeo 166 in 1998. 273,857 had been produced.

Pininfarina’s last design effort prior to the 164 was the Ferrari Testarossa. The design ideas present in the Testarossa were developed in the 164 within the brief of a four-door saloon. Examples of this include the wedge-profile which is reminiscent of the Testarossa, and the three grooved cheat lines running down the side of the 164′s false door-panels and bumpers recall the air intake strakes, and the processed lip of these panels also recall the stylistic separation of elements of the Ferrari.

The wedged notch running down the length of the vehicle is a unique and striking design feature, which helped earn the 164 a unique place in automotive styling annals. It is often described as the most important and greatest example of styling for the year of its introduction, 1987.

The base 164 engine was the 2.0 L Twin Spark I4 engine with two spark plugs per cylinder. Apart from that, this engine was also notable for having a two-stage valve timing system (before Honda’s famous VTEC), and an induction valve blade-type system, aimed at improving low-end torque.

The block of the Twin Spark was the same 2.0 L that had been a part of Alfa’s road and race car history since the 1930s. This was intended to give buyers a strong sense of heritage, as well as a significant advantage in terms of reliability. New to the engine was the introduction of fuel injection, controlled by a Bosch Motronic system.

A very sophisticated engine, with a traditional Alfa chain-driven DOHC cylinder head, a single cooling fan and generator belt, drastically improved reliability and reduced parasitic friction. The battery of all 164s is placed in the trunk to achieve a close 50:50 weight distribution.

Next was a turbocharged 2.0 L 8-valve engine, derived from the Lancia Thema i.e. Turbo, and including an overboost feature (this was later replaced by a turbocharged V6 in some markets).

The top-line engine was the 3.0 L “Arese” V6 designed by Giuseppe Busso originally for the Alfa 6.

Initially it was of the older 12v design but was later revised to 24 valves for the QV model.

The 3.0 L 24 valve V6 was also used to power the four-wheel drive Q4 variant.

For some markets, a turbocharged 2.0 L V6 was developed, based from the 3.0 L engine with reduced displacement and a very sophisticated engine management system from Bosch.

Finally, there was also a turbodiesel version with an engine sourced from the Italian engine maker VM Motori. Rated at 125 PS (92 kW), even this weakest version was capable to propel the 164 past the 200 km/h (124 mph) mark. This was the fastest diesel saloon in those days.

Date : 12th March 2010

Fee Coverage:-

Member-related Expenses:
1. Double occupancy with breakfast as indicated;
2. Tip for tour guide;
3. Urban construction fees;
4. One day city tours in Kunming by coach;
5. Full-period travel insurance (with a maximum indemnity of RMB300,000.00. For details please refer to the clauses of the insurance policy.);
6. Temporary driver’s license for driving in China;
7. A guiding car and English speaking guide;

Vehicle-related Expenses:
1. Formality clearance for special types of tourism (state-authority –level);
2. Formality clearance for special types of tourism (provincial-authority –level);
3. General purpose road tolls;
4. Tolls for particular sections of roads and bridges;
5. Third-party insurance;
6. Parking fees;
7. Quarantine fees for entry of foreign vehicles;
8. Administration fees imposed by China border control authority;
9. Vehicle inspection and testing fees for foreign vehicles;
10. Fees for training in traffic laws and regulations;
11. Fees for customs clearance of professional photographing and filming equipment;
12. Temporary driving permit of vehicles.
13. Ferry from Ching Khong to Huay Xai and from Huay Xai to Ching Khong.

Documents for Permit Application for Self Drive in China:-

1. Change in Number of Vehicles: Number of vehicles entering China shall not exceed what is claimed in the documents but may be less.
2. Variation in Vehicles and Participants: Detailed documentation of vehicles shall be included in the submittal, and a final document of the vehicles and participants shall be submitted 30 days prior to their arrival. No variation, particularly in documentation of vehicles, will be granted thereafter, otherwise no entry will be permitted.
3. All vehicles shall be taken out of China upon departure of the group.
4. All members are expected to obtain entry visas by themselves and at their own costs.
5. Change of Date: The date of change is not supposed to change unless in a case of force majeure.
6. Details of vehicles and members to be submitted for application:

a). Vehicle List:
Registered
Owner Veh# Maker Model Engine# Chassis # Capacity Year Fuel Colour Seats weight Value L/R hand drive Vehicle Size

b). Participants Lists (include drivers)
C# Participant Name Sex Birth Date Birth Place Age Nationality Occupation P/P No. Issue Date Issue Place Expiry Dr. Lic. Visa No.

7. The following documents are required for application purpose (20days to1 month before arrival):
1) Photo of vehicle （front and side pictures）;
2) photo to indicate the position of engine number, chasis number; (not the number on the plate);
3) Photocopy of vehicle registration paper（for vehicle）;
4) Photocopy of driver’s passport (for driver only);
5) Photocopy of driver’s driving license (for driver only);
6) Two 2.5×3.6cm color head photos with white background (for driver only).
Remarks: additional document or information will be needed for Tibet self-drive tour.

Pls prepare these documents and submit to ED Ron Nathan.