Volkswagen Passat 2005: Body and Chassis for Volkswagen Parts at Parts Train

The Volkswagen Passat 2005 features a powerful design. The new VW face with its chrome radiator represents the greatest design progression since the creation of the series.

The new Passat is 4.77 metres long (+ 62mm), 1.82 metres wide (+ 74mm) and 1.47 metres tall (+ 10 mm). The wheelbase measures 2.71 metres. One real indicator of outstanding quality is the static torsional stiffness. .

Volkswagen is using the FSI engines with homogeneous direct injection for the first time in the Passat. They deliver 85kW / 115hp, 110kW / 150hp and 147kW / 200hp (Turbo FSI).

The Passat TDI will also be available with a diesel particulate filter. The most powerful TDI features the innovative Piezo high-pressure unit-injector system. The petrol engines with outputs of 85kW / 115hp, 110kW / 150hp and 147kW / 200hp can be optionally combined with a driver-friendly six-speed automatic gearbox

Using aluminum components (weight: -13.3 kilogrammes) guarantee a maximum level of agility, comfort and safety, it has new four-link rear axle, which has been decoupled from the body to reduce noise, along with the McPherson front.

The chassis technology has been perfected with the ESP + Trailer Stabilizations that comes as standard on all vehicles with a tow bar. All Passats have 16-inch brakes with an integrated “wiper” function. The brake pads are applied lightly at specific intervals. This “wipes away” any water film that may have formed while driving on wet surfaces and thus shortens the braking distance.

Standard for the first time is the electronic parking brakes at the push of a button. It has new Starting and Locking System, New Automatic Adaptive Cruise Control, Sound System from Dynaudi, Draught-free Climatronic, Bi-Xenon Headlights with Cornering Function. Hands-free telephone system with a Bluetooth interface is available as an option.

Equally impressive and highly durable Volkswagen auto body parts, performance parts, replacement parts, discount parts are available at Parts train's online store. When you need Volkswagen Hood, first class quality is available at Partstrain. Volkswagen Grille and Volkswagen fenders for example are put you on top of the race due to its strict quality control measures.

The Potent 2006 BMW M6 Complimented Perfectly By Top-notch BMW Replacement Parts

The BMW M6 is the most sophisticated and powerful BMW 6 Series Coupé ever. Under the lightweight body of this luxurious 2+2 lurks a thoroughbred super sports car boasting a V10, 507bhp power unit, providing 520Nm of torque. A seven-speed sequential manual gearbox and a superior chassis and suspension compliments its engine.

The all-new M6 features weight-saving technologies such as a carbon-fiber roof and 19-inch forged aluminum wheels that are almost four pounds lighter than regular cast wheels. With almost 500 horsepower available, BMW claims the M6 will hit 60 mph in under 4.6 seconds, and it will run to 20 5mph without the traditional 155-mph speed limiter.

The suspension, though similar to that of the M5, is specially tuned to take advantage of the M6's shorter wheelbase and lower center of gravity. Massive cross-drilled brakes enable the M6 to pull up from 60 mph in less than 118 feet. The new M6 also uses BMW's new third-generation seven speed Sequential Manual Gearbox (SMG) with Drivelogic. Drivelogic offers the choice of 11 different change patterns, depending on the speed of change required.

The new SMG gearbox also offers safety benefits when downshifting on slippery surfaces. If it detects the rear wheels locking up, the clutch opens for a fraction of a second to ensure traction is maintained. In automatic mode, the SMG gearbox recognizes that the car is traveling on an incline and holds gears uphill to maintain acceleration and selects lower gears when progressing downhill to make the most of the available engine braking.

The BMW M6 has deeper front valance with air intakes for the engine and brakes, more contoured sills and rear valance that includes a diffuser to increase aerodynamic efficiency. Driving dynamics, motoring comfort and generous space inside redefines the new BMW series. Featuring more powerful and fuel efficient four and six cylinder engines, innovative assistance systems, a wide range of safety features, as well as a superior standard of equipment, the new BMW series of today need no less than superior BMW replacement parts when the need arises.

BMW 2006: BMW Performance Parts, Aftermarket Parts

The BMW M6 is the most sophisticated and powerful BMW 6 Series Coupe ever. Under the lightweight body of this luxurious 2+2 lurks a thoroughbred super sports car boasting a V10, 507bhp power unit, providing 520Nm of torque. A seven-speed sequential manual gearbox and a superior chassis and suspension compliment its engine.

The all-new M6 features weight-saving technologies such as a carbon-fiber roof and 19-inch forged aluminum wheels that are almost four pounds lighter than regular cast wheels. With almost 500 horsepower available, BMW claims the M6 will hit 60 mph in under 4.6 seconds, and it will run to 20 5mph without the traditional 155-mph speed limiter.

The suspension, though similar to that of the M5, is specially tuned to take advantage of the M6's shorter wheelbase and lower center of gravity. Massive cross-drilled brakes enable the M6 to pull up from 60 mph in less than 118 feet. The new M6 also uses BMW's new third-generation seven speed Sequential Manual Gearbox (SMG) with Drivelogic. Drivelogic offers the choice of 11 different change patterns, depending on the speed of change required.

The new SMG gearbox also offers safety benefits when downshifting on slippery surfaces. If it detects the rear wheels locking up, the clutch opens for a fraction of a second to ensure traction is maintained. In automatic mode, the SMG gearbox recognizes that the car is traveling on an incline and holds gears uphill to maintain acceleration and selects lower gears when progressing downhill to make the most of the available engine braking.

The BMW M6 has deeper front valance with air intakes for the engine and brakes, more contoured sills and rear valance that includes a diffuser to increase aerodynamic efficiency. If you want to maintain the superior performance of your BMW, then Partstrain is the store for you. Partstrain is the leading supplier of BMW discount- priced finest quality BMW Auto Parts. For your performance demands, Partstrain offers electrical parts, exhaust, catalytic converters, grille, head panel, engine parts, spoiler, radiator support, rear body panel, turn signal lights and a whole lot more.

The Drive Mechanism: The Key to Stabilizing and Driving the Locomotive

This integral part of the power to gearbox is essential in stabilizing the gearbox and driving the locomotive. This unit is critical depending on the type of locomotive you are going to modify.

Small engines usually have some space problems and the can motor drive shaft to the gearbox drive shaft is almost non-existent. To solve this dilemma you have a choice of two means of fastening the two drive shafts together and still maintain stability of the gearbox. One is the old method of using neoprene tubing to act as a drive mechanism and to stabilize the gearbox. The other is a U-Joint and couplings however, this method requires a means to stabilize the gearbox.

The newer tubing available today is far more stable and holds its elasticity far longer than the original tubing. Previously the tubing lost all elasticity and became brittle. On the other hand the U-Joint and couplings works similar to the drive shaft on an automobile. The draw back is that when the shaft turns there is a monetary break in the stabilizing properties of this type of mechanism. The coupling can slip out of its hold due to the torque and the desire of the gearbox to ride up or spin on the main gear.

To compensate for this anomaly one must find a means to hold the shaft connection steady. One way is to build a bracket with a bearing to be attached to the frame of the locomotive. The shaft of the can motor is then inserted into the bearing and the bracket is attached to the frame. Once this is done, the U-Joint and coupling are placed on the can motor shaft and the two interfaces, can motor shaft and gearbox shaft, are coupled together.

With this method you must have a means to adjust the couplings so the do not bind. This is usually done by having drilling an oblong hole at the attach point for the can motor. This allows the user to move the can motor backwards or forwards before tightening the fastener down. However, many times the space between the two shafts is so small the neoprene tubing method is the only means that will work.

The other type of stabilizer is the torque arm. This one is my favorite however, it is complicated. You have to build the torque arm from scratch. The trickiest part of this operation is the drilling and taping of two holes in the gearbox casement. You must be very careful not to penetrate the void in the gearbox casement.

The other part is making the torque arm its self. This is a relatively long piece of brass sheeting at about a quarter inch wide. You would cut it to meet the length of the locomotive you are working on. One end is bent up 90 degrees. This end would have two holes drilled to match the two holes on the gearbox encasement.

At the point where the can motor would be stationed you would build a bracket with a right angle tab. The bracket would be drilled out to match the can motor configuration and the two screw holes in the can motor. The bracket would then be soldered to the torque arm. The end of the torque arm would be equal in length from the gearbox encasement to the end of the can motor.

On the bottom of the torques arm just beneath were the can motor sits you would solder a sold brass shaft of 2mm in diameter and about ¼ inch in length. Also, you would solder in place a small half spring at the same soldering point. Then you would drill an oblong hole in the frame where the original motor attach point was located. This hole will allow the 2mm shaft to ride up and down much like the real torque arm does. The motor is heave enough to stop the gearbox from trying to spin.

The Gearbox: What makes the Wheels Turn?

There are two ways of looking at a gearbox and it depends primarily on the user. Generally gearboxes are classified by their rations. There are additional characteristics about the various types of gearboxes that are more technical than I wish to get into at this stage.

Suffice it to say we want to narrow down the types of ratios available to the Hobbyist that are direct, simple and easy to follow for the beginner to the expert hobbyist.

We are dealing primarily with Brass Steam Locomotives and the original gearboxes that came with the engine versus replacing those gearboxes with better equipment. Ratios vary from very slow to high speed. Over the last 50+ years the gear boxes have not necessarily been standardized. The general ratios are 27:1 or 28:1 for high speed and 36:1 or 37:1 for low speed. However, some of the locomotives produced in Asia came with odd ball ratios of 41:1 which made the engine crawl at best.

The gearbox alone dose not necessarily make the engine run faster or slower. It depends on the can motors rpm values and torque values. For example, if I wanted a 2-10-2 locomotive to run at scale standard speed with a load I would most likely chose a gear ratio of 28:1 and a can motor of 12.5 rpm with a good torque value. Generally the size of the motor will determine the torque value. Most can motors will fit in a 2-10-2 locomotive.

I am not found of the lower ratio gearboxes but would rather chose a can motor that meets my needs. This is a prejudicial decision and is not necessarily the desire of anyone hobbyist. I prefer the 27:1 or 28:1 ratio gearboxes with the right can motor to control my speeds.

The other ingredient that is necessary for this system to work is the gear located on the main driver of the steam engine. This gear is the same ratio that you would choose for you gearbox. The gearbox actually rides on the main driver gear. Without getting into the particulars of the can motor to the gearbox it should be noted that the motor shaft to the gearbox shaft must be stabilized so the gearbox does not try and spin around the main gear. That is the means of attaching the two together to incorporate the power to gearbox mechanism. In another article I will explain the drive shaft particulars and the types of mechanism that are available to accomplish this task.

It should be noted that there are manufacturers of gearboxes and the like who have catalogs to help you determine the type of gearbox you are looking for. I would like to make it clear that for example, a 28:1 gearbox may have several characteristics about them that make for different uses for different engines. This is where the catalog comes in as very handy reference guide.