Tag Archives: cylinder head

Nissan Navara ST-X Series 4

Nissan Navara ST-X Series 4
Nissan Australia (NA) introduced a pick-up double cab (D-Cab) Navara ST-X Series 4 for the market in the country, which increased steadily. NA management reports, as quoted autoevolution.com (24/3/2010).

In terms of appearance (exterior) no significant changes, except power turbo diesel engine capacity was increased to a 2.5 L 140 kW with 250 Nm of torque. Plus, safety features including ESP.

Still racing around the kitchen, the changes are also made on the direct injection system (direct injection system), which previously operated with a 1800 bar, now a 2000 bass. Including engine cylinder head design with parallel ports.

Combination of test results, utility vehicle with manual transmission version of the 6-level acceleration, fuel consumption reached 8.5 liters per 100 km. 1.3 liter means more efficient than before. The automatic transmission was a 5-speed to produce 9.0 liters per 100 km, is also more efficient than ever that consume 10 liters per 100 km. Added, CO2 emissions are also lower.

“With increasing energy, the rider can make smile Navara ST-X. Not only was I increased, but also inputs, especially fuel consumption. Also, reduced emissions,” said NA management that was read.

On the inside Navara ST-X was added as a new switchgear, lining doors, and seat fabric. Other features, standard ESP, brake assist, EDB, 17-inch rim, the main lights can be controlled, AWD mode selection, and 4-channel utili-track.


Toyota Corolla E70

The Corolla E70 was the fourth generation of cars sold by Toyota under the Corolla nameplate.

The fourth-generation model released in 1979 in Japan, was boxy and was the last generation to have the entire lineup in rear-wheel-drive. Although most of the fourth generation was replaced by 1984, the station wagon and van versions were offered into 1987. In 1980 Corolla daily production reached an all-time high, averaging 2,346 units.

This generation (apart from the wagon) got a new rear coil spring five-link rear end with a panhard rod, and the wheelbase was longer at 94.5 in (2400 mm). A new underwhelming 1.8 L (1770 cc/108 in?) 3T engine was optional to some markets, while parts of the world retained the old 4K. The most notable engine advancement came in 1983, however, as Toyota began offering the 1.6 L (1587 cc/96 in?) 4A-C. The aluminum head, SOHC engine, although bulkier in size and weight than the K and T engines it was offered alongside, was a grand step up in performance. This would be the last generation of Corollas to use any pushrod or iron cylinder head engines, as Toyota made the decision to focus exclusively on aluminium head, OHC engine design from this point forward. This was the first generation to have power steering. In the USDM market, this was introduced in the 1982 model year.

Various facelifts were made during production. In 1979-80, a 4-round headlamp setup was used in most markets. A restyle for 1981 involved two rectangular headlamps. A more extensive facelift was given for 1982, involving wraparound headlights, remodeled taillights and new bumpers, which on some models were rubber moulded.

Design work was started in 1974 by Fumio Agetsuma. The goals he told his team were:

Quiet cars will have a definite edge. Conservation of both resources and fuel will be very important. Economy and value will also carry considerable weight.
Our new Corolla must be as aerodynamically perfect as the parameters allow. It must be comfortable, with enough interior room to move about in. It will need all the modern features that future customers will want as well.
Corolla must change. But we should never destroy the popular base upon which Corolla sales are built. Our new car must reflect the wishes of the consumer, the ordinary people who drive Corollas.
There should be no generation gap with Corolla. It should appeal to young and old alike. Corolla must also transcend national boundaries. It must perform as well in sub-zero temperatures as it does in the tropics or in the heat of the deserts of the world. Above all, Corolla must be a car that pleases.
Corolla has an illustrious tradition. Now, let us build our new Corolla on that tradition, the kind of new Corolla we know the drivers of the world will expect.

Japanese market engines:

4K-U ? 1.3 L (1290 cc) I4, 8-valve Pushrod, carb, 74 hp (55 kW)
5K-C ? 1.5 L (1495 cc) I4, 8-valve Pushrod, carb
3A-U ? 1.5 L (1490 cc) I4, 8-valve SOHC, carb, 80 hp (60 kW)
2T-G ? 1.6 L (1587 cc) I4, 8-valve DOHC, carb, 115 hp (86 kW)

North America
North American market engines:

3T-C ? 1.8 L (1770 cc) I4, 8-valve Pushrod, carb, 75 hp (56 kW)
4A-C ? 1.6 L (1587 cc) I4, 8-valve SOHC, carb, 90 hp (67 kW)
North American market chassis:

E-71 ? Sedan, 2-door/4-door (Std, DX)
E-71 ? Wagon, 5-soor (Std, DX)
E-71 ? Hardtop, 2-door (SR5)
E-71 ? Sports Coupe, 2-door (SR5)
E-71 ? Liftback, 3-door (Std, SR5)
E-72 ? Sedan, 5-door (Std, DX)
E-72 ? Wagon (Std, DX)
E-72 ? Sports coup? 2-door (Std, SR5)
E-72 ? Liftback, 3-door (Std, SR5)
E-72 – Hardtop, 2-door (Std, SR5)
E-75 – Hardtop, 2-door (SR5)
E-75 ? Sports Coupe, 2-door (SR5)
E-75 ? Liftback, 3-door (Std, SR5)

Australian market engines:

4K-C ? 1.3 L (1290 cc) I4, 8-valve Pushrod, carb, 65 hp (48 kW)
4A-C ? 1.6 L (1587 cc) I4, 8-valve SOHC, carb, 90 hp (67 kW)



Toyota City, Japan
Port Melbourne, Victoria, Australia

Body style(s)
2-door sedan
4-door sedan
2-door hardtop coup?
3-door liftback
3-door station wagon
5-door station wagon
5-door van

FR layout

1.3L I4
1.6L I4 4A-C
1.8L I4 3T-C

94.5?in (2400?mm)

Daihatsu Charmant