談戀愛的對象，最好比你笨——
 
不用太笨，只要笨到
 
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談戀愛的對象，最好比你笨—— 不用太笨，只要笨到 會真心相信你的承諾， 愛情就得以成立。
 嗯.....可是啊......
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Lift:  This can be cam lift or valve lift. The latter being the cam lift multiplied by the rocker ratio. All lift figures in this catalogue refer to valve lift.
Duration: This is the length of time, measured in crankshaft degrees that the valve is off its seat.  In the catalogue pages, Piper give you this figure as well as the timing figures.  To calculate the duration, add the timing numbers together and add 180.  EXAMPLE: a cam with timing figures of 23/67 added, totals 90, plus 180, gives 270 deg duration.
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Lift:  This can be cam lift or valve lift. The latter being the cam lift multiplied by the rocker ratio. All lift figures in this catalogue refer to valve lift. Duration: This is the length of time, measured in crankshaft degrees that the valve is off its seat.  In the catalogue pages, Piper give you this figure as well as the timing figures.  To calculate the duration, add the timing numbers together and add 180.  EXAMPLE: a cam with timing figures of 23/67 added, totals 90, plus 180, gives 270 deg duration.
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From the preceding three articles on evaluating an engine's power potential it should be clear that you can too much inlet valve area. It directly determines power potential - every 10% increase in inlet valve area gives a 10% increase in power potential. However, in many engines there is a trade-off between inlet and exhaust valve size. By making one smaller you can increase the size of the other. Equally this is not always the case. Sometimes a larger inlet valve will hit the bore wall long before it interferes with the exhaust valve or vice versa. On engines with angled valves, i.e angled towards each other, the point of interference depends on the cam duration as well as the absolute valve size. Long duration cams with a lot of overlap will have both valves open a long way at TDC on the exhaust stroke which is where they can hit each other. With shorter duration cams you can make either valve bigger and still not have clearance problems. Clearly all engines need exhaust valves and if these are too small power will suffer. So when the choice is between increasing inlet valve size and exhaust valve size what do you do? 
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從先前三篇評估引擎潛在動力文章中明白的告訴你不可能有太多的進氣閥(俗稱:把嚕卜)空間(註:指面積)。很直接的評估潛在動力-每增加10趴進氣閥門區就增加10趴的潛在動力。但是，對很多引擎來說卻是進與排氣之間大小的抉擇。廠商製造一具小的機件另一方面又讓你可以去改造他，這並非每一家廠商都會這麼做。
有時候較大進氣閥門在造成排氣干涉前會引起氣體敲擊管壁(應該是指活塞)反之亦然。在有角度閥門的引擎上，例如，面對面角度相同的閥門，造成干涉的點是不只依據凸輪軸轉動週期而且和閥門大小有關。Long duration cams (同high cam指高角度凸輪軸lobe lift)伴隨較多重疊角而進氣閥與排氣閥同時打開在TDC(top dead centre下一篇再跟你解釋= =) 在排氣動作時，這也顯示了閥門在哪裡互相撞擊。較短週期凸輪軸可以讓每一個閥門都加大同時沒有空隙的問題。很清楚的所有引擎需要排氣閥，假如太小動力將會下降。所以要增加進氣閥大小還是增加排氣閥大小兩者之間你會怎麼選擇又該怎麼做？(待續)
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From the preceding three articles on evaluating an engine's power potential it should be clear that you can too much inlet valve area. It directly determines power potential - every 10% increase in inlet valve area gives a 10% increase in power potential. However, in many engines there is a trade-off between inlet and exhaust valve size. By making one smaller you can increase the size of the other. Equally this is not always the case. Sometimes a larger inlet valve will hit the bore wall long before it interferes with the exhaust valve or vice versa. On engines with angled valves, i.e angled towards each other, the point of interference depends on the cam duration as well as the absolute valve size. Long duration cams with a lot of overlap will have both valves open a long way at TDC on the exhaust stroke which is where they can hit each other. With shorter duration cams you can make either valve bigger and still not have clearance problems. Clearly all engines need exhaust valves and if these are too small power will suffer. So when the choice is between increasing inlet valve size and exhaust valve size what do you do? 
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從先前三篇評估引擎潛在動力文章中明白的告訴你不可能有太多的進氣閥(俗稱:把嚕卜)空間(註:指面積)。很直接的評估潛在動力-每增加10趴進氣閥門區就增加10趴的潛在動力。但是，對很多引擎來說卻是進與排氣之間大小的抉擇。廠商製造一具小的機件另一方面又讓你可以去改造他，這並非每一家廠商都會這麼做。
有時候較大進氣閥門在造成排氣干涉前會引起氣體敲擊管壁(應該是指活塞)反之亦然。在有角度閥門的引擎上，例如，面對面角度相同的閥門，造成干涉的點是不只依據凸輪軸轉動週期而且和閥門大小有關。Long duration cams (同high cam指高角度凸輪軸lobe lift)伴隨較多重疊角而進氣閥與排氣閥同時打開在TDC(top dead centre下一篇再跟你解釋= =) 在排氣動作時，這也顯示了閥門在哪裡互相撞擊。較短週期凸輪軸可以讓每一個閥門都加大同時沒有空隙的問題。很清楚的所有引擎需要排氣閥，假如太小動力將會下降。所以要增加進氣閥大小還是增加排氣閥大小兩者之間你會怎麼選擇又該怎麼做？(待續)The simple answer is there are no simple answers because optimum exhaust valve size, or more correctly optimum ratio of inlet to exhaust valve size, depends on a number of factors including the state of tune of the engine, cylinder head design, port efficiency, cam profile and especially compression ratio. However there are some very good rules of thumb which will put you very close to optimum for most normal tuned engines.
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單純的回答其實不簡單，因為理想的排氣閥尺寸或更精準的進氣側或排氣側閥門尺寸的數值，全仰賴許多因素的數目值其中包含引擎改裝的協調性、汽缸頭設計、容積效率、凸輪軸數據和最重要的壓縮比。然而這邊有一些非常好的準則可以非常的接近正確數值給大部分改裝過的引擎。
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STREET SYSTEMS

VW GOLF V R32


 





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STREET SYSTEMS VW GOLF V R32   765301

Manifold.
To be installed as a kit with 325702 or 325712 and 765311.
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作完此設定之後，DSG換檔的品質會改善很多。例：排入D檔或R檔後的蠕行反應，以及各檔位的接合，甚至在高速煞車停止（例：高速下停紅燈）時的退檔反應，都會好很多.... 
 在進行DSG設定前，您的車子必須先有下列的必要條件：

1.ATF 溫度要在30...100 °C (86...210 °F)間，可以透過02 變速箱項中的Measuring Blocks, Group 019.中查出
2.排檔位置要在P檔
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作完此設定之後，DSG換檔的品質會改善很多。例：排入D檔或R檔後的蠕行反應，以及各檔位的接合，甚至在高速煞車停止（例：高速下停紅燈）時的退檔反應，都會好很多.... 
 在進行DSG設定前，您的車子必須先有下列的必要條件：
1.ATF 溫度要在30...100 °C (86...210 °F)間，可以透過02 變速箱項中的Measuring Blocks, Group 019.中查出
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Kick Down就是透過油門強制降檔的動作~
車子的Kick Down反應都是靠參數計算的，尤其是汽油車電子節氣門款，都會有Kick Down的基本設定..
也可以作Kick Down的基本設定，可以讓Kick Down的反應好一些，
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Kick Down就是透過油門強制降檔的動作~
車子的Kick Down反應都是靠參數計算的，尤其是汽油車電子節氣門款，都會有Kick Down的基本設定..

也可以作Kick Down的基本設定，可以讓Kick Down的反應好一些，
設定執行前的條件：
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