GmbH & Co.KG in China,producing rubber coupling and Anti-Viberation for many internal&oversea automobile manufacturers,such as:MTU、MAN、MWM、CAT、WARTSILA、cheap straighteners
RUSTON、ZF、Renk-Tacke、Reintjes、Maag and so on. Process Management
1. Responsible for rubber, mixing, surface treatment, adhesive, vulcanization techniques etc.
2. Responsible for resolving daily process issues for the continuity of company operation.
3. Design&implement process flow to support new product introductions to manufacturing,including issuing related process document (work instruction, SOP etc.)
4. Performs root cause analysis and implement permanent corrective actions for process problems.
5. Trains and develops junior technical members
6. Develop&implement process improvements, productivity increases, cost reductions and other manufacturing improvements.
7. Plans, organizes, and executes process evaluation to develop new processes and process modifications.
8. Assists other engineering areas（equipment） to determine the needs and to justify new or upgraded equipment1. Responsible for designing rubber recipe according to product requirement
2. Establishes chi pink dazzletechnical specification standard for chemical materials (Rubber, cord fabric, chemical agent etc.)
3. Partly responsible for researching and developing for new or improved products and procedures.(Vulcanized parts)
4. Responsible for completing part of R&D program.(PFD,P-FEMA etc.)
5. Take complete charge of audit of rubber technical issues。
Quality Management (Granted by quality department)
1. Collects, consolidates, analyzes scraps datum and determine related improvement activities.
2. Establishes inspection regulation for chemical materials(both incoming&mass product inspection),determine parameters of process control to improve stability of production process.
3. Participate in issuing control plan for new project.chi hair straightener
4. Responsible for the special test of chemical materials(Rubber, cord fabric etc.)
Tuesday, March 2, 2010
Monday, January 25, 2010
2006 Aston Martin V8 Vantage
Aston Martin will avoid electronic gadgets that insulate owners from the driving experience, says Henrik Fisker, chief designer for Aston Martin.
Electronics such as BMW's iDrive and an over-reliance on traction control systems have taken the joy out of driving, he told the Motor Press Guild here last month.
Fisker also blasted some automakers for using so much protective plastic and coatings on interior wood and leather "that you can't tell if it is real or fake."
Fisker said he is amazed people will pay top-dollar for high-end stainless steel fixtures in their kitchens but settle for cheap plastic knobs in their luxury cars.
"We don't want just injection-molded plastic with graphics and a chrome ring around it," Fisker said. "Anyone can do that for two dollars. Even Hyundai does it."
Instead, Aston Martin will use personal craftsmanship to assemble crucial interior elements, such as the seats. While that may mean more irregular stitching compared with a robot-assembled piece, Fisker compared it to a high-end handbag, for which people pay more for a handcrafted item.
As for the leather, Fisker wants to use more supple textures with less plastic protection. That means the seats will wear to the occupants' contours, like a good pair of shoes. But that also means, "If you spill ice cream on the seat, you can't wait two days to clean it off, because it will stain," Fisker said.
Similarly, Fisker said, "Our wood will age with the car, because real wood ages."
In examining the invasion of electronic gadgetry into luxury cars, Fisker said: "What do people expect from a car? We don't want to drive and send an e-mail at the same time. We need to focus on what enhances the driving experience. It should feel like an occasion. The car should drive perfectly without electronics."
Fisker added that Aston Martin would have electronic features where appropriate, such as backup warning sensors.
When asked why Aston Martins loaded with gadgetry are driven in James Bond movies, Fisker curtly replied, "We don't build cars for James Bond. He picks them and decides to put gadgets in them."
Electronics such as BMW's iDrive and an over-reliance on traction control systems have taken the joy out of driving, he told the Motor Press Guild here last month.
Fisker also blasted some automakers for using so much protective plastic and coatings on interior wood and leather "that you can't tell if it is real or fake."
Fisker said he is amazed people will pay top-dollar for high-end stainless steel fixtures in their kitchens but settle for cheap plastic knobs in their luxury cars.
"We don't want just injection-molded plastic with graphics and a chrome ring around it," Fisker said. "Anyone can do that for two dollars. Even Hyundai does it."
Instead, Aston Martin will use personal craftsmanship to assemble crucial interior elements, such as the seats. While that may mean more irregular stitching compared with a robot-assembled piece, Fisker compared it to a high-end handbag, for which people pay more for a handcrafted item.
As for the leather, Fisker wants to use more supple textures with less plastic protection. That means the seats will wear to the occupants' contours, like a good pair of shoes. But that also means, "If you spill ice cream on the seat, you can't wait two days to clean it off, because it will stain," Fisker said.
Similarly, Fisker said, "Our wood will age with the car, because real wood ages."
In examining the invasion of electronic gadgetry into luxury cars, Fisker said: "What do people expect from a car? We don't want to drive and send an e-mail at the same time. We need to focus on what enhances the driving experience. It should feel like an occasion. The car should drive perfectly without electronics."
Fisker added that Aston Martin would have electronic features where appropriate, such as backup warning sensors.
When asked why Aston Martins loaded with gadgetry are driven in James Bond movies, Fisker curtly replied, "We don't build cars for James Bond. He picks them and decides to put gadgets in them."
250 display at Ferrari Museum
Last November I had the opportunity to visit the Ferrari Museum while in Italy on business. Unfortunately, the trip was a very short notice and I did not have time to research into getting into the factory. So, on this cold rainy day, we just made do with looking around the museum for a few hours.
Interestingly, there was a dedicated display of the 250 line that was being guided by a non-english speaking gentleman. I gave up trying to translate through my palmpilot after determining that the GTO had been taken out 2 days prior and he did not know when it would be back. It sits in the only empty spot.
Those of you with better model knowledge can identify some of the vehicles more accurately than my memory. In the center was an actual mahogany buck for forming body panels. Other than that, all I can remember is that one of the silver cars was an SWB. Enjoy.
Interestingly, there was a dedicated display of the 250 line that was being guided by a non-english speaking gentleman. I gave up trying to translate through my palm
Those of you with better model knowledge can identify some of the vehicles more accurately than my memory. In the center was an actual mahogany buck for forming body panels. Other than that, all I can remember is that one of the silver cars was an SWB. Enjoy.
Phenomenal Bentley!
DAWN IS BREAKING AS THE FOREIGN-REGISTERED MOTOR TRANSPORT PULLS INTO STRANDVÄGEN IN STOCKHOLM. THE FIRST RAYS OF SUNLIGHT SHED THEIR RED GLOW OVER THE ROOFS, AND THE WARM MORNING MIST IS GRADUALLY CLEARING FROM THE BOULEVARDS.
A gang of young people are fishing from the quayside at Nybrokajen while the morning newspapers are delivered to the city’s inhabitants. I am sitting on the steps outside the Royal Dramatic Theatre, waiting for the motor transport to unload my next assignment, a Bentley Continental Flying Spur, the fastest limousine in the world.
When the driver has found a suitable parking place he offloads his valuable cargo, which he parks outside the Bentley showroom. Together with Päivi Repola, head of marketing at Bentley Stockholm, he goes through the newly-arrived treasure and hands over a stack of documents. With a coffee mug in my hand, I stop and study this glamorous beauty from a distance. The dark paintwork with its shifting nuances is a perfect combination with the rounded shapes of the bodywork. Despite its generous proportions, the car has no distinctive details that attract unnecessary attention. Instead, the uncluttered lines of the bodywork project a rare sense of humility that blends in with its surroundings. The Flying Spur is definitely a car for the person who wants to remain anonymous, someone who prefers a comfortable silence behind a discreet facade.
While Päivi completes her delivery, she catches sight of me as I cross Artillerigatan. With the keys and press releases in her hand, she gives me a warm welcome. “You have to agree that this is a wonderful car,” she says with pride in her voice as she opens the driver’s door. “I think this is one of the finest models Bentley has produced.” I nod in agreement as my eyes take in the cream-coloured interior. “I think this is a car that will suit your magazine’s target group,” she says with a smile. I hardly have time to tell her how impressed I am by the car’s fantastic design before she asks me to get behind the wheel. “I think you will like this,” she continues, as she gets into the passenger seat. She takes me through the car’s controls and settings before she shakes my hand and wishes me luck, almost as if I had bought the Bentley for myself. Not bad, I think to myself as I select drive and head for home.
On my way through town I convince myself to make a little detour past Kungsträdgården and down to Slussen. I should really take the direct route home and avoid the morning rush-hour traffic, but that doesn’t appeal to me, particularly as I feel so very much at home in this luxurious environment. What’s more, I feel like a prince, leaning back in Bentley’s fantastic driver’s seat, but on the other hand it would be strange to feel any other way. I read the other day that it takes about eleven hides to complete the car’s interior. The same article also revealed that the development of the Continental models has quite an extensive background story. It began at the end of the last century, when Bentley made considerable investments in the works at Crewe, the company’s head office, among other things in development, manufacture and design. The Board of Directors then let the factory’s 550 hand-picked workers work side-by-side with Bentley’s highly-respected design department. To meet the challenge, help was also sought from the Volkswagen (the parent company) worldwide test facilities. For example, the unique shape of the Continental Flying Spur was developed in the parent company’s high-tech wind tunnel.
While I am musing over the car’s fascinating history, I suddenly realise that there isn’t another car in sight. I take a sly look at the instrument panel and see that the speedometer is graduated to well over 300km/h. This is, of course, a must for a car the manufacturer claims to have a top speed of 312km/h. I persuade myself that I could take the motorway, which would get me home in time for breakfast. With a smile on my lips I let my right foot learn a little more about the law of gravity. The six speed gearbox quickly makes the adjustment and the engine’s 552horsepower responds at once. On my way across the bridge at Slussen I see a crowd of early-rising tourists who look as if they will wrench their necks in their efforts to satisfy their curiosity. I turn south to the South Highway Tunnel and move the drive selector from automatic to Tiptronic, the drive program that lets me use the paddles behind the wheel. According to the technical specifications it should be here, at about 1600 rpm that the compact 6 litre V12 engine provides its maximal effect. The dual turbo aggregate will soon deliver the full 650 Nm, a figure that, according to the press releases, is enough to hurl the almost 2.5 ton car up to 100 km/h in only 5.2 seconds. When I have found the exact engine revolutions, I take a firmer grip of the wheel and let the technology do its job. The acceleration is astonishing, and I am glued to the soft seat. At first I had found it a little difficult to believe James May’s overwhelming description in Top Gear, the British publication, of their test of the car in Dubai. Now I understand exactly what he means. Notwithstanding the opulent interior and comfortable back seat, it is behind the wheel that you get the best feel for the Flying Spur. Bentleys are quite simply cars for people who want nothing but the best.
A gang of young people are fishing from the quayside at Nybrokajen while the morning newspapers are delivered to the city’s inhabitants. I am sitting on the steps outside the Royal Dramatic Theatre, waiting for the motor transport to unload my next assignment, a Bentley Continental Flying Spur, the fastest limousine in the world.
When the driver has found a suitable parking place he offloads his valuable cargo, which he parks outside the Bentley showroom. Together with Päivi Repola, head of marketing at Bentley Stockholm, he goes through the newly-arrived treasure and hands over a stack of documents. With a coffee mug in my hand, I stop and study this glamorous beauty from a distance. The dark paintwork with its shifting nuances is a perfect combination with the rounded shapes of the bodywork. Despite its generous proportions, the car has no distinctive details that attract unnecessary attention. Instead, the uncluttered lines of the bodywork project a rare sense of humility that blends in with its surroundings. The Flying Spur is definitely a car for the person who wants to remain anonymous, someone who prefers a comfortable silence behind a discreet facade.
“The Flying Spur is definitely a car for the person who wants to remain anonymous, someone who prefers a comfortable silence behind a discreet facade.”
While Päivi completes her delivery, she catches sight of me as I cross Artillerigatan. With the keys and press releases in her hand, she gives me a warm welcome. “You have to agree that this is a wonderful car,” she says with pride in her voice as she opens the driver’s door. “I think this is one of the finest models Bentley has produced.” I nod in agreement as my eyes take in the cream-coloured interior. “I think this is a car that will suit your magazine’s target group,” she says with a smile. I hardly have time to tell her how impressed I am by the car’s fantastic design before she asks me to get behind the wheel. “I think you will like this,” she continues, as she gets into the passenger seat. She takes me through the car’s controls and settings before she shakes my hand and wishes me luck, almost as if I had bought the Bentley for myself. Not bad, I think to myself as I select drive and head for home.
On my way through town I convince myself to make a little detour past Kungsträdgården and down to Slussen. I should really take the direct route home and avoid the morning rush-hour traffic, but that doesn’t appeal to me, particularly as I feel so very much at home in this luxurious environment. What’s more, I feel like a prince, leaning back in Bentley’s fantastic driver’s seat, but on the other hand it would be strange to feel any other way. I read the other day that it takes about eleven hides to complete the car’s interior. The same article also revealed that the development of the Continental models has quite an extensive background story. It began at the end of the last century, when Bentley made considerable investments in the works at Crewe, the company’s head office, among other things in development, manufacture and design. The Board of Directors then let the factory’s 550 hand-picked workers work side-by-side with Bentley’s highly-respected design department. To meet the challenge, help was also sought from the Volkswagen (the parent company) worldwide test facilities. For example, the unique shape of the Continental Flying Spur was developed in the parent company’s high-tech wind tunnel.
“On my way across the bridge at Slussen I see a crowd of early-rising tourists who look as if they will wrench their necks in their efforts to satisfy their curiosity.”
While I am musing over the car’s fascinating history, I suddenly realise that there isn’t another car in sight. I take a sly look at the instrument panel and see that the speedometer is graduated to well over 300km/h. This is, of course, a must for a car the manufacturer claims to have a top speed of 312km/h. I persuade myself that I could take the motorway, which would get me home in time for breakfast. With a smile on my lips I let my right foot learn a little more about the law of gravity. The six speed gearbox quickly makes the adjustment and the engine’s 552
Wheels of Italy *PICS*
What a fantastic day. For a change my sons and wife came with me and I had THE greatest time. Perfect weather, perfect company, perfect cars. Here's a smidge of what I took with more at my link of course.
There was of course a huge selection of other fine automobiles scattered through out the parking lots that I shot as well.
There was of course a huge selection of other fine automobiles scattered through out the parking lots that I shot as well.
My top 10 favorites Porsche
Modified 1997 Porsche Boxster | Pinoy
1.4 Lowered with intrax
Superlight Carbon fiber spoiler
Euro tailights
Headlights trim
18' Bsam Wheels 18x8 Front, 18x11 Rear
Modified 1997 Porsche Boxster | Pinoy
1.4 Lowered with intrax
Superlight Carbon fiber spoiler
Euro tailights
Headlights trim
18' Bsam Wheels 18x8 Front, 18x11 Rear
Modified 2002 Porsche 911 | Leith
Engine:
Upgraded Garrett Twin Turbochargers
SS Tubular manifolds
Custom throttle body
Piper Motorsport custom intake plumbing
Piper Motorsport custom air box
Piper Motorsport custom
Twin fuel pumps
600wheel horsepower, 620ft lbs wheel torque
Modified 1999 Porsche 911 | David
carbon fiber gt3 wheels
dark purple tail
EQUINOX turbo intake manifold
interior accesories in green
electric cutouts
Tenzo strut bar
Modified 1985 Porsche 944 | Chris
2.5 liter 8 valve
Raceware rod bolts
Raceware head studs
Weltmeister performance throttle cam
Wide ring head gasket
Martin Schneider header
Custom bent exhaust pipe with Flowmaster
Custom bent straight exhaust /no muffler
K&N air filter
Custom ram air
Turbo radiator
Flow matched injectors
Modified 2003 Porsche 911 | Henry
Custom Int. Trim
Modified 1956 Porsche 356 | Hobbes
Aftermarket Bits Include
custom Koenig Seats + Brackets directly from europe
custom Dual Solex Carberators
custom aftermarket soundsystem + carbon fiber overlay
Authentic Geneberg %65 reduction short shifter
Authentic E.Nardi (signed) genuine steeringwheel
Authentic rally beehive glass headlights
Modified 2003 Porsche 911 | Brian
This baby`s got 580hp!
Tuned by gemballa with upgraded carbon fiber hood.
Modified 2007 Porsche 911 | Black
07
GT2 wing,
sportec front lip ,
adaptive seats,
terracota interior blended with an aluminum kit,
two tone dash and doors,
expected arrival of the performance kit in 10 days,
Modified 1981 Porsche 911 | DELROY
Modified 1988 Porsche 944 | Bob
Exterior Details
GT-Racing 951 Turbo Cup front bumper
GT-Racing 951 light-weight euro rear bumper
GT-Racing 924 Carrera GT headlight buckets modified to fit 951
Custom mounted Hella 90mm headlamps modules
Custom Tinted 944 Taillights by Jeff at Imperial Refinishing
Koni Sport adjustable shocks and struts
Height Adjustable coilovers
300lb Hypercoil springs
Early 944 upper strut mounts
ATS Motorsports 7.5x18 Front & 9.5x18 rear wheels
Pirelli 245/35 18 front & 285/30 18 rear PZeros
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