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semak keputusan spm 2005

2014 WORLD CUP PREVIEW - CIES Football Observatory

About the CIES Football Observatory The CIES Football Observatory is a unique project initiated in 2005 by Drs Raffaele Poli and Loïc Ravenel under the name of the Professional Football Players Observatory (PFPO). Since 2011 it is one of the cornerstones of the broader CIES Sports Observatory project, dedicated to the statistical analysis of sport in all its diversity. Two annual reports are published for football. In January, the Demographic Study presents an in-depth analysis of club composition and player characteristics in 31 top division leagues of UEFA member countries. In June, the Annual Review analyses clubs and players in the big-5 European leagues from a demographic, economic and pitch performance perspective. Methodological rigour coupled with a deep knowledge of football guarantee high quality analyses at competitive rates. For more information: www.football-observatory.com About the CIES The International Centre for Sports Studies (CIES) is an independent study centre located in Neuchâtel, Switzerland. It was created in 1995 as a joint venture between the Fédération Internationale de Football Association (FIFA), the University of Neuchâtel, the City and State of Neuchatel. Using a multi-disciplinary approach CIES provides research, top-level education and consulting services to the sports world with the aim of overcoming the complexities of sport in today’s society and improving how it is governed and managed. For more information: www.cies.ch

Download - Radical Performance Engines
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The latest 3.4 litre version of the Powertec RP V8 Doubled up Tom Sharp investigates a cost effective V8 racing engine on behalf of Powertec. It essentially consists of a pair of Hayabusa engines, arranged at a 72° bank angle, driving a common crankshaft and mounted to a dedicated dry-sumped crankcase. The result is a P keenly priced V8 engine that is very light, powerful and reliable. The having initially a 2.6 litre displacement, it had been commissioned by been joined by three other varieties (see Table 1), which demonstrates Radical Motorsport for installation into that company’s SR8 sports-racing just how much flexibility is in the base package. The numbers tell the car. Radical specialised in motorcycle-engined sports-racers and was story of commercial success well enough. Powertec have to date built keen to augment its popular four cylinder machines with a V8. a total of 110 RP engines (including 75 RPAs and 25 RPBs); volumes owertec Engineering’s innovative, Suzuki Hayabusa-based engine is now owned, manufactured and built by Powertec Engineering RP V8 engine was introduced in the UK at the Autosport from its base in Peterborough, England. Run by former motorbike International show back in January 2005 since when it engine tuning specialist Ted Hurrell, Powertec employs 14 people in a has been a resounding technical and commercial success. 3000 sq ft factory. Founded upon a pair of 1.3 litre Hayabusa I4 motorcycle engines and The RP was designed and detailed by Steve Prentice of SPD Ltd 68 The original 2.6 litre RPA and the subsequent 2.8 litre RPB have now which any bespoke engine manufacturers would be proud of. However, DOSSIER : POWERTEC RP V8 ENGINE RP V8 CAD image governs UK motorsport – they banned it on the grounds of it not being derived from a passenger-carrying vehicle. Horne’s solicitors eventually ensured the car received its required log book but the MSA made it clear that the RP was not welcome in rallying. Powertec’s original product portfolio plan had included a 2.0 litre ‘screamer’ version, but as Ted Hurrell explains customer demand drove the capacity in the opposite direction. “The screamer was originally conceived for use in 2.0 litre hillclimb and VdeV sportscar racing, however the VdeV regulations quickly changed to insist upon four cylinder car engines and our hillclimb customers went in the direction of the unlimited classes, which means increasing swept volume as far as possible to maximize torque. So only one 2.0 litre engine was built before that variant was then unfortunately the RP series only represents 20% of Powertec’s business; the majority revolves around building and tuning the Suzuki Hayabusa four cylinder shelved. “Those two examples, of the 2.5 and 2.0 litre engines go to engines for markets such as motorbike racing, low volume production...

Suzuki Hayabusa 2000 - 2005
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Suzuki Hayabusa 2000 - 2005 Engine Protection Cage installation instructions Items included in this kit Cage loop (1each) Side struts (2 each) Extended frame sliders (2 each) Hardware kit (1 each) (contents listed below) M10-1.25 x 70mm bolt (1 each) M10-1.25 x 80mm bolt (1 each) ¼”-20 x 1 ½” bolts (2 each) ¼”-20 x 2” bolts (2 each) ¼”-20 lock nuts (4 each) 3/8”-24 x ¾” bolts (2 each) Flange Bushings (2 each) M10-1.5 x 15 1/2" all thread rod (1 each) M10-1.5 hex nuts (2 each) 1. Follow installation instructions for extended frame sliders. (See page 1) Note: Do not attach delron tips or tighten extended frame sliders until all components are installed. 2. Place the cage loop inside short telescoping tubes on sliders (See fig. G), push the ¼”-20 x 1 ½” bolts through the bolt holes in the telescoping tubes from the outside and start the ¼”-20 lock nuts. Do not tighten lock nuts at this time. 3. Install the left side strut using the all thread rod, flange bushings and hex nuts provided. Slide the following components over one end of the all thread rod in this order: flange bushing marked with "L", side strut marked with "L" and one M10-1.5 hex nut. (See fig A) Slide the all thread rod through the swing arm bolt on the left side of the motorcycle. (make sure the flange bushing slides into the swing arm bolt) On the right side of the motorcycle slide the following components over the all thread rod in this order: flange bushing marked "R", side strut marked "R" and M10-1.5 hex nut. (you may need to hold the left side to ensure it stays in place) 4. Push the bottom of the cage loop towards the rear of the motorcycle while pulling the bottom of the left side strut towards the front until the bolt hole on the side strut meets the threaded hole on the tab welded to the cage loop. Attach the side strut to the outside of the tab on the cage loop with a 3/8”-24 x ¾” bolt. (See fig J) Do not tighten the bolt at this time. Repeat for other side. 5. Once all components are attached tighten all bolts and nuts. Be sure to torque all engine mount bolts to factory specifications. Torque the hex nuts on the all thread stud to 12ft lbs. We recommend using "blue" loctite on the all thread stud to ensure the hex nuts do not vibrate loose. 6. Install delron tips with ¼”-20 x 2” bolts and ¼”-20 lock nuts.

QRD1113 / QRD1114 Reflective Object Sensor - Fairchild ...

Description The QRD1113 and QRD1114 reflective sensors consist of an infrared emitting diode and an NPN silicon phototransistor mounted side by side in a black plastic housing. The on-axis radiation of the emitter and the on-axis response of the detector are both perpendicular to the face of the QRD1113 and QRD1114. The phototransistor responds to radiation emitted from the diode only when a reflective object or surface is in the field of view of the detector. Phototransistor Output No-Contact Surface Sensing Unfocused for Sensing Diffused Surfaces Compact Package Daylight Filter on sensor Schematic 2 3 1 4 PIN 1. Collector PIN 3. Anode PIN 2. Emitter PIN 4. Cathode Ordering Information Part Number QRD1113 QRD1114 Operating Temperature -40 to +85°C © 2005 Fairchild Semiconductor Corporation QRD1113 / QRD1114 Rev. 1.2.0 Package Top Mark Packing Method Custom 4L QRD1113 Bulk Custom 4L QRD1114 Bulk www.fairchildsemi.com 1 QRD1113 / QRD1114 — Reflective Object Sensor June 2013 Stresses exceeding the absolute maximum ratings may damage the device. The device may not function or be operable above the recommended operating conditions and stressing the parts to these levels is not recommended. In addition, extended exposure to stresses above the recommended operating conditions may affect device reliability. The absolute maximum ratings are stress ratings only. Values are at TA = 25°C unless otherwise specified. Symbol Parameter Min. TOPR Operating Temperature TSTG Storage Temperature TSOL-I Lead Temperature (Solder Iron)(1,2,3) 240 for 5 s TSOL-F Lead Temperature (Solder Flow)(1,2) Unit -40 to +85 260 for 10 s -40 to + 100 °C EMMITER IF Continuous Forward Current 50 mA VR Reverse Voltage 5 V PD Power Dissipation 100 mW VCEO Collector-Emitter Voltage 30 VECO Emitter-Collector Voltage SEMSOR PD V V Power Dissipation(4) 100 mW

WowWee Company Backgrounder
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Company Backgrounder WowWee, an Optimal Group company (NASDAQ: OPMR), is a leading designer, developer, marketer and distributor of innovative hi-tech consumer robotic and entertainment products. The WowWee group of companies maintains operations in Hong Kong; La Jolla,Carlsbad, California; Montreal, Quebec; and New York. Evolution The introduction of WowWee’s Robosapien™ robot in 2004 revolutionized the way we interact with entertainment robotic companions. One of the most popular entertainment robots in the world, with global sales of more than 5 million units, the Robosapien robot was the first commercially-available biomorphic robot – a fusion of technology and personality. The Robosapien humanoid product line evolved to include the Robosapien V2 robot, launched in 2005, which added functionality, including speech capability; and the RS Media™ robot, launched in 2006 and featuring a complete multimedia experience, allowing users to create and edit functions. The next generation, the RS Tri-Bot™ robot, a three-wheeled personality-packed companion equipped with different play modes for hours of entertainment, launched in summer 2008. With a focus on the development of breakthrough consumer robotic and electronic products, WowWee...

C6 Changing The Sixth Generation Corvette Oil - theredlion.us

Changing the sixth generation Corvette Oil Difficulty: 2 out of 5. Time required: Plan on about 1.5 hours taking your time. Tools required: Ramps, Floor jack, Jack stand(s), 13mm wrench or socket, Oil filter wrench, lifting puck, wheel stops, shop rag. Materials required: 1 compatible oil filter, 6 quarts of compatible oil. Capacities are 5.5 Quarts with a filter change for the non-Z51 and 6 quarts with a filter change on the cars with the RPO Z51. Recommended oil is Mobil 1 fully synthetic 5W-30 (GM spec 4718M). Recommended Oil filter is GM UPF44 (2005), UPF46 (2006) UPF48 (2007-2009) If you have access to a lift you can skip to step 6. If you are doing this at home without access to a lift continue to the photos below. Step 1. Get the car up in the air. I use a couple of 2x4’s and my rhino ramps. The 2x4’s will give enough clearance to get up on the Rhino ramps without deflecting the side air dams. Step 2. Get yourself a little more clearance on the driver’s side for easier access to the oil drain plug and filter. Once I have the car up on the ramps I take my floor jack and jacking puck and raise the drivers side further. Don’t forget to block the rear tires once you have the car up on the ramp. Step 3. Get yourself some extra room. Once the jack is in place and the car is up out of the way I will turn the ramp around so that you have easy access behind the tire. Step 4. Place a jack stand up front under the frame support and lower the car back down. Now that the car is lifted and safely supported you can begin the process of changing out the oil. Step 5. Place your oil pan under the drain plug. I like to use a piece of cardboard under the drain pan to collect any oil that may miss the pan during the process of removing the...

MAZDA MIATA 1990-2005 VEHICLE WIRING
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WIRING INFORMATION 1990 Mazda Miata WIRE 12V CONSTANT WIRE STARTER WIRE 12V IGNITION WIRE SECOND 12V IGNITION WIRE 12V ACCESSORY WIRE POWER DOOR LOCK POWER DOOR UNLOCK PARKING LIGHTS (+) PARKING LIGHTS (-) DOOR TRIGGER/DOME LIGHT SUPERVISION (-) TACHOMETER BRAKE WIRE (+) HORN TRIGGER (-) LEFT FRONT WINDOW UP LEFT FRONT WINDOW DOWN RIGHT FRONT WINDOW UP RIGHT FRONT WINDOW DOWN WIRING INFORMATION 1991 Mazda Miata WIRE 12V CONSTANT WIRE STARTER WIRE 12V IGNITION WIRE SECOND 12V IGNITION WIRE 12V ACCESSORY WIRE POWER DOOR LOCK POWER DOOR UNLOCK PARKING LIGHTS (+) PARKING LIGHTS (-) DOOR TRIGGER/DOME LIGHT SUPERVISION (-) TACHOMETER BRAKE WIRE (+) HORN TRIGGER (-) LEFT FRONT WINDOW UP LEFT FRONT WINDOW DOWN RIGHT FRONT WINDOW UP RIGHT FRONT WINDOW DOWN WIRING INFORMATION 1992 Mazda Miata WIRE 12V CONSTANT WIRE STARTER WIRE 12V IGNITION WIRE SECOND 12V IGNITION WIRE 12V ACCESSORY WIRE POWER DOOR LOCK POWER DOOR UNLOCK PARKING LIGHTS (+) PARKING LIGHTS (-) DOOR TRIGGER/DOME LIGHT SUPERVISION (-) TACHOMETER BRAKE WIRE (+)

Troubleshooting - the Yorba Linda Miata Page

2007 Mazda MX-5 Miata Sport 2007 ENGINE PERFORMANCE Symptom Troubleshooting - MX-5 Miata 2007 ENGINE PERFORMANCE Symptom Troubleshooting - MX-5 Miata SYMPTOM TROUBLESHOOTING WIRING DIAGRAM [LF] Microsoft Thursday, July 09, 2009 2:42:09 PM 2:42:15 Page 1 © 2005 Mitchell Repair Information Company, LLC. 2007 Mazda MX-5 Miata Sport 2007 ENGINE PERFORMANCE Symptom Troubleshooting - MX-5 Miata Fig. 1: Symptom Troubleshooting - Wiring Diagram [LF] (1 Of 2) Courtesy of MAZDA MOTORS CORP. Microsoft Thursday, July 09, 2009 2:42:09 PM Page 2 © 2005 Mitchell Repair Information Company, LLC. 2007 Mazda MX-5 Miata Sport 2007 ENGINE PERFORMANCE Symptom Troubleshooting - MX-5 Miata Fig. 2: Symptom Troubleshooting - Wiring Diagram [LF] (2 Of 2) Microsoft Thursday, July 09, 2009 2:42:09 PM Page 3 © 2005 Mitchell Repair Information Company, LLC. 2007 Mazda MX-5 Miata Sport 2007 ENGINE PERFORMANCE Symptom Troubleshooting - MX-5 Miata Courtesy of MAZDA MOTORS CORP. FOREWORD [LF]  When the customer reports a vehicle malfunction, check the malfunction indicator lamp (MIL) indication and diagnostic trouble code (DTC), then diagnose the malfunction according to Fig. 3 :  If a DTC exists, diagnose the applicable DTC inspection. (See DTC TABLE [LF] .)  If no DTC exists and the MIL does not illuminate or flash, diagnose the applicable symptom troubleshooting. (See QUICK DIAGNOSTIC TABLE [LF] .)

policy elements for post-accident management in the event ... - SEPR

The Chernobyl accident, which occurred on 26 April 1986, led to the contamination of vast expanses of land in Europe and in particular the three former-USSR Republics of Ukraine, Russia and Belarus, as well as Norway, turning the lives of a large part of the population in these countries on end. The extent of the disaster’s damage brought about greater awareness of the difficulties inherent in managing the accidental and post-accidental impacts of such an event. It is vital that every lesson be learned from this disaster, in particular to analyse its impacts on the lives of the populations affected. In France, in the years following the accident, a number of protective actions designed to mitigate the immediate radiological impacts of an accident for the populations were first set out for the emergency phase. They are regularly tested through crisis drills in which the at-risk populations are involved. In 2005, the National directorate for nuclear safety and radiation protection (DGSNR) which has since become the Nuclear safety authority (ASN), established a Steering committee for the management of the post-accident phase of a nuclear accident or a radiological emergency (CODIRPA), at the request of the Government. This process involves a large number of stakeholders affected by post-accident management: the public authorities, operators, associations, experts, etc. This decision to take advance action, which proceeds from a far-reaching protection approach, is intended to improve protection for human beings and the environment as regards the consequences of a possible nuclear accident that might bring about contamination of the land. The approach taken by CODIRPA has resulted in the development of policy elements for post-accident management in the event of a nuclear accident of medium scale, causing short-term releases, shown in this document. These policy elements are based on the international principles of radiation protection, as well as on the figures highlighted during the research carried out by CODIRPA participants. They also include management objectives along with a variety of actions through which these can be attained, in order to address a situation that is by nature extremely complex, due to the many topics to be addressed and the number of stakeholders involved.

2005 Moto Guzzi Breva 1100 first ride
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M OTO Guzzis have long held a reputation for being crude and oldfashioned, the legacy of 25 years of lurching from crisis to crisis with very little investment or new model development to help them on their way. Aficionados of the Italian bikes will tell you that lumpy engines, neutral-ridden gearboxes and bouncy shaft drives give the machines character – which is true, up to a point. But since Guzzi’s basic engine and transmission design is 26 | MOTOR CYCLE NEWS APRIL 6, 2005 MO CYC Y now over 30-years old, they’ve never been as refined as their competition. But the new Breva V1100 changes all that. It’s the first Guzzi under the reign of cash-rich scooter giant Piaggio (see page 12), and has been developed over the last three years by former owner Aprilia. Yes, believe it or not, this is a modern Moto Guzzi. the extensively modified 1064cc 90° V-twin motor (see tech, above right) is tremendously smooth. And that’s not just smooth compared to other Guzzis – it’s every bit as refined as a modern-day Ducati, for example. And it needs to be if Moto Guzzi is to go head-to-head with the seriously sorted, if rather basic, BMW R1150R. FIRST UP, IT’S SMOOOOTH BUT IT’S STILL UNMISTAKABLY GUZZI RIDING the Breva around the sundrenched Italian Tuscan hills, one thing immediately becomes clear – EVEN though that iconic transversely-mounted V-twin is now TECHNICAL CHANGES VERDICT MOTO Guzzi really has moved into the 21st century with the Breva. It’s the first Guzzi in more than 20 years to feature any significant technical innovations and the end result is the smoothest, most userfriendly bike they’ve ever built. Although the 1064cc, 90° V-twin, transversely-mounted engine shares its crankcases – and even its traditional overhead valve design – with the previous V11 motor (which lives on in the rest of the Italian firm’s big bike line-up), the rest of it has been tweaked and improved. As well as a smooth new sixspeed gearbox, it has new pistons, which are lighter and shorter than before, with twin oil jets now lubricating each ...

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