Toyota Prius, 1st Generation |
This topic is about Toyota Prius, the author, FAR EASTERN, wrote about: Pentru ca nici Generatia II nu este prea cunoscuta, mi-am propus sa deschid un topic dedicat primei generatii Prius. In Europa este destul de putin cu ... To read more just scroll down
Toyota Prius, 1st Generation |
Jun 18 2008, 06:42 PM
Post
#1
|
|
Tree Hugger Group: Membri Posts: 3.097 Joined: 30-January 08 From: Botosani, RO Member No.: 116.228 |
In Europa este destul de putin cunoscuta, iar in Romania aproape deloc. Din cauza ca informatiile disponibile(la indemana) se gasesc in cantitati mari in limba engleza iar pentru traducere ar lua foarte mult timp, le voi posta asa, cu riscul sa fiu criticat de persoanele care ar fi interesate sa afle mai multe, dar necunoscand bine limba. Poate unii vor zice: "pai pe cine mai intereseaza o masina care nici macar nu se mai produce si deci nu o va vrea nimeni in garaj?". Dar cum se spunea undeva ca e bine sa cunoastem si ceva din istorie, ei bine, acesta masina a facut istorie. Sunt sigur ca va avea parte de multe comentarii critice, nu-i nimic, si generatia II se bucura de asta.
Attached File(s)
Toyota_Prius_Article_Lead_Shot.jpg ( 13.9K )
Number of downloads: 3
2YVTBUCAF3T0UVCAX5JJY0CALARM26CAMPIM95CAUHK4YVCAO9AEYLCAJNUNW3CAGKOZISCA2FDIKCCAIJ3P7RCAF94OYDCA07PQ8FCA2MAAANCAUOA5V6CAZ8YSOGCA665S33CA1R31GICAGJL919CA1TW40N.jpg ( 23.85K ) Number of downloads: 2 toyota2.jpg ( 30.13K ) Number of downloads: 4 untitled.bmp ( 116.82K ) Number of downloads: 5 -------------------- prius - adv. mai intai, de mai inainte
GREEN ENGINE OF THE YEAR 2008 Daca chiar vrei sa salvezi planeta...cumpara un Prius sau Civic ... << Drive safely! Girls preffer you in one piece!>> |
|
|
Jun 18 2008, 06:44 PM
Post
#2
|
|
Tree Hugger Group: Membri Posts: 3.097 Joined: 30-January 08 From: Botosani, RO Member No.: 116.228 |
First-generation (through 2003) Toyota Prius car reviews (Thanks to Bill Powell for his clarifications and corrections). The hybrid-electric car is, we think, the wave of the future. As the limitations of electric cars became clear - limited range, heavy batteries, recharging, and the blatant inefficiency of using power-line related energy loss - the advantages of the hybrids started to show. No need to plug in; lighter batteries; and the efficiency of creating energy on the spot, combined with the electric-car advantages of regenerative braking and coasting, and the emissions-reducing potential to have engines that stay at a single speed for relatively long periods of time. The Toyota Prius is the car of the future, available from Toyota dealers today - or, if you live in Japan, since late 1997. With an interior roughly the size of a Toyota Camry or Honda Civic, the Prius achieves an amazing 55 mpg in the city - about 42 on the highway. No, we didn't reverse those numbers - the Prius is built for stop-and-go city and suburban traffic, and the slower you go, the higher your mileage. City mileage is also greatly helped by the fact that, unlike "normal" cars, the Toyota Prius regains some of your energy when you stop, taking what would normally just be heat (and worn brake pads) and converting it back into electricity. City roads also tend to have fewer hills. Actually, gas mileage varies dramatically based on your driving. If you are easy on the gas and drive with slow, steady acceleration, you will do much better. If you tend to do a lot of stoplight racing and drive at over 75 mph on the freeway, you will do much worse. Likewise, since the engine seems to get about 10 mpg less when cold (since the gas engine is always running until it warms up), if you live in the North and do a lot of small trips, gas mileage will be relatively poor. Summer mileage is, we expect, substantially higher than winter mileage, because the engine needs to run less to operate the heater and keep the catalyst at operating temperature. Tire pressure also seems to be an important factor - keep pressure at the recommended level, which we believe is 35 psi. The Prius really is not designed for a commute like mine - 50 miles of high-speed freeway driving with a mile or so of city driving at one end and five miles of normal-speed highway on the other. I generally reached about 41 mpg on that route, driving at high speeds; that's roughly the same gas mileage I would get in a new Corolla, a little above my own 1999 model. (That is in some ways unfair, since the Prius is an automatic, while a Corolla needs a five-speed to get 38-41 mpg; and because test cars nearly always get lower mileage than ordinary cars, because they are not broken in as well). Likewise, city police could easily switch over to cars like the Prius. New York City cops used low-performance six cylinder engines for many years to get better gas mileage, knowing that (a) they were capable of any speed you can reach in the city, and ( the police have a thing called radio. The applications for delivery people are enormous - local pharmacies and couriers could make great use of these cars. Indeed, the last electric truck in New York City was a UPS truck, and it was only taken out of service because parts were no longer available. Package delivery firms are again looking at electric and hybrid powertrains, since they can recover most of the energy ordinary trucks lose in stop-and-go traffic. Once you understand the Prius' advantages in gas mileage and pollution (it is a super ultra low emission vehicle), you can start to consider the mundane questions: is the Prius practical as a daily driver? Is it comfortable and well designed? In short, does it feel like a car on the bleeding edge, or is it something you would like to buy and drive for the next ten years? Our answers are mixed. First, the Prius has a fairly spacious interior, at least by Corolla/Civic standards. While not exactly a Dodge Stratus or Toyota Camry (which sell for roughly the same price), the Prius has decent room, and feels larger inside than it should because of the "tall car" design. Passengers have plenty of headroom, and legroom is adequate for most people. It will seat four comfortably and five if the three in the back seat are small or don't mind physical intimacy. The trunk can easily swallow up large packages and groceries, with a good, wide opening. The trim looks good, without the patterned fabrics we've come to expect from cars aimed at the youth market. Simple solid grays provide a classy appearance, though close inspection shows that the trim is fairly cheap and lightweight. That doesn't mean it won't last, and weight reduction is an important contributor to gas mileage. Sound reduction was mainly a matter of design, rather than heavy insulation. That makes the Prius much lighter than the aforementioned Stratus, while maintaining a quiet interior. The engine doesn't make much noise most of the time - when on electric mode, it is silent - and wind noise seems to have been cut back through aerodynamics. Overall, the interior feels to be about as quiet as a Camry, though when at 4,500 rpm the engine is fairly loud. Most of the time, drivers will not be calling for that much power; and the engineers may have deliberately let the engine be noisy at maximum revs to remind drivers of the consequences for fuel economy. The interior is comfortable, with seats that hold the driver well enough during sharp turns, yet allow freedom of movement. There is no traditional instrument panel, only a small electronic display in the center which is surprisingly easy to get used to. We do miss an analog gas gauge, though, not to mention a real temperature gauge; the Prius only has a blue "cold" icon, and the gas gauge is "somewhat" accurate at best. (On moving back to an "ordinary" car, we realized Toyota is not kidding when they say it is easier to use the center-mounted speedometer, since it is further away from the driver and easier to quickly glance at while driving). There is also a touch-screen display which shows gas mileage, the power mode, and radio controls; a navigation system is optional. Gas mileage is shown as an average, an instant reading, and a bar chart for every five minutes the car has been driven. The latter provides the best way to tune your driving to the car's fuel economy needs, and would be welcomed on gasoline-powered vehicles as well. The power mode is somewhat less useful; though the graphics are pretty, they actually lag behind reality by about one second. When the engine runs because it is cold, rather than to charge the batteries or create power, it still shows as being off on the display. Likewise, the engine will keep running, even when the car is stopped, after the "cold" icon disappears, which tells us that the display and the engine are using different standards. Likewise, the screen is not an appropriate way to set the stereo controls; it is a better system than the Cadillac Deville uses, since there are both conventional radio controls and the touch screen, but it really requires too much driver attention to do simple things like adjust bass and treble. The stereo sound is much better than we expected from Toyota, not quite up to modern premium stereo standards but good enough. It is far better than the Echo or Corolla units. The climate control system is easy to use and figure out, with a simple dial control to set the temperature (which is thermostatically controlled) and fan speed (which can be set to "Auto" to best maintain the temperature). We wish all cars had controls this easy to use, rather than the inane systems inflicted on us by most automakers. Heat came fairly quickly; we did not have the opportunity to test air conditioning, but we don't expect much based on other Toyotas. When the heat is on maximum, an electric heater kicks in as well. Other creature comforts are about what one would expect from an upper-entry-level sedan: primitive cupholders, a capacious center console storage unit, and a felt-lined cubby for change and whatnot. There is also a small compartment in the center stack which may be taken up by a CD player. Visibility is good in all directions, especially due to the high driving position. Acceleration is moderately slow but very linear and predictable at low speeds; however, because acceleration is limited by the computer rather than the powertrain (the electric motor has a great deal of torque), it is practically the same at high and low speeds. This means that mashing the pedal on the highway has an immediate and surprising effect, making the Prius seem more powerful than one would think. It makes passing very easy. It takes a moment after turning the key for the engine to start. The gas engine on our model always started, even when the engine was warm, but others report that sometimes they can start out on full-electric mode. Torque steer shows up mainly on initial acceleration. The Bridgestone Potenza tires on our test car are a step above the standard car tire, and they help handling quite a bit. However, this model tire tends to slip a bit at low speeds, and is a little chirpy. The good news is that the Prius can easily be whipped around sharp turns, even though the ride is very good for a car of this size. It's not a sports car, but it plays one on TV - and most drivers will find it to be more than good enough. The ride and handling are well balanced. The transmission, such as it is, can be intrusive at highways speeds, with the car bumping a little as it recharges the batteries, moves the engine up a notch, and otherwise fine tunes the power output. It feels as though it is going in and out of gear on a regular basis (it isn't) because the power drops for an instant every so often. Likewise, because the gas engine seems to have a limited number of speeds, maintaining a set speed is somewhat difficult. This may be why there is no cruise control, unusual in a $20,000 car [in some areas, such as Canada, cruise control is standard]. Around town, though, everything is smooth, and this is meant to be a town car, not a highway cruiser. It does well enough for the occassional highway trip. There is a B setting on the transmission for times when you are coming down a steep hill and need the engine to brake; but we recommend only using it in emergencies, since it takes more power. That isn't really explained in the owner's manual. The brakes have a different feel; a light pressure on the brake pedal brings normal-feeling braking, but move the pedal down just a little more and there is an abrupt transition to the hydraulic brakes. Slow, early braking raises gas mileage by allowing the generator to slow the car down. This doesn't require much a change in driving habits, and is safer than waiting until the last second. (Like the gas pedal, the brakes are a "fly by wire" system, where your movement of the pedal is given to the computer, which then applies brakes or power). After getting back into an "ordinary" Toyota, we realized that we had become so accustomed to the brakes that we expected the Echo and Corolla to stop the same way. Indeed, we missed the feel of the regenerative braking and the knowledge that we were, in a sense, getting our gasoline back. The foot operated emergency brake makes sense in an automatic-transmission car, but we don't like the push-once-to-set-and-again-to-release mechanism. It's too easy to accidentally release and too hard to intentionally release compared with a hand-operated release. If we were to compare the Prius to other cars based on the driving experience alone, we would say it is overpriced by about $3,000, even if you consider the three year bumper to bumper warranty (which includes normal maintenance and loaner cars for VOR failures) and the eight year / 100,000 mile warranty for hybrid components. However, its impact on the environment is minimal compared even with most subcompacts, and if gas prices should rise, it would provide some real long-term savings. Let us stand out from the Expedition-driving crowd, those who think that bigger is always better, that there is unlimited clean air and gasoline, and say that the Prius is worth the extra cash - especially if you do mostly city driving. If, like me, you are on the highway most of the time, think about a five-speed Corolla instead, if you can deal with the small interior. As for the choice between Camry and Prius - we hate to say it, but the Prius wins, thanks to its incredible efficiency and clean engine. www.toyoland.com/prius-review.html -------------------- prius - adv. mai intai, de mai inainte
GREEN ENGINE OF THE YEAR 2008 Daca chiar vrei sa salvezi planeta...cumpara un Prius sau Civic ... << Drive safely! Girls preffer you in one piece!>> |
|
|
Jun 18 2008, 06:47 PM
Post
#3
|
|
Tree Hugger Group: Membri Posts: 3.097 Joined: 30-January 08 From: Botosani, RO Member No.: 116.228 |
Decade of the Toyota Prius Hybrid <H2></H2> Ten years after the introduction of the first mass produced gas-electric hybrid, the Toyota Prius is now the icon of the green vehicle movement. In late 1997, the Prius went on sale in Japan after overcoming considerable technological, engineering, and developmental challenges. It hasn’t stopped to catch its breath since. This first generation production Prius was launched exclusively in the automaker’s home market before going international. Clearly, so much was on the line. The gasoline-electric hybrid was a new concept to consumers. Getting it right the first time was essential. Toyota didn’t want the hybrid experience to parallel that of quick-to-market passenger car diesels in America that occurred decades ago. As we know, diesel is still working to overcome that negative reputation in the States. This groundbreaking car’s name was carefully considered, as is always the case with new car models. “Prius,” which in Latin means “to go before” or “proceed,” seems especially appropriate for Toyota’s pioneering hybrid effort. In 1994, Takeshi Uchiyamada was assigned to lead a team to design an eco-friendly car of the 21st century. Toyota had been working various forms of hybrid technology on and off for some time. The company’s G21 (Global 21st century) project led to the Prius concept car that debuted at the Tokyo Motor Show in 1995. Despite ongoing technical challenges, the program was not only pushed forward, but accelerated toward production. The Generation I Prius was introduced to the Japanese market in December of 1997 with a powertrain known as the Toyota Hybrid System, or simply THS. It featured a 58 hp gasoline engine and 40 hp electric motor. The D cell-size battery pack in the Gen I Prius offered 288 volts. Toyota had problems with a small number of the battery packs, which the company replaced for free. http://www.greencar.com/features/decade-of-the-toyota-prius/ -------------------- prius - adv. mai intai, de mai inainte
GREEN ENGINE OF THE YEAR 2008 Daca chiar vrei sa salvezi planeta...cumpara un Prius sau Civic ... << Drive safely! Girls preffer you in one piece!>> |
|
|
Jun 18 2008, 06:54 PM
Post
#4
|
|
Tree Hugger Group: Membri Posts: 3.097 Joined: 30-January 08 From: Botosani, RO Member No.: 116.228 |
In this article we?ll look at the evolution of this ground-breaking vehicle and look at their second-hand prices ? including Japanese-market imports. When in late 1997 Toyota sold its first generation Prius Hybrid, it released it only on the local Japanese market. Despite the millions of dollars invested in research and development, it seems the Series 1 Prius was a marketing and performance experiment. The Series 1 Prius introduced the Toyota Hybrid System (THS) which incorporates an electric motor and petrol engine. Put simply, the electric motor is used for light load conditions and the petrol engine is employed only when extra power is necessary. The electric motor generates 30kW from 940 to 2000 rpm and works hand-in-hand with a 288 volt Nickel-Metal Hydride battery pack (comprising a total of 240 individual D-cell batteries). Battery charge is maintained by a regenerative braking system and, where necessary, the petrol engine can provide direct charging. The Echo-based 1NX-FXE petrol engine in the Prius employs the Atkinson-cycle to optimise efficiency. The Atkinson-cycle keeps the engine?s exhaust valves closed until the end of the expansion stroke. With a swept capacity of 1.5 litres, a 13.5:1 compression ratio, DOHC, 16 valves and variable inlet cam timing, the Prius? petrol engine can generate 43kW and 102Nm ? both achieved at 4000 rpm. Combined, the maximum output from the Series 1 THS is 73kW. With a CVT and weighing 1240kg, the Series 1 Prius accelerates from standstill to 100 km/h in around 16 seconds. However it should be noted that its real-world on-road performance is not as bad as this figure suggests ? the electric motor gives instant torque and good flexibility. But obviously the Series 1 Prius is no speed machine, so what?s the upshot of its technology? Well, over a conventional car try an exhaust emissions reduction in the order of 80 percent and a fuel consumption reduction of around 50 percent! In addition to its wonderful driveline technology, it?s important to recognise the Prius is a very spacious, comfortable and well built sedan. Based on a unique chassis, the Prius offers generous front headroom with adequate legroom and cabin width. Rear seat passengers benefit from a relatively high roofline delivering abundant headroom and good space in all other sprawling directions. The boot is also large, but these early Prius carry a bulky battery pack parked behind the rear seat that eats into boot space. The rear suspension is a compact beam axle arrangement and, curiously, drum brakes are fitted to the rear. The dashboard is adventurously styled around a central 5.8 inch LCD (but it's not a touchscreen on this first model). The screen allows viewing and control of hybrid operating status, fuel consumption (instantaneous and over 5 minute intervals), ambient temperature, service schedule, time/date and audio controls. The only problem is many of the on-screen characters are written in Japanese. Oh and, where fitted, the navigation system won?t work outside of Japan. Vital info such as road speed and fuel level is shown in a separate vacuum fluorescent display ahead of the driver at the base of the windscreen. This is much easier to view than the similar display employed in the Echo. Other interior features include climate control, power windows, a 4 speaker tuner/cassette system (optional CD), remote central locking and twin airbags. In short, it?s got everything to keep you comfortable and safe. A Japanese import Series 1 Prius (chassis code NHW10) can currently be purchased from around AUD$20,000 through Melbourne?s Sports and Luxury Cars. (See end of article for contact details.) At around AUD$18k (try some negotiation!) it?s a remarkable buy. Prius ? Series 2 The Series 2 Prius (coded NHW11) brought a number of mechanical improvements and, more importantly, the car was introduced to various markets outside of Japan (Australia and USA included). The biggest improvement was the availability of greater power and torque from the 1NX-FXE petrol engine. The compression ratio was lowered slightly to 13.0:1 and inlet cam timing was altered to help yield an extra 10kW and 13Nm - 53kW at 4500 rpm and 115Nm at 4200 rpm. The THS electric motor was also upgraded to 33kW from 1040 to 5600 rpm. Combined, the maximum output from the Series 2 THS is 86kW. This improves 0 ? 100 km/h performance to around 13 seconds flat. The most obvious exterior changes are the fitment of polished alloy wheels with 175/65 tyres and a front and rear spoiler. Vehicles delivered to Australia were equipped with disc rear brakes, but those sent to the US carry over rear drums. It appears there were minor trim fabric changes, but the interior remained virtually identical - though the centre part of the dash had a minor restyle which included the fitment of English language buttons and switchgear. The navigation system was also revised to suit the country of destination and the LCD became a touchscreen. Oh, and boot space was improved thanks to a much more compact hybrid system battery pack (as seen between the suspension towers in the above photo). In Australia, the Series 2 Prius debuted in late 2001 and came with a pretty steep AUD$39,990 price tag. Not surprisingly, relatively few were sold ? and those that were sold mostly went to Government departments. However, in today?s second-hand market you can pick up a low kilometre S2 Toyota Prius from about AUD$22,000. And, yes, that?s nearly half of the original price! l.e. For detailed technical articles on the Series 2 Prius see The Toyota Prius - Part 2 and The Toyota Prius Hybrid - Part 3 Note that many of the design principles in these articles are applicable to the Series 1 Prius. autospeed.com/cms/A_2317/article.html This post has been edited by FAR EASTERN: Jun 18 2008, 07:00 PM -------------------- prius - adv. mai intai, de mai inainte
GREEN ENGINE OF THE YEAR 2008 Daca chiar vrei sa salvezi planeta...cumpara un Prius sau Civic ... << Drive safely! Girls preffer you in one piece!>> |
|
|
Jun 18 2008, 07:03 PM
Post
#5
|
|
Tree Hugger Group: Membri Posts: 3.097 Joined: 30-January 08 From: Botosani, RO Member No.: 116.228 |
Many say hydrogen-powered fuel cells will ultimately make the electric vehicle practical. Fuel cells combine hydrogen and oxygen to make electricity and water vapor. It's clean, efficient power. As fuel cells continue to improve, their costs are coming down. But production-ready fuel cells are still several years away. For more information about fuel cells, read Jim Motavalli's book "Forward Drive." This book covers in depth the latest advancements in fuel cells, batteries and electric vehicle development. The book is available at Sierra Club Books or Random House Publishing [font="Arial"]Until fuel cells are ready, hybrid gasoline-electric technology seems to be the best near-term solution to reducing emissions and doubling fuel economy. Hybrid vehicles use a small gasoline or direct injection diesel engine for light load operation and to charge an onboard battery. An electric motor then provides additional power for acceleration and higher loads. Think of hybrids as "electrically supercharged" vehicles. Operating strategies vary, but most use some combination of internal combustion and electric power to optimize fuel economy, performance and emissions. The hybrid approach can deliver extremely high fuel economy and ultra low emissions without sacrificing driving range, convenience or driving performance. It also eliminates the need for an electrical plug and charging station to recharge the onboard battery, and it allows the use of a much smaller battery to reduce weight, cost and bulk. Exhaust emissions from the Prius are extremely low. Toyota says carbon monoxide (CO), hydrocarbon (HC) and oxides of nitrogen emissions are reduced 90 percent. This allows the vehicle to exceed California's Super Ultra Low Emission Vehicle (SULEV) standards. Power output from the gasoline engine is split between the drive wheels and a generator. The generator, in turn, is used to run the electric motor and/or to recharge the 40 7.2 volt sealed Nickel-Metal Hydride (NHM) batteries. The electric motor is a permanent magnet design which needs no maintenance because its "no touch" internal components do not wear. It produces its maximum power of 30 kilowatts (40 horsepower) from 940 to 2000 rpm, and maximum torque of 31.1 kg-m (225 lb./ft.) from 0 to 940 rpm. The U.S.-spec Prius will benefit from a more powerful, more compact, and lighter battery pack. Peak battery-pack power has been increased by 20 percent to 25 kilowatts (kW), or 34 horsepower. Each of the 38 modules within the pack is only three-quarters of an inch thick and 20 percent lighter in weight than the units in the Japan-version Prius. The new lighter batteries will reduce battery pack volume by 40 percent and will allow for more cargo area in the trunk. Operation of the hybrid combination is seamless and virtually imperceptible to the driver and passengers. It five main operating modes are: 1. When pulling away from a stop or under a light load, only the electric motor powers the vehicle. 2. For normal driving, a combination of gasoline and electric power is used. 3. Under full-throttle acceleration, the electric motor receives additional power from the 40 batteries. 4. During deceleration or braking, the electric motor functions as a generator to recharge the batteries. 5. The batteries are regulated to maintain a constant charge. When charging is needed, power from the engine is used to drive the generator. This eliminates the need for an external charger or power connection. The key to the Toyota Prius system is a power split device in the transmission which sends engine power either directly to the wheels or the electric generator. The generator, in turn, powers the electric motor and recharges the batteries. The power split device uses a planetary gear to constantly vary the amount of power supplied from the engine to either the wheels or generator. The electronically controlled transmission controls engine speed, generator output and the speed of the electric motor to handle changing driving modes. The system is designed to keep the engine running within its most efficient rpm range. When increased driving loads lug down the engine's speed, the control system shuts off fuel to the engine and kills the engine. The electric motor then takes over and provides 100 percent of the driving power. If additional power is needed, the engine is restarted and adds its power output until the extra power is no longer needed. At that point, the electric motor cuts out and the engine resumes its light load operation in its optimum speed range. The hybrid drivetrain has proven itself to be trouble-free, says Toyota. The car has been on sale in Japan since December 1997, and has sold more than 35,000 units. Standard equipment includes Anti-Lock Brakes, automatic transmission, climate-control air conditioning, power windows, door locks and mirrors, AM/FM/cassette stereo, an eight-year/100,000-mile battery and hybrid system warranty, and free seven-day/24-hour roadside assistance. http://www.aa1car.com/library/electric.htm This post has been edited by FAR EASTERN: Jun 18 2008, 07:06 PM -------------------- prius - adv. mai intai, de mai inainte
GREEN ENGINE OF THE YEAR 2008 Daca chiar vrei sa salvezi planeta...cumpara un Prius sau Civic ... << Drive safely! Girls preffer you in one piece!>> |
|
|
Jun 19 2008, 02:40 PM
Post
#6
|
|
Tree Hugger Group: Membri Posts: 3.097 Joined: 30-January 08 From: Botosani, RO Member No.: 116.228 |
Si poate fi si cea mai veche masina la care in Ro nu s-ar plati taxa de prima inmatriculare!!!!!!!!!!
-------------------- prius - adv. mai intai, de mai inainte
GREEN ENGINE OF THE YEAR 2008 Daca chiar vrei sa salvezi planeta...cumpara un Prius sau Civic ... << Drive safely! Girls preffer you in one piece!>> |
|
|
Jun 19 2008, 10:28 PM
Post
#7
|
|
ZEUS Group: Membri Posts: 5.581 Joined: 9-March 06 From: Bucuresti Member No.: 70.400 |
am vazut una azi intre crasna si vaslui...exact modelu asta inmatriculata la noi ..
-------------------- daca as fi cel mai sarac om mi-as lua Skoda sau VW . asa imi permit cel putin un Logan.
|
|
|
Jun 20 2008, 01:38 PM
Post
#8
|
|
Membra Vesela Group: Membri Posts: 575 Joined: 4-June 07 From: Iasi (Iasi) Member No.: 107.599 |
am vazut una azi intre crasna si vaslui...exact modelu asta inmatriculata la noi .. vio tu ai fost la iasi si nu ai zis nimic? -------------------- Auris 1.6 benzina, Luna
|
|
|
Lo-Fi Version | Time is now: 3rd May 2024 - 03:24 AM |