Cyclocomputers

The cyclocomputers that are available today are devices which a cyclist mounts on to their bicycle and which are able to calculate and display information relating to their cycle ride. Although much smaller than the devices you see mounted on either a car dashboard or the front of a motorcycle they do very much the same. The computers display (head unit) will be fixed to the handlebars in order that the person rider the bicycle can view the information much more easily and can alter between screens in order to see other information that they want to know about their trip.

The most basic versions of these computers are able to display the current speed at which the cyclist is traveling as well as their maximum speeds they were able to reach. These devices are also able to show how long each trip took and the total amount of distance that they have traveled each trip.

However there are more advanced models available such as the Vetta V100 wireless cadence kit which also provides some of the following additional features:-

1. Altitude
2. Temperature
3. Cadence rates (speed at which the pedals are being turned)
4. Stopwatch
5. Able to show 2 or more functions on the screen at once

All cyclocomputers used liquid crystal displays so this it makes it much easier for the cyclist to view the information that is displayed in front of them. Often each head unit will come with several buttons for use by a rider and can be used for a number of different reasons. They are able to help them switch between various functions as well as being able to allow them to reset the various values that they need to key in include the time and the distance. Plus it is with this that you will need to first calibrate or recalibrate the device every time that it is used.

As well as the head unit each device will come with a sensor that is attached the frame and then a magnet is either attached to the front or rear wheel or to the wheel hub or the crank arm. When the wheel or crank arm is moving the sensor will detect a magnet which passes over it and this in turn then determines either the speed at which the cyclist is traveling or the distance they have traveled. The sensors that are used to measure cadence rates (such as the Vetta V100) will have the sensor mounted to the frame and a magnet attached to the crank arm.

As previously mentioned cyclocomputers can have the sensor wired into the head unit or they will transmit the data from the sensor (which contains a transmitter) wirelessly to the head unit. But whenever a person does install such a computer onto their bicycle then it will need to be configured properly and it is therefore important that they read the instructions provided to them by the manufacturers of the device that they have purchased.

To find out why the Vetta V100 is such a great cycle computer visit www.cyclocomputerreview.com

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Nissan Pathfinder, 2006: The Weekly Driver

A long-distance haul means different things to different drivers. For me on one recent journey, it was a 400-plus mile trek from Redondo Beach, Calif. (South of Los Angeles) to Sacramento.

It was a seven-hour day in the car. The trip included the long climb over the infamous Grapevine in Southern California and plenty of flat and high-speed miles along Interstate 5.

The 2006 Nissan Pathfinder was my transportation and the mid-sized SUV, now on the market for two decades, performed well. My test vehicle was the four-wheel drive LE model (with navigation system), the most expensive of the four available models.

Several top manufacturers' current SUV models are seemingly interchangeable, and that includes Pathfinder and its top competitors, the Ford Explorer, Toyota Highlander and Honda Pilot.

I drove my test vehicle nearly 700 miles, including the climb on the steady grade that connects Southern California to the mid-state agricultural valley. And although I never engaged the four-wheel drive feature or carried a heavy load, those are two attributes that distinguish the Pathfinder from rivals.

In addition to mega-interstate miles, I nimbly maneuvered the vehicle through city streets. Parking lots, narrow driveways and U-turns in tight quarters were all handled easily. The vehicle never felt cumbersome. The LE is the only member of the fleet with full-time all-wheel drive, and it can be left engaged on dry pavement. The Pathfinder also has a 6,000-pound towing capacity.

Each of the four Pathfinder models includes a 4.0-liter, 270-horsepower V6. During my trek, the vehicle advanced adequately even while ascending the most difficult climbs. But it did take a heavy throttle to get the job done, and that didn't do much for the one major downfall of most SUVs -- lousy gas mileage.

The Pathfinder is rated at 16 mpg (city) and 23 mpg (highway), but I averaged just under 20 mpg on my trip. Nissan recommends premium fuel, further adding to the not-so-thrifty costs.

The Pathfinder was redesigned in 2005, and both the interior and exterior changes were nicely accomplished, including added width, height and length. The interior has well-placed, cleanly designed gauges and the console and instrument panel are handsome and smartly positioned.

Unlike other SUVs, the Pathfinder has a standard third-row seat. Without removing headrests, the rear row folds level, and the folding front-passenger seatback further builds the cargo room to 79.2 cubic feet. That's among the best in the class.

The Pathfinder LE model has standard 17-inch wheels; other models have 16-inch wheels. The LE also features standard front-side and side curtain airbags (they're optional on other models).

Regardless of model, the Pathfinder's standard equipment list is impressive. It ranges from illuminated visor mirrors to the AM/FM radio with in-dash, six-disc CD/MP3 changer and heated power mirrors and sunroof to a memory system for the driver seat, mirror and pedals.

My test vehicle also included five option packages ranging from the navigation and rear-seat entertainment system to leather and heated front seats. The various options added nearly $8,000 to the vehicle's base price.

The result is a finely equipped SUV that can certainly ease the ordeal of a 400-mile drive and also provide an equally enjoyable ride around town.

The Weekly Driver: 2006 Nissan Pathfinder

Safety features - Dual front airbags (standard); front and side curtain airbags.

Fuel Mileage (estimates) - 16 mpg (city), 23 mpg (highway).

Warranty -- Bumper to bumper, 3 years/36,000 miles; Powertrain, 5 years/60,000 miles, Corrosion, 5 years/unlimited mileage; (24-hour) roadside assistance program, 3 years/36,000 miles.

Base price -- $35,550.

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Formula One Specifications

The FIA (the governing body of motorsport) has made quite a few changes to the technical regulations of F1 cars. Some of these will be in effect as early as the start of the 2006 season and the rest will only come into play in 2008.

Here are some of the more interesting specs that have changed: It was decided last night (Monday 24th Ocober) at a meeting of the Formula One Commission in London that the qualifying format for Formula One is changing for next season and the changing of tyres during races will be allowed again. They are also considering a radical change in the rear-wing design which might be brought in as early as 2007.

The new qualifying is going to work as follows:

A 3 phase qualifying knockout with the 5 slowest cars after 15 minutes dropping out. 5 more cars will drop out in the next 15 minutes and the remaining cars will compete in a 20 minute session for the top positions on the grid.

Qualifying has been changed a lot in recent years to try and get better exposure for smaller teams and at the same time mix the grid up to allow for more overtaking during a race.

The new split rear wing (called the Centre Downwash Generating Wing) has been designed to allow closer following and therefore more passing opportunities as well. A step in the right direction as recent changes to the cars and especially aerodynamics have been mostly to slow the cars down instead of increase entertainment.

The weight of the entire vehicle, including the driver, must now not be less than 550kg. This has been decreased from 605kg.

The engines have been down-sized to 2.4 litre V8 motors with 4 valves per cylinder. The minimum number of gears for these cars is 4 and the maximum is 7. The wheel width at the front of all cars must be between 390mm and 450mm with the width at the rear being between 490mm and 505mm. The overall weight of the engine must be at least 95kg.

The FIA have given a concession to manufacturers and teams not ready with their new engines saying they will allow them to use other engines (such as the V10 engines currently being used) with the performance decreased; obviously this will be controlled by the FIA and no-one else.

All cars must now be fitted with a starter which the driver must be capable of using to start the engine from his seated position. This should cut out some of those embarrasing failed starts to GP's for some drivers.

From 2008 the FIA will choose 1 tyre manufacturer to supply all the teams. This is a dramatic change and should increase the excitement value by levelling the playing field a bit; it's a real pity they could only get this in from 2008.

Pit to car telemetry will be prohibited so the team will not be able to fix any gremlins from the pit-wall and all voice radio communication must be open and accessible to both the FIA and the broadcasters.

No competitor can carry out more than 30,000km of testing during a year.

Some interesting changes here, I sincerely hope it increases the competitiveness and excitement of this sport because it needs it.

Written by the Webmaster of the site for all your Formula One updates, All About All Sport.com

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