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| Monday, 21-Mar-2005 00:00 |
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Eclatant Award
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éclatant Awards :- Winners of the First éclatant Awards
Dear all,
éclatant Awards has been held successfully for its prime time, with éclatant Awards Presentation Ceremony 2004/05 honouring eight titles on last Monday. Eight trophies are given out to the following clubs/societies.
Best Club/Society Category Non-Sport
Chinese Language Society
Best Club/Society Category Sport
no winner
Outstanding Achievement
Silat Gayung Club (Sharudin Mohd Zain Soo, Ahmad Firdaus Hassan)
Most Significant Program Category Non-Sport
Chinese Language Society (Chinese New Year Extravaganza)
Most Significant Program Category Sport
Wushu Club (1st Wushu Intervarsity Competition 2005)
Best Active Student (Male)
Engineering Society (Chuah Tze Wen)
Best Active Student (Female)
Indian Cultural Society (Remita)
Best Emcee
Indian Cultural Society (Vijay)
Best Website
Engineering Society
Lastly, éclatant Awards committee would like to thank all parties and people who have made this first time event a successful one. éclatant Awards from now on will be an annual event, and will be an award to be sought after.
éclatant Awards 2005/06 will storm the university next trimester. More awards and more talents will be recognized. Be geared up for it.
Thank you.
With regards,
Organizing and Working Committee
éclatant Awards 2004/05
Multimedia University
Melaka Campus
Persoalan: Kenapa takde kelab melayu dalam nominees eclatant award ? adakah kelab melayu tak tau award ni? adekah satu pulauan ? adakah terlambat menghantar pencalonan ? //...
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| Saturday, 19-Mar-2005 00:00 |
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F1 melanda semula di Litar Antarabangsa Sepang Malaysia.
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Last year
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Last year
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F1 Melanda sepang semula..Suhu litar tahun ni paling tinggi disebabkan oleh equinok (btul ke eja dia ni ) ..matahari akan berada tepat di atas garisan khatulistiwa ..So suhu litar dijangkakan akan mencecah 50 darjah celcius . Last year pegi pun panas gile bab ..so tahun ni ..tgk dari tv jer  . So agaknya sape yg menang tahun ni di Sepang , Malaysia .
Ape kate pemandu tuk sesson 2005 ni
JACQUES VILLENEUVE (Sauber)
Sepang ialah litar yang bagus tetapi ia sangat sukar. Ia mempunyai banyak selekoh yang menarik, adunan selekoh laju dan perlahan dan litar yang agak panjang. Malaysia juga sangat-sangat mencabar dari segi fizikal. Ini ialah perlumbaan dalam cuaca panas pertama tahun ini dan semua ujian di musim sejuk dilakukan di bawah suhu dingin, jadi ia agak mengejutkan kepada tubuh. Ia juga mendera kereta, sistem penyejukan dan brek.
FELIPE MASSA (Sauber)
Saya menggemari Litar Sepang. Terdapat banyak selekoh laju di mana anda boleh mendapat rentak pemanduan dan terdapat banyak peluang untuk memintas, terutamanya apabila anda dapat mengekori dengan baik di dua laluan lurusnya. Saya fikir kita akan dapat menyaksikan banyak aksi memintas tahun ini, dan perubahan terhadap peraturan daya tunduk akan membantu.
Selekoh 9 dan 11 penuh muslihat kerana kedua-duanya memerlukan brek di sisi ketika masuk yang memaksa anda menyediakan kereta dengan berhati-hati supaya anda mendapat kestabilan yang diperlukan.
Anda juga boleh kehilangan 2 hingga 2.5kg selepas tamat perlumbaan akibat cuaca panas, yang menjadikan perlumbaan lebih mencabar tahun ini dari segi mental kerana anda perlu menjaga tayar terutama di penghujung pusingan.
MICHAEL SCHUMACHER (Ferrari)
Sudah pasti tanpa mata bagi permulaan perlumbaan tidak saya jangkakan. Biasanya ini akan menyemarakkan saya di Malaysia.
Daripada apa yang kami lihat di Australia, perlumbaan pada 2004 lebih mencabar daripada biasa. Saya rasa kami akan dapat keputusan yang lebih baik di Sepang.
GIANCARLO FISICHELLA (Renault)
Kita tahu cuaca telah mempengaruhi perlumbaan di Melbourne, jadi kami menjangkakan pasukan-pasukan lain seperti Ferrari dan McLaren akan menjadi lebih kuat di Malaysia. Tetapi kami memiliki pakej yang bagus, jadi nantikan sahaja apa yang akan berlaku.
Sepang ialah litar yang akan menunjukkan sama ada sesebuah kereta itu bagus atau tidak. Selekoh yang panjang dan laju bermakna kereta anda memerlukan bahagian belakang yang sangat stabil dan keseimbangan yang konsisten, jadi anda tahu tindak balas kereta di tempat-tempat laju. Juga terdapat beberapa selekoh di mana pemandu-pemandu boleh mencipta perbezaan. Jika cuaca buruk tidak melanda, saya yakin perlumbaan akan menjadi lebih sengit berbanding di Australia
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| Friday, 18-Mar-2005 00:00 |
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F1 Helmet
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One of the most important safety devices in Formula One racing is the driver's helmet. Although its fundamental shape may look very similar to those worn by drivers in the 1980s and even the 1970s, the underlying design and construction technology has changed radically over the years.
As late as 1985 a typical Formula One helmet weighed around 2kg. That amount increased dramatically under high-G cornering or deceleration, adding to the risk of 'whiplash' type injuries in big accidents. As head and neck trauma has been identified as the greatest single risk of injury to race drivers, helmet manufacturers place the greatest importance on reducing the mass of helmets, while increasing their strength and resistance to impacts.
Current Formula One helmets are massively strong, but they are also considerably lighter, now weighing approximately 1.25 kg. Helmets are constructed from several separate layers, offering a combination of strength and flexibility (vital to absorb the force of large impacts). The outer shell has two layers, typically fibre-reinforced resin over carbon fibre. Under that comes a layer formed of vastly strong plastic, the same material used in many bullet-proof vests. Then there is a softer, deformable layer made from a plastic based on polystyrene, covered with the flame-proof material used in racing overalls and gloves.
The visor will be made of a special clear polycarbonate, combining excellent impact protection with flame resistance and excellent visibility. Most drivers use tinted visors, the insides of which are coated with anti-fogging chemicals to prevent them misting up, particularly in wet conditions. Several transparent tear-off strips are attached to the outside. As the visor picks up dirt during the course of the race, the driver can remove these to clear his vision.
In recent seasons the actual shape of helmets has gradually evolved, as more aerodynamically efficient shapes are brought into use. Sitting directly below the main engine air intake, helmets are increasingly shaped to assist in the process of reducing drag in this notoriously high-turbulence aerodynamic area. The modern designs also reduce the lift produced by more traditionally shaped helmets - which can be anything up to 15 kg at racing speeds.
The helmet design must also provide ventilation for the driver. This is achieved through the use of various small air intakes. To prevent small particles of track debris entering the helmet these intakes are equipped with special filters.
Despite the cutting edge materials used in their construction Formula One helmets are still painted by hand, an incredibly skilled job requiring hundreds of hours of work for more complicated patterns and designs. And most drivers will go through several helmets during the course of a season.
The FIA has currently commissioned work for the development of a next generation 'super helmet' for Formula One racing, intended to improve safety standards still further, especially in conjunction with the now mandatory use of the HANS (Head And Neck Support) system.
Retrieved from http://www.formula1.com/insight/technicalinfo/11/771.html .
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| Thursday, 17-Mar-2005 00:00 |
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F1 - Aerodynamic
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A modern Formula One car has almost as much in common with a jet fighter as it does with an ordinary road car. Aerodynamics have become key to success in the sport and teams spend tens of millions of dollars on research and development in the field each year.
The aerodynamic designer has two primary concerns: the creation of downforce, to help push the car's tyres onto the track and improve cornering forces; and minimising the drag that gets caused by turbulence and acts to slow the car down.
Several teams started to experiment with the now familiar wings in the late 1960s. Race car wings operate on exactly the same principle as aircraft wings, only in reverse. Air flows at different speeds over the two sides of the wing (by having to travel different distances over its contours) and this creates a difference in pressure, a physical rule known as Bernoulli's Principle. As this pressure tries to balance, the wing tries to move in the direction of the low pressure. Planes use their wings to create lift, race cars use theirs to create downforce. A modern Formula One car is capable of developing 3.5 g lateral cornering force (three and a half times its own weight) thanks to aerodynamic downforce. That means that, theoretically, at high speeds they could drive upside down.
Early experiments with movable wings and high mountings led to some spectacular accidents, and for the 1970 season regulations were introduced to limit the size and location of wings. Evolved over time, those rules still hold largely true today.
By the mid 1970s 'ground effect' downforce had been discovered. Lotus engineers found out that the entire car could be made to act like a wing by the creation of a giant wing on its underside which would help to suck it to the road. The ultimate example of this thinking was the Brabham BT46B, designed by Gordon Murray, which actually used a cooling fan to extract air from the skirted area under the car, creating enormous downforce. After technical challenges from other teams it was withdrawn after a single race. And rule changes followed to limit the benefits of 'ground effects' - firstly a ban on the skirts used to contain the low pressure area, later a requirement for a 'stepped floor'.
Despite the full-sized wind tunnels and vast computing power used by the aerodynamic departments of most teams, the fundamental principles of Formula One aerodynamics still apply: to create the maximum amount of downforce for the minimal amount of drag. The primary wings mounted front and rear are fitted with different profiles depending on the downforce requirements of a particular track. Tight, slow circuits like Monaco require very aggressive wing profiles - you will see that cars run two separate 'blades' of 'elements' on the rear wings (two is the maximum permitted). In contrast, high-speed circuits like Monza see the cars stripped of as much wing as possible, to reduce drag and increase speed on the long straights.
Every single surface of a modern Formula One car, from the shape of the suspension links to that of the driver's helmet - has its aerodynamic effects considered. Disrupted air, where the flow 'separates' from the body, creates turbulence which creates drag - which slows the car down. Look at a recent car and you will see that almost as much effort has been spent reducing drag as increasing downforce - from the vertical end-plates fitted to wings to prevent vortices forming to the diffuser plates mounted low at the back, which help to re-equalise pressure of the faster-flowing air that has passed under the car and would otherwise create a low-pressure 'balloon' dragging at the back. Despite this, designers can't make their cars too 'slippery', as a good supply of airflow has to be ensured to help dissipate the vast amounts of heat produced by a modern Formula One engine.
Recently most Formula One teams have been trying to emulate Ferrari's 'narrow waist' design, where the rear of the car is made as narrow and low as possible. This reduces drag and maximises the amount of air available to the rear wing. The 'barge boards' increasingly fitted to the sides of cars also help to shape the flow of the air and minimise the amount of turbulence.
Retrieved from http://www.formula1.com/insight/technicalinfo/11/468.html
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| Wednesday, 16-Mar-2005 00:00 |
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F1 Engines
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Sauber
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V10
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The engine and transmission of a modern Formula One car are some of the most highly stressed pieces of machinery on the planet, and the competition to have the most power on the grid is still intense. The development of racing engines has always held to the dictum of the great automotive engineer Ferdinand Porsche that "the perfect race car crosses the finish line in first place and then falls to pieces." Designing such engines is always a balancing act between the power that can be extracted and the need for enough durability to get to the chequered flag.
Engine power outputs in Formula One racing are also a fascinating insight into how far the sport has moved on. In the 1950s Formula One cars were managing specific power outputs of around 100 bhp / litre (about what a modern 'performance' road car can manage now). That figure rose steadily until the arrival of the 'turbo age' of 1.5 litre turbo engines, some of which were producing anything up to 750 bhp / litre. Then, once the sport returned to normal aspiration in 1989 that figure fell back, before steadily rising again. The 'power battle' of the last few years has seen outputs creeping back towards the 1000 bhp barrier, some teams producing more than 300 bhp / litre from the current generation of 3 litre engines.
Revving to over 18,000 RPM a modern Formula One engine will consume a phenomenal 650 litres of air every second, with race fuel consumption typically around the 75 l/100 km (4 mpg) mark. Revving at such massive speeds equates to an accelerative force on the pistons of nearly 9000 times gravity. Unsurprisingly, engine failure remains one of the most common causes of retirement in races.
Modern Formula One engines owe little except their fundamental design of cylinders, pistons and valves to road-car engines. The engine is a stressed component within the car, bolting to the carbonfibre 'tub' and having the transmission and rear suspension bolted to it in turn. Therefore it has to be enormously strong. A conflicting demand is that it should be light, compact and with its mass in as low a position as possible, to help reduce the car's centre of gravity and to enable the height of rear bodywork to be minimised.
The gearboxes of modern Formula One cars are now highly automated with drivers selecting gears via paddles fitted behind the steering wheel. The 'sequential' gearboxes used are very similar in principle to those of motorbikes, allowing gearchanges to be made far faster than with the traditional "H" gate selector, with the gearbox selectors operated electrically. Despite such high levels of technology, under 2004 regulations fully automatic transmission systems have been outlawed, as has launch-control, meaning drivers must control the clutch themselves, at least at the start of a race.
Transmissions bolt directly to the back of the engine and incorporate a torque-biasing differential that works in conjunction with the electronic traction control systems to ensure the maximum amount of power is applied to the road. After several years of six-speed gearboxes, most of the grid are now running seven-speed units.
Mindful of the massive cost of these ultra high-tech engines, the FIA has introduced new regulations for 2004 which limit each car to one engine per Grand Prix weekend. Should a car require an engine change prior to the race, the driver of that car will be forced to drop ten positions on the grid. More rule changes designed to extend engine life still further are expected in the future.
Retrieved from http://www.formula1.com/insight/technicalinfo/11/467.html
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| Wednesday, 9-Mar-2005 00:00 |
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Tanggal 5 Mac 2005, Sabtu, keluarga aku berpindah ke Alor Setar , Kedah ...kg kedua org tua aku . selama 24 tahun duk kat Batalion 5 PGA tu , dari aku kecik sampai dah Delta<MMU ni ...baru sekali berpindah .
RUmah baru dekat Jalan Datuk Kumbar , Taman Derga Jaya Alor Setar , Kedah . Tmpt ok la ..best ..semua ade .dekat ngna town ..dekat ngan sedara - mara . tu yg best .
Kenangan di BN 5 tetap terpaku di ingatan .
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| Tuesday, 8-Mar-2005 00:00 |
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Birthday aka Hari Lahir
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Malam esok harijadi.Meter karen terbakar..blackout
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TNB mai check
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Saje mengetest ambik gambar dalam gelap
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8 Mac,,besday aku..dan juga hari wanita sedunia ..
Nothing to do ..kemas barang kat umah tu ..kemas bilik sendiri..tapi still berselerak lagi,,kena kemas rumah slow slow ..
Duk kat Alor Setar besh gak , aman dan tenteram , kos sara hidup jugak murah ,,,Memacam ikan ade ,,n murah ,,cuma ayam jer tgh nak naik harga tu sekila RM 4.50 ..Huhuhu aku dah mcm penganalisis harga market la plak . ..
Apepun besday tahun ni bersederhana saja. takde sambutan or makan - makan ..Cool 
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| Saturday, 19-Feb-2005 00:00 |
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10 Muharram
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19 Feb = 10 Muharram 1426
Just peringatan la...antara amalan yg bole dilakukan pada hari ini ..
14 Perkara Yang Sunat Dilakukan Pada Hari Asyura
1. Melapangkan masa / belanja anak isteri
fadhilat - Allah akan melapangkan hidupnya pada tahun ini.
2. Memuliakan fakir miskin
fadhilat - Allah akan melapangkannya dalam kubur nanti.
3. Menahan marah
fadhilat - Di akhirat nanti Allah akan memasukkannya ke dalam golongan
yang ridha.
4. Menunjukkan orang sesat
fadhilat - Allah akan memenuhkan cahaya iman dalam hatinya.
5. Menyapu / mengusap kepala anak yatim
fadhilat - Allah akan mengurniakan sepohon pokok di syurga bagi
tiap-tiap rambut yang di sapunya.
6. Bersedekah
fadhilat - Allah akan menjauhkannya daripada neraka sekadar jauh
seekor gagak terbang tak berhenti-henti dari
kecil sehingga ia mati. Diberi pahala seperti
bersedekah kepada semua fakir miskin di dunia ini.
7. Memelihara kehormatan diri
fadhilat - Allah akan mengurniakan hidupnya sentiasa diterangi cahaya
keimanan.
8. Mandi Sunat
fadhilat - Tidak sakit (sakit berat)pada tahun itu
lafaz niat : "Sahaja aku mandi sunat hari Asyura kerana Allah Taala"
9. Bercelak
fadhilat - tidak akan sakit mata pada tahun itu.
10. Membaca Qulhuwallah hingga akhir seribu kali
fadhilat - Allah akan memandanginya dengan pandangan rahmah
diakhirat nanti.
11. Sembahyang sunat empat rakaat
fadhilat - Allah akan mengampunkan dosanya walau telah berlarutan
selama 50 tahun melakukannya.
lafaz niat : "Sahaja aku sembahyang sunat hari Asyura empat rakaat
kerana Allah Taala"
Pada rakaat pertama dan kedua selepas fatihah di
baca Qulhuwallah sebelas kali.
12. Membaca
"hasbiyallahhu wani'mal wakil wa ni'mal maula wa ni'mannasiiru"
fadhilat - Tidak mati pada tahun ini .
13. Menjamu orang berbuka puasa
fadhilat - Diberi pahala seperti memberi sekalian orang Islam
berbuka puasa.
14. Puasa
Niat - "Sahaja aku berpuasa esok hari sunat hari Asyura kerana Allah
Taala"
fadhilat - Diberi pahala seribu kali Haji, seribu kali umrah dan
seribu kali syahid dan diharamkannya daripada neraka.
Gambar aku upload ni ..takde kena mengena ngan hari Asyura ni ..semua tu gambar yg ade kat dlm phone aku .
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| Saturday, 29-Jan-2005 00:00 |
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Sport Fiesta Bowling Tournament
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Sempena sport fiesta ni ..aku hanya masuk Bowling jer ..nak masuk game lain tak dpt plak ..Ahad nye ade kursus anjuran Silat Cekak Ustaz Hanafi .
Main bowling tu pun just for fun.takde target nak scorer ker (sbb aku bukan hustler bowling  ) . Teruk gak main, Steve yg agak teror pulak main haritu . Nad lepas makan jer terus terror ..tapi tu 1st game jer la.masuk 2nd game ...down terus ..takper usaha lagi nanti .
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| Wednesday, 26-Jan-2005 00:00 |
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Raya Haji
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This year Raya Haji nothing special. Like usual la ..pegi sembahyang raya, balik makan , then gi tgk jer org sembelih lembu . then lepak ngan member - member se kem . Esoknya gi raya la skit. Gi umah enid ngan amir + 2 my sisters. Gi rumah awek Amir gak . Mlm baru balik . Ari Ahad aku dah kena balik Melaka. Naik bus kkkl dari JB to Melaka.
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