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Wednesday, November 10, 2010

The Nissan Fairlady Z

 
THE NISSAN FAIRLADY Z
From The First To Now

        The Z-car is a series of sports car manufactured by Nissan Motor Ltd... The original Z was sold in October 1969 in Japan as the Nissan Fairlady Z and was exported as the Datsun 240Z. Since 2009 Nissan has manufactured the newest Z, the 370Z. The earlier models of the Nissan Z were built at the Nissan Shatai plant in Hiratsuka until 2000, while the later models (350Z and 370Z), which are built at Oppama (2002–2004) and Tochigi(2004–present). Enthusiasts praise the cars for their looks, reliability, performance, and affordability. Nissan Z cars currently hold the record for the best selling sports car series of all time with over 2 million cars sold. Every Z car has been sold in Japan as the Fairlady Z and elsewhere under the names 240Z260Z280Z280ZX300ZX,350Z and 370Z.



        

First generation (S30)

Production of the Nissan Z Car started on October 1969, with 2 separate versions: one for the Japanese market and one for the US market. The Japanese Fairlady Z featured a SOHC L20A inline-6 producing 130 PS (96 kW), while the US 240Z featured a 2.4L L24 inline-6 with twin Hitachi SU-type carburetors that produced 151 hp (113 kW) (SAE gross horsepower). A third Z, the 432Z (PS30) shared a performance version of the DOHC 2.0 L S20 engine with the Nissan Skyline.
In Japan, the Z car was still known as the Fairlady to keep the car in line with previous Nissan sports cars. However, Yutaka Katayama ensured the American version had all Nissan badging replaced with "Datsun" and prevented all dealer shipments until they were replaced.
The 240Z was released in America on October 22, 1969. Combining good looks, and powerful performance, it sold over 45,000 units through the '71 model year and over 50,000 and 40,000 in 1972 and 1973, respectively.
The 260Z was released in 1974 and featured an increased engine displacement of 2.6 L and an available 2+2 model. Despite the engine size increase, power decreased to 139 hp (104 kW) (SAE net horsepower) in most areas of the US due to new camshafts, carburetors, and lower compression that were introduced to comply with new emissions regulations. In other export regions the power was increased to 154 PS (113 kW).
The 280Z was released in 1975 in North America (not to be confused with the 280ZX, which is a second-generation Z-car) and featured another engine displacement enlargement to 2.8 L. A major change was the introduction of Bosch fuel injection, replacing the previous SU carburetors. This resulted in a power increase to 170 hp (127 kW), offsetting increased weight from added luxury features and an enlarged bumper that met US Federal regulations. Export markets outside North America continued to receive the Datsun 260Z until the introduction of the Datsun 280ZX at the end of 1978.


          Second generation (S130)
The only thing that was left unchanged from the previous 280Z was the 5-speed manual transmission and 2.8-liter L28 inline-6 engine, while the entire car overall was made more luxurious to meet growing consumer demands. Major changes for this new generation of Z-cars include t-tops, introduced in 1980, and a turbocharged model introduced in 1981, complementing the naturally aspirated (NA) 2-seater and NA 2+2 models. Coupled to either a 3-speed automatic or 5-speed manual transmission, the turbocharged model was capable of 180 bhp (130 kW) and 203 ft·lbf (275 N·m) of torque, over the 135 bhp (101 kW) and 144 ft·lbf (195 N·m) of the NA engine.
Notable models include the 10th Anniversary Edition,featuring gold emblems, gold alloy wheels, and two-toned paint in either gold/red and black, with luxury features such as leather seats, headlamp washers, and automatic climate control.
The 280ZX was wildly popular, being hailed as Motor Trend's Import Car of the Year for 1979 and going on to set a Z-car sales record of 86,007 units in its first year.[3] While on the one hand it received praise for taking the Z-car to further levels of comfort and performance, many enthusiasts also lamented the further emphasis on luxury over driving fun. This would continue with the third generation of Z-car, with a clean-sheet redesign that would take the Z-car to further heights.


       Third generation (Z31)
The Z-car was completely redesigned in 1984, and introduced Nissan's new series of 3.0-liter V6 engine, dubbed the VGseries. The same engine was used in the Electramotive (later to become NPTI) GTP ZX-Turbo that dominated the IMSA GTP races in 1988 and 1989. These were available in both VG30E naturally-aspirated and VG30ET turbocharged forms producing 160 and 200 bhp (120 and 150 kW) respectively, although some VG30ET powered Z-cars exported outside of the US produced 228 bhp (170 kW) due to a longer cam duration and less emission restrictions. These were showcased in sleek new wedge-shaped styling and given a new name, the 300ZX. Like its predecessor, it also proved to be wildly popular and was the second-best selling Z-car in history[4] selling over 70,000 units due in part not only to its new styling but also to even more added luxury features and high performance. When the 300ZX Turbo was released in Japan, it offered the highest HP available in a Japanese standard production car at the time.[5] Much like the 280ZX that preceded it, the first-gen 300ZX was thought by enthusiasts as more GT than true sports car. It had improved handling, acceleration, and refinement on any previous model Z-car.
Nissan made various changes and claimed improvements to the Z31 model through its entire production. In 1983 Nissan first offered the 300ZX in Japan. It was introduced in the US one year later. All US-market 1984 model Nissan vehicles carried both Datsun and Nissan nameplates. Along with the arrival of their new flagship sports coupe, Nissan launched an aggressive marketing campaign to promote the brand name change from Datsun to Nissan. The 1984 Models can technically be considered the only year of the "Datsun 300ZX". The 1984 300ZX 50th Anniversary Edition was released in celebration of the company's 50th anniversary year. It was based on the standard 300ZX Turbo, but was outfitted with every luxury feature available, a unique black interior with "bodysonic" leather seats in addition to widened fender flares, requisite badging, rear quarter panel flares, and sixteen-inch (406 mm) wheels (400 mm).[6]
For the 1985 model year, Nissan dropped the Datsun name brand for good, but the car dealers were still known as Datsun dealers. Paul Newman raced in the 1985 GT1 Challenge and won. This was Newman's 4th national championship. Minor changes were made to the 300ZX including a water-cooled turbocharger, smoked taillights, and body-color bumpers.
The 1986 model saw wider flared wheel wells, and the rear quarter panels were designed specifically to accommodate factory ground effect style side skirts. 1986 turbo models were equipped with an ordinary hood, markedly losing the turbo "scoop" on the drivers side.
In order to keep up with quickly aging aesthetics, another slight redesign happened in 1987, consisting of new rounded, restyled and longer front and rear bumpers, new headlights, and new tail lights. The black trim on turbo models was now a charcoal instead of gloss black, and 1987 Turbo models came with special "smoked" turbo-finned wheels. All 1987 model year turbo cars also received an upgraded manual transmission, larger and more powerful brakes, and turbo cars produced from 4/87 and later came equipped with a clutch-type limited-slip differential.
For the 1988 models, there were again a few small changes. The turbocharger was switched from the Garrett T3 turbo to a lower-inertia T25 turbo, and the engine from 7.8:1 to an 8.3:1 compression ratio in order to reduce turbocharger spool time and provide instant boost at any usable RPM. The interior aluminum accents and chrome door handles that adorned the earlier cars were dropped in favor of matching color parts. Another special edition, the "Shiro Special" (SS), was released in 1988. It was only available in pearl white (shiro meaning "white" in Japanese). The SS package consisted of analog gauges and climate controls with a black interior, stiffer sway bars, stiffer springs, non-adjustable suspension, special seats (Recaro), a viscous-coupling limited slip differential, and a special front lower lip spoiler. This package had no options; all 88SS cars are identical.[7]
The 1989 Models are identical to 1988 models, though somewhat rare because of Nissan winding-down production early in preparation for the second generation 300ZX.

      Fourth generation (Z32)

he only thing that remained unchanged from the previous generation 300ZX is the 3.0-liter V6 engine, now with dual overhead camshafts (DOHC), variable valve timing (VVT) and producing a rated 222 hp (166 kW) and 198 lb·ft (268 N·m) in naturally aspirated form. The big news for enthusiasts, however, was the turbo variant, now upgraded with twin Garrett turbochargers and dual intercoolers. This was good for 300 hp (224 kW) along with 283 lb·ft (384 N·m) of torque.[8]Performance varied from 0-60 times of 5.0-6.0 seconds depending on the source, and it had a governed top speed of 155 mph (249 km/h).
Upon its release, the new 300ZX became an instant hit, winning Motor Trend's "Import Car of the Year" in 1990 as well as "One of the Top Ten Performance Cars". Automobile Magazine honors the 300ZX/300ZX Turbo as its "Design of the Year" and adds it to their "All Stars" list. Road & Track names the 300ZX Turbo "One of the Ten Best Cars in the World", and Car and Driver adds it to their 10Best for the seven years in which it was in production in America. American Z-car sales reach the one million sales mark in the 1990 model year, making it the all-time best selling sports car.[9] Even years after production the 300ZX is still thought to be one of the most beautiful automobile designs of all time.
Nissan utilized the Cray-II supercomputer to completely design the new 300ZX with a form of CAD software.[10] This made the 300ZX one of the first production cars to be developed in a CAD program. In return, it featured a whole host of technological advancements. On the twin turbo models, four-wheel steering was available under the name Super HICAS (High Capacity Actively Controlled Steering). The twin turbochargers, intercoolers, and requisite plumbing left for a cramped engine bay; however, everything fit perfectly.
Like previous generations Nissan offered a 2+2 model with the Z32. In 1993, a convertible version was introduced for the first time in the Z-car's history, as a response to aftermarket conversions. All 300ZXs now featured T-tops as standard, yet there were some rare hardtops (known as "slicktops") produced as well.
The 300ZX was doomed to the same fate of many Japanese sports cars of the time. The mid-'90s trend toward SUVs and the rising Yen:Dollar ratio were both influential in ending North American 300ZX sales in 1996 at over 80,000 units sold (production for other markets continued until 2000). Probably the biggest killer of the 300ZX was its ever inflating price; at its release it was priced at a about $30,000, but in its final year this price had increased to around $50,000. This left many people questioning its value, and despite a final Commemorative Edition of the final 300 units shipped to America (complete with decals and certificates of authenticity), the Z-Car was on hiatus. In Japan, however, the 300ZX lived on for a few more years with a face-lift including a new front fascia, tail lights, head lights, rear spoiler, and a few other minor changes.

Fifth generation (Z33)

n 1999 the French company Renault bought 44.4% of Nissan and Carlos Ghosn became its chief operating officer. But it would not be until 2001 when Carlos Ghosn became CEO that he would tell reporters: "We will build the Z. And we will make it profitable."[14]
In August 2001, Nissan introduced the Z Concept. Much like the previous Z concept, it debuted at the North American International Auto Show and was painted a bright orange. The squat, long-hood/short-deck styling resulted from a competition between Nissan's Japanese, European, and American design studios, with the La JollaCalifornia studio's design being chosen. The product planners hoped to avoid the price problems that plagued the last few years of the300ZX with a target MSRP of $30,000 while using the Porsche Boxster as a benchmark.[15]
In the summer of 2002, the 350Z was released to wide acclaim. It employed a slightly improved version of the 3.5-liter VQ35DE DOHC V6 engine found in multipleNissan cars at the time, including the Maxima and Pathfinder. This engine initially produced 287 bhp (214 kW) and 274 lb·ft (371 N·m) torque, but in 2005 was increased to 300 bhp (220 kW) and 260 lb·ft (353 N·m). Prices started at $26,000 US, well below the $30,000 mark initially set forth by Nissan. Coupled to either a 6-speed manual gearbox or 5-speed automatic (the automatic lost 13 bhp (9.7 kW) in comparison), it was initially available only as a 2-seater hardtop. A convertible model was later introduced in 2004.
The 350Z was available in a selection of seven trim packages, depending on the year: "Base", "Enthusiast", "Performance", "Touring", "Grand Touring", "Track" and "Nismo". The base model 350Z, in comparison to the more expensive packages, did not have a limited-slip differential or a traction control system. Touring and Grand Touring models both featured leather seats, Bose entertainment systems, optional satellite navigation, VDC (vehicle dynamic control), and other user conveniences, while the Grand Touring models also added Rays Engineering forged wheels and the Brembo braking system found on the Track and Nismo models. The Track and limited edition Nismo packages included Rays Engineering forged wheels and the Brembo braking system. In 2007, Nissan dropped the "Track" version in favor of the "Nismo" edition, but retained the Brembo brakes, Rays Engineering wheels, and simple interior, but added a larger exhaust and aggressive body kit. The second Nismo edition, released in 2007, included revised camshafts, a Nismo sport tuned exhaust, custom Rays Engineering 18-inch (460 mm) wheels (19 in/480 mm in rear), front and rear spoilers and rear diffuser, and a Brembo braking system with four-piston front and two-piston rear calipers (with 12.8 in/330 mm front and 12.7 in/320 mm rear rotors).
The 2005 35th Anniversary Edition 350Z and 2006 350Z equipped with manual transmissions received a newly revised engine, which increased the redline to 7,000 rpm and increased power to 300 hp (220 kW).
2007-2008 350Z models came with the 3.5L VQ35HR engine with dual intakes and a 7,500 rpm redline, which produced a power output of 306 hp (228 kW).

Sixth generation (Z34)

On December 30, 2008 the 370Z was introduced as a 2009 model.[16] In June 2009 the second generation 2009 Nismo 370Z debuted.[17] This was followed by the introduction of the 2010 370Z Roadster in late summer of 2009.[18]
The 370Z (Z34) is powered by Nissan's 3.7 liter V6 engine, the VQ37VHR. Power output is approximately 332 hp (248 kW) with 270 ft·lbf (370 N·m). of torque. The Nissan 370Z has a 0-60 mph time of 5.1 seconds.[19] However, the car has also been tested by Motor Trend Magazine, who reported a 4.7 second 0-60 mph with 1-foot (0.30 m) of roll out. Quarter mile times range between 13.1 and 13.6, thus making the 370Z the fastest production Z. The 370Z is currently available with either a six-speed manual gearbox or a seven-speed automatic with paddle shifters. The six-speed manual is the first manual gearbox to feature 'synchro-rev matching,' which automatically blips the throttle to simulate heel and toe shifting.
The 370Z includes styling updates to the previous 350Z, including improved interior cosmetics and ergonomics.




Tuesday, November 2, 2010

Invita 2010 Angkatan 18# - By R.Maulana

Rabu,20 - 10 - 2010

        Bisa dibilang hari dengan tanggal bagus, dan cuaca yang sejuk, burung-burung berkicau-kicau di dekat rumah,  angin menghembus melalui pohon-pohon, dan suasana di rumah adem dan nyaman, tetapi... di rumah cuman beberapa jam sebelum keberangkatan, bus-bus yang menuju ke kota Jogjakarta, yang akan juga menjadi salah satu minggu terbaik di Sekolah Menengah Pertama ini.

        Hari pertama, berjalan cukup enak, temenku Bram, datang pagi-pagi karena abis menganter adiknnya yang sekolah juga di Labschool, buat main bareng lah kalo dalam bahasa biasa, sebelum berangkat ke sekolah. Kira-kira, dia dateng jam 8:30, dirumah hanya main komputer doang, terus keluar buat pergi ke Supermarket sebentar Via Motor. Setelah itu, mulailah berangkat menuju sekolah, tanpa tergesa-gesa berangkat, dan sampailah di sekolah. 

       Sesampai di sekolah, menaruh tas , dan ke dalam gedung utama SMP, belom ada acara apapun atau semacamnya, hanya bermain sampai jam 12, lalu shalat zuhur, yang dijamak qashar dengan ashar. Bus pun belom datang juga, dan masih ada beberapa anak yang belom datang ke sekolahh, jadi seperti biasa , jadwal sekolah , hampir 100% pasti ngaret, Jadi bus baru dateng jam 3. Sebelom jam 3 juga ada beberapa acara sebentar seperti pelepasan, dan acara kakak kelas titip baju "Dagadu" , dan itu dah pasti buaaaanyaakkk banget yang nitip :pppppp.

      Sesaat setelah Acara Pelepasan selese, para peserta pun pergi ke bus, yang bisa dibilang kaya lari buat ngantri BLT, namun sesampai di bus , semuanya kaya pertama seneng banget , jadi capek bgt. Buat pemandu di bus 4, adalah Pak Leo, yang menjadi supir busnya adalah pak Edi.

     Awal-awal saat bus berangkat, langsung di bagiin , makanan kecil ama minuman, yang kerasa udh agak kenyang , setelah dipikirkan td makan nasi 2 piring, jadi skip aja deh, buat snack kali ini. Setelah berangkat, bus jalan dengan smooth, dan lancar , walaupun ada sebagian jalan yang masih dihambati oleh kemacetan-kemacetan tol dalam kota, bisa dibilang lancar, Gan. 
   
       1 jam telah berlalu, daaaaann..... udh 1/2 bus tidur semua, dan itu baru juga ampe setengah tol cikampek, cuy. Selepas tol cikampek, itu masih perlu jalan sebentar, lalu sampai di restoran , buat makan malem .. yang baru gw check jam itu baru jam 5:00, jam LIMAAAA , sore amat buat makan malem., tapi gara2 tadi snack ga di makan , jadi syukur Alhamdullillah juga deh dapet, tapi restorannya pelit, ayam cuman boleh diambil 1, dan dipilih pula.Ueennaaaaeekk Puoolll, 


Sehabis dari makan, semuanya pada shalat, bersih-bersih, dan kembali ke bus , dalam keadaan kenyaang, bertakwa, dan bebas oleh HIV (Hasrat Ingin Vivis). Perjalanan dari Cikampek ke Jogja , itu PANJAAAANG dan LAMMAAA bgt, dan lewatnya juga tol yang ga ada lampunya pula. Jadi malem2 sekitar jam 11, sampe di Bakrie Toll Road, yang gaada lampunya, dan saat itu juga, lagi pada cerita serem-serem, yang katanya ada orang tangannya buntung terus minta-minta make tangannya yang buntung , mendingan lah itu , cerita setan tapi ada lawakannya dikit. 

Lepas Bakrie Toll Road itu udh 90% orang di bus itu tidur semua, kecuali Supir dan Pemandunya yah, gw juga ya tidur, masa gak tidur juga udh 12 jam ga tidur lagi. 

Kamis, 21-10-2010
        Hari ini , adalah hari pertama kegiatan Invita bener-bener berjalan, hari ini juga ada kunjungan ke Candi Perambanan, dan PG Tasikmadoe, tetapi yang pertama didatengin adalah Candi Perambanan.

            Sebelum mulai mengarah ke Candi Perambanan, kita makan pagi dahulu di restoran yang bernama “Rumah Makan Taman Sari”, buat makanan di restoran itu bisa dapet 4 Bintang, tp buat tempat makannya gw kasih 2 ½ Bintang, soalnya kurang enak juga tempatnya , dan pada kekurangan kursi juga.

            Saat di restoran pun, juga pada mandi dan anehnya kamar mandinya juga bersih, sedikit tempat yang kotor , jadi ini restoran termasuk yang bagus juga.

           
Setelah dari “RM. Taman Sari” , semuanya pada kembali ke bus,dan siap-siap untuk ke PG.Tasikmadoe. Sampai di , Pabriknya , uuuuaaaappanaaaasssnya rek!, panas banget, ampe kayanya bisa dadar telor juga dah, plus baunya kaya bau pisang goreng busuk, dan itu bau yang gaenak banget,plus saat pembuatan gulanya pun ternyata berasal dari gumpalan air yang kental berwarna coklat yang agak bikin mau muntah jika dilihat (Huueeekk DX)

            Di Pabrik Gula. Tasikmadoe, dulu dibangun oleh KGPAA. Mangkunegoro IV, Di Jaman keemasannya pabrik gula memiliki tanah garapan tebu yang sangat luas menjamin pasokan tebu secara konstan. Petani penggarap akan menggarap 3 patok tanah kebun tebu, yang akan dikelola secara bergilir. PAda masa-masa ini lah, para pejabat pabrik sangat berkuasa dan memiliki status sosial yang tinggi di masyarakat.

            Di era modern, sistem ini dirasakan kurang memberikan keuntungan pada petani penggarap, sehingga pada perkembangan berikutnya, digunakanlah sistem TRI (tebu Rakyat Indonesia). Disini, pabrik gula akan menyewa tanah kepada petani pemilik untuk digunakan sebagai lahan tebu. Besarnya sewa tanah ini tergnatung pada negosiasi antara pemilik tanah dan pabrik gula. Oleh karenanya, saat ini pabrik gula berfungsi tidak lebih seperti pabrik penggilingan padi pada sistem pertanian sawah padi. Tebu yang disupply oleh petani, akan diolah oleh pabrik, kemudian ketika telah berubah menjadi gula, gula-gula tersebut dikembalikan kepada petani setelah dipotong 10% untuk operasional dan keuntungan pabrik.

Setelah selesai dari PG. Tasikmadoe,kita kembalik ke bis dan siap-siap berangkat ke Candi Perambanan. Perjalanan dari Solo ke Candi, memakan waktu sekitar 1-1,5 jam-an mungkin.

Perjalanan menuju Candi Perambanan , pun diselingi dengan beberapa pitstop ke toilet, dan hambatan macet, dan beberapa yang mengambil kesempatan untuk tidur. Bus adalah tempapt yang baik untuk istirahat diantara banyak kegiatan , sehingga kebanyakan emang tidur.

Saat sampai di lokasi Candi Perambanan, terdapat legenda dimana, pasangan yang telah berpacaran saat sampai di Candi Perambanan akan putus hubungan dalam waktu yang tak cukup lama, tetapi jika ada pasangan yang baru menjalin hubungan saat berada di Candi Perambanan, mereka akan hidup bahagia berdua selamanya.
Lokasi Candi Perambanan , terdapat di beberapa candi-candi lainnya, seperti Candi Sewu. Tetapi untuk di sekarang , yang ditunjukan hanya Candi Syiwa, Wisnu, dan Brahma.


            Saat kira-kira, semua Candi sudah di datangi dan dipelajari, semuanya pada kembali ke Bus dengan usaha maksimal , yaitu .. Keluar dari Pasar Uler. Pasar Uler kali ini gak mirip sama yang ada di Jakarta, tetapi gak kalah saing, sama aja mantepnya ama di Jakarta, malahan lebih gampang buat nawar barang.
            Ada 1 temanku, namanya Bagas, dia beli topeng Singa-singaan, yang bisa dibilang cukup buat nakutin orang malem-malem, ampe kabur ngibrit-ngibrit.
            Setelah dari Candi Perambanan, kegiatan selanjutnya adalah mengarah ke Restoran , lalu pergi ke hotel, dan membersihkan diri, dan tidur. Makan malem kali ini , gak banyak komentar, yang penting kenyang biar bisa langsung ke Hotel dan tidur.
Saat di hotel, semuanya pada tidur, dan bangun di pagi hari . Tapi , gw enggaaakk, saat ngeliat ada meja billiard, langsung tau apa yang bakal dilakuin ampe nanti jam 11. Yaitu maen billiard ampe puas.Wakakkakakaka, Ampe mata pun, udh beratnya 5 kg, baru puas.
Jum’at , 22-10-2010
            Hari ini, dibagiin baju Kegiatan Invita, dan kegiatan hari ini adalah kunjungan ke Karatton Jogjakarta,Kerajinan Batik dan Perak, dan Wayang, Plus jalan ke Dagadu dan Malioboro.

Keraton Jogjakrta bisa juga dibilang adalah rumah dari Raja Jogjakarta, Keraton Jogjakarta, bermula dari  Sejarah Kraton Yogyakarta Setelah Perjanjian Giyanti, Pangeran Mangkubumi diberi wilayah Yogyakarta. Untuk menjalankan pemerintahannya, Pangeran Mangkubumi membangun sebuah istana pada tahun 1755 di wilayah Hutan Beringan. Tanah ini dinilai cukup baik karena diapit dua sungai, sehingga terlindung dari kemungkinan banjir. Raja pertama di Kesultanan Yogyakarta adalah Pangeran Mangkubumi dengan gelar Sri Sultan Hamengku Buwono I (HB I).

Pas di Kerajinan Batik, itu banyak sekali batik-batik  , yang dibuat dengan motif berbeda-beda tapi bagus dan elegant, selain itu kainnya halus dan sejuk . tetapi harganya gak bisa diajak kompromi. Muaaahhahaal.
            Pas di Kerajinan Perak, sama juga banyak Perlengkapan Wanita dari perak, dan gelang-gelang  yang diukir sedemikian rupa. Tetapi harga juga gak bersahabat, malahan bermusuhan, kaya Devil.
            Saat di Kerajinan Wayang, kita perlu masuk ke Pedesaan Jogjakarta, yaitu dipinggiran-pinggirannya, saat di tunjuki cara membuatnya dan bagaimana bentuknya saat jadi, ternyata susah juga membuat Wayang Kulit, mula-mula dibuat dipersiapkan berbagai macam bahan seperti Kayu, Kulit , Pisau dan beberapa benda lainnya, lalu di gunting-gunting, potong-potong dan hal-hal lainnya hingga jadi seperti Wayang Kuliat yang biasa kita liat di TV-TV.
            Akhirnya juga , datang ke daerah yang kita tahu,cinta,dan banggakan Yaitu salah satu dari tempat yang paling dikenal sebagai Brand Indonesia terbagus yaituuuu,, “DAGADU”, Saat berada di Dagadu, terdapat berbagai macam Kaos, Celana, Sandal, dan Aksesoris lainnya. Dan semuanya adalah lawakan-lawakan Jogja yang dihitung Jayus Lucu, bukan Jayus Maksa.
            Setelah dari Dagadu, kita mengarah ke jalan Malioboro, yang disebut-sebut sebagai Syarat-syarat Syah Bilang Pernah ke Jogja. Di Malioboro, itu udh harga pasti murah dan kadang-kadang bisa ditawar lagi, sehingga jadi lebih murah, dan PUASS
            Sehabis dari Malioboro, kita pergi ke Restoran yang sudah dipersiapkan , dan seperti biasanya banyak yang tidur dan Bus. Setelah itu, Busnya puter balik dan mengarah ke Hotel Sahid Raya.
            Saat Di Hotel, gw enggak tidur langsung melainkan main Billiard dahulu, dan berkeliling , Ronda Malam. Baru Tidur karena ketauan Guru.
Sabtu, 23-10-2010
            Ini adalah hari terakhir Invita di Jogjakarta, dan hari ini bus pun mulai mempersiapkan koper-koper yang dibawa dan siap dipulangkan ke Jakarta.
            Hari  Terakhir diawali dengan Berkunjung ke TN, yaitu Taruna Nusantara, SMA di Magelang yang di bangun untuk mempersiapkan Lulusan-lulusan terbaik Untuk Bangsa, dan Negara.
           
            Setelah dari SMA Taruna Nusantara, kita langsung mengarah ke Candi Borobudur, yang kira-kira berjarak beberapa Km dari Rumah Makan .
            Saat berada di Candi Borobudur, semuanya pada awal-awal disuruh untuk menunggu sementara, agar semuanya berkumpul dan dibagikan tiket masuknya. Candi Borobudur, terletak agak ditengah-tengah suatu kawasan / komplek candi.
            Saat mau menaiki Candinya, perlu naik beberapa anak tangga baru sampai pada Kawasan Candi Borobudur, yang sedang terlihat bagus sekali saat Matahari berada di arah sebaliknya.
            Candi Borobudur memiliki beberapa tingkatan yaitu, pertama Kamadhatu, dimana manusia masih bersifat Keduniawian, Kedua, Rupadatu , dimana manusia telah meninggalkan Sifat Keduniawian, tapi masih hidup. Ketiga, Arupadatu, dimana manusia telah meninggalkan Sifat Keduniawian, dan telah meninggal, (Masuk Ke Nirvana)
Saat pada tingkatan pertama, terdapat banyak relief-relief , salah satunya menunjukan relief manusia, hewan, kerajaan dan sebagainya.
Saat pada tingkatan kedua, sudah mengurang dalam relief-relief , dan mulai memiliki beberapa Stupa.
Saat pada tingkatan ketiga, Sudah tidak ada Relief lagi , yang menunjukan bahwa Manusia telah tidak bersifat Duniawi, dan telah Meninggal. Sedangkan untuk tingkat ketiga, semuanya berisi Stupa-stupa, yang di dalamnya berisi Arca-arca dari batu.
            Saat berada di Candi Borobudur, sekitar jam 4-5, mulai hujan deras, dan lama-lama makin deras, oleh karena itu , Kunjungan ke Candi Borobudur, dipotong sehingga lebih  cepat.
            Setelah dari Candi Borobudur, kita mulai mengarah ke Jakarta. Arah pulang kita, dari Jogja ke Jakarta adalah, melewati jalur selatan.
            Untuk malem ini, pulang lewat jalur selatan , agak menyeramkan ,jika dipikirkan enggak ada lampu disekitar-sekitar, dan sedikit ada perumahan.
            Setelah menunggu beberapa jam di Bus, akhirnya gw tertidur juga.
Minggu, 24-10-2010

            Hari ini , bus-bus pada sampai di sekolah dengan aman, dan sepertinya enggak ngaret jadwalnya. Saat di sekolah ada beberapa siswa yang langsung pulang dan tidur di rumah, ada juga yang beberapa anak yang masih main dulu disekolah, ada juga yang kecapean tapi belom dijemput . Jadi , itu adalah acara Invita 2010 Angkatan 18#, Terima Kasih sudah memebaca.