Friday 7 September 2012

PERKAHWINAN ITU PERNIAGAAN ?


Zaman sentiasa berubah...setiap zaman ada saja kemajuan yang dikecapi...seperti juga kemajuan dalam penggunaan telefon bimbit dan lain-lain lagi...Seiring dengan kemajuan yang dikecapi ini,maka ramailah di antara mereka yang mampu jalan seiring dengan kemajuan yang ada dan meletakkan harga pada setiap perkara dan benda termasuk harga pada anaknya sendiri...

Tuesday 4 September 2012

HONDA VTEC B SERIES ENGINE GUIDE & SPECIFICATION B16A,B16B,B18C

Tuning a vtec engine equipped car can be very interesting. A vtec engine is famous for producing high power without the use of any forced induction. A Vtec engine is simply a high revving monsterous machine.Eventhough im a ‘turbo’guy, i do have an interest on Vtec engine, especially the B16b engine which produce 185bhp with only 1.6 liter of displacement without the aid of a turbo or superchargers.Yes, its pure engine power.
Another thing that i like about Vtec engine is the ability to mix and match the engines. As long as the engine falls under B series, it is basically inter mixable.My favourite combo for this matter would be a B20B Block from The Honda Crvcombined  with a B16A or even a B16B head.Swap in some performance cam and few tuning here and there, you’ll be smilling all day long on this monsterous machine.

Integra DC2 Type R
A 200bhp  TYPE-R EQUIPPED INTEGRA  TYPE R


EK9 Type R
A 185bhp B16B TYPE-R EQUIPPED CIVIC EK9 TYPE R
Civic Eg6
 A 170bhp B16A EQUIPPED CIVIC EG6 SIR
A favourite Honda car of mine is the Eg6, Ek9 Type R and the Dc2 Type R. With a race tuned engine, these machines are exceptionally fast in the touge and circuits.And if you notice, all the car that i mention is in the 90′s where they only bother on producing maximum power without even thinking of fuel consumption and emmission.It is  the glorious day of car modification.
Eventhough all this vtec engine had been around for more tha 20 years, it is still one of the favourite engines to be worked on. Especially the B16 and the B18 series. So i would like to share as much info as possible on the Vtec B Series engine.

B16A Series
B16A Vtec Besar

 A B16A ENGINE(VTEC BESAR)

B16A
Note: All  B16A engines are stamped ‘B16A’ (with no number after the “A” to identify version).
VTEC
Found in:
1988-1991 JDM Honda Integra RSi/XSi (DA6/DA8)
1988-1991 JDM Honda CRX SiR (EF8)
1988-1991 JDM Honda  (EF9) 
Displacement: 1,595 cc (97.3 cu in) 1.6 liter
Compression: 10.2:1
Rod/stroke ratio: 1.74
Power: 158 hp (118 kW) @ 7600 rpm & 111 ft·lbf (150 N·m) @ 7000 rpm
Transmission: S1/J1/Y1
Redline: 8200 rpm
1992-1996 JDM Honda CR-X del Sol SiR (EG2)
1992-2000 JDM Honda Civic SiRII (EG6/EG9/
Displacement: 1,595 cc (97.3 cu in)
Compression: 10.4:1
Power: 170 hp (130 kW) @ 7800 rpm & 116 ft·lbf (157 N·m) @ 7300 rpm
Valve Lift: IN 10.7 mm (0.42 in), EX 9.4 mm (0.37 in)
Inlet Valve Diamter: 33 by 2 millimetres (1.3 in × 0.079 in)
Transmission: S4C/Y21 (Some with LSD)
Redline: 8200 rpm

B16A1

VTEC
Found in:
1990-1991 EDM Honda CRX 1.6i-VT (EE8)
1990-1991 EDM Honda Civic 1.6i-VT (EE9) 
Displacement: 1,595 cc (97.3 cu in) 1.6 liter
×Stroke: 81.0×77.4 mm (3.19×3.05 in)
Compression: 10.2:1
Power: 150 hp (110 kW) @ 7600 rpm
Torque: 111 ft·lbf (150 N·m) @ 7000 rpm
Redline: 8200 rpm
Transmission: y2

B16A2

VTEC
Found in:
1992-2000 Honda Civic EDM VTi (EG6/EG9 & EK4)
1992-1997 Honda Civic del Sol EDM VTi (EG)
1999-2000 Honda Civic USDM Si (EM1)
1999-2000 Honda Civic CAN SIR EJ
Displacement: 1,595 cc (97.3 cu in)
Bore×Stroke: 81.0×77.4 mm (3.19×3.05 in)
Compression: 10.2:1
Power: 160 hp (118 kW) @ 7600 rpm & 111 ft·lbf (151 N·m) @ 7000 rpm
Transmission: Y21 or S4C

B16A VTEC KECIKS2

 A B16A ENGINE(VTEC KECIK)

B16A3
VTEC
Found in:
1994-1995 Del Sol VTEC 
Displacement 1,595 cc (97.3 cu in)
Power (bhp@rpm): 160 hp (120 kW) @ 7,600 rpm & 118 ft·lbf (160 N·m) @ 7,500 rpm
Transmission: Y21

B16A4

VTEC
Found in:
1996-2000 Honda Civic SiRII (Asian version) (EK4)
Displacement: 1,595 cc (97.3 cu in)
Compression: 10.4:1
Power: 170 hp (127 kW) @ 7800 rpm & 116 ft·lbf (157 N·m) @ 7300 rpm
Redline: 8200 rpm
Transmission: Y21

B16A6

VTEC
Found in:
1996-2000 Honda Civic – Middle East & South Africa VTEC (EK)
Displacement: 1,595 cc (97.3 cu in)
Compression: 10.2:1
Power: 158 hp (118 kW) @ 7600 rpm & 111 ft·lbf (151 N·m) @ 7000 rpm
Transmission: S4C

B16B (Type R)
B16B Type R

 A 185BHP B16B TYPE-R
VTEC
Found in:
1997-2000 JDM Civic Type R[EK9] 
Displacement: 1,595 cc (97.3 cu in)
Compression: 10.8:1
Bore: 81 mm (3.2 in)
Stroke: 77.4 mm
Rod/Stroke ratio: 1.84:1
Rod Length: 142.42 mm (5.607 in)
Power: 185 hp (134 kW) @ 8200 rpm & 110 ft·lbf (155 Nm) @ 7500 rpm
Redline: 8500 rpm
Transmission: S4C With LSD
Vtec engagement @ 5,800 rpm
Note: This engine uses the same block as the Integra Type R, which is taller than the B16a block, but with a crank the same stroke as the b16a. It uses longer rods to accommodate for this, which is why the Rod/Stroke ratio is higher than a standard B16. It is basically a ‘Destroked B18C Type R engine’

B18 Series

B18C (Type R)
B18c Type R

 A 200bhp B18C TYPE-R
VTEC
Found in:
JDM Honda Integra Type R 
Power: 200 hp (150 kW) @ 8000 rpm
Rev-limit: 8,900 rpm
VTEC engagement@5,800 rpm
137 ft·lbf (186 N·m) @ 6200 rpm
Transmission Type: 5-speed standard with LSD
Displacement: 1,797 cc (109.7 cu in)
Compression:y 11.1:1
Bore: 81 mm (3.189 in)
Stroke: 87.2 mm (3.433 in)
Rod Length: 137.9 mm (5.429 in)
Rod/Stroke Ratio: 1.58
Transmission: J4D (96specR w/ LSD)N3E (98specR w/LSD)

B18C1

VTEC
Found in:
1994-2001 Acura Integra GS-R (DC2)
Redline: 8000 rpm (limiter @ 8200 rpm)
Power: 170 hp (127 kW) @ 7600 rpm & 128 ft·lbf (173 N·m) @ 6200 rpm
Transmission: s80

B18C2

VTEC
Found in:
1994-1999 Honda Integra VTi-R
AUDM Spec 1993-1999 Honda Integra VTi-R
Displacement: 1,797 cc (109.7 cu in)
Compression: 10.6:1
Power: 168 hp (125 kW) @ 7600 rpm
Torque: 128 ft·lbf (175 N·m) @ 6200 rpm
Redline: 8200 rpm
Fuel Cut: 8300 rpm
Transmission: Y80 (No LSD) 5-Speed Manual Transaxle
0-100 km/h : <7.3 seconds

B18C3

VTEC
Found in:
1995-1998 Acura Integra Type R
Power: 193 PS/189 hp (141 kW) @ 8200 rpm & 127 ft·lbf/172 N·m @ 7500 rpm

B18C4

VTEC
Found in:
1996-2000 UK Civic 1.8i VTi 5-door Hatch (MB6)
1996-2000 UK Civic Aerodeck 1.8i VTi 5-door Wagon (MC2)
1998-1999 EU Civic Aerodeck 1.8i VTi 5-door Wagon (MC2)
1998-1999 EU Civic 1.8i VTi 5-door Hatch (MB6)
Displacement: 1,797 cc (109.7 cu in)
VTEC engagement@4,400 rpm
IAB open@5,750 rpm
Compression: 10.0:1
Power: 169 hp (124 kW) @ 7600 rpm & 117 ft·lbf (158 N·m) @ 6200 rpm
Limit: 8,100 rpm
Transmission: S9B w/Torsen LSD.
0/100 km/h : 8.3 seconds (8.8 Aerodeck)

B18C5

VTEC
Found in: USDM DC2 Acura Integra Type-R (Integra Type-R) 
1997-2001 Integra Type-R (**Note: This model was not produced for the 1999 production year)
Displacement: 1,797 cc (109.7 cu in)
Compression: 10.6:1
Bore: 81 mm (3.189 in)
Stroke: 87.2 mm (3.433 in)
Rod Length: 137.9 mm (5.429 in)
Rod/Stroke Ratio: 1.58
Power: 195 hp (145 kW) @ 8200 rpm & 130 ft·lbf (180 N·m) @ 7500 rpm
Transmission: S80 w/LSD
Vtec engagement @ 6,000 rpm

B18C6

VTEC
Found in:
1998-2001 Honda Integra UK and Euro Spec Type R
Type: 1.8 litre 16v DOHC 4 cylinder in-line
Displacement: 1,797 cc (109.7 cu in)
Compression: 11.1:1
Air intake diameter: 62 mm (2.4 in)
Bore: 81 mm (3.189 in)
Stroke: 87.2 mm (3.433 in)
Rod Length: 137.9 mm (5.429 in)
Rod/Stroke Ratio: 1.58
Power: 190 PS/140 kW @ 7900 rpm & 131 ft·lbf/178 N·m @ 7300 rpm
Redline: 8400 rpm
Rev limiter: 8700 rpm
Vtec engagement: 5700 rpm
Transmission: S80 w/LSD

B18C7

VTEC
Found in:
1996- Honda Integra Type R (Australia)
Power: 193 PS/189 hp (141 kW) @ 8200 rpm & 127 ft·lbf/172 N·m @ 7500 rpm

B20 Series

B20B
1996-1998 specs
NON-VTEC
Found in: USDM and JDM Honda CR-V, Honda Orthia
Displacement: 1,973 cc (120.4 cu in)
Power: 126 hp (94 kW)) @ 5400 rpm
Torque: 131 ft·lbf (178 N·m) @ 4300 rpm
Rod length: 137 mm (5.4 in)
Compression: 8.8:1
Bore: 84 mm (3.3 in)
Stroke: 89 mm (3.5 in)
Redline: 6300 rpm

B20B / B20Z

1999 – 2001 specs
NON-VTEC
Found in: USDM CRV as a B20Z, JDM Honda CR-V and Honda Orthia as a B20B
Displacement: 1,973 cc (120.4 cu in)
Power: 146 hp (109 kW)) @ 5400 rpm
Torque: 133 ft·lbf (180 N·m) @ 4300 rpm
Rod length: 137 mm (5.394 in)
Compression: 9.6:1
Bore: 84 mm (3.3 in)
Stroke: 89 mm (3.5 in)
Redline: 6300 rpm

Sunday 2 September 2012

VTec (Honda's Greatest Invention)

Temple of VTEC Asia Special Feature



VTEC

VTEC is one of Honda's greatest invention. Though an undisputed expert in turbocharging as evidenced by years of Formula-1 domination while Honda was active in the sport, Honda's engineers feels that turbocharging has disadvantages, primarily bad fuel economy, that made it not totally suitable for street use. At the same time, the advantages of working with smaller engines meant that smaller capacity engines with as high power output as possible (ie very high specific-output engines) are desirable for street engines.
Thus Honda invented VTEC which allows it to extract turbo level specific output from its engines without having to suffer from the disadvantages of turbocharging (though VTEC introduces disadvantages of its own).
The Temple of VTEC is specifically created by Jeff Palmer as a dedication to this great technology and the Temple of VTEC Asia is dedicated to the home of VTEC -and of Honda, Japan and the region of Asia.
In this permanent feature, we will examine the basic mechanism that make up the VTEC technology as well as the various implementations of VTEC.

The Basic VTEC Mechanism

The basic mechanism used by the VTEC technology is a simple hydraulically actuated pin. This pin is hydraulically pushed horizontally to link up adjacent rocker arms. A spring mechanism is used to return the pin back to its original position.
The VTEC mechanism is covered in great detail elsewhere so it is redundant to go through the entire mechanism here. Instead we will look at the basic operating principles which can be used in later sectionse to explain the various implementations VTEC by Honda.
To start on the basic principle, examine the simple diagram below. It comprises a camshaft with two cam-lobes side-by-side. These lobes drives two side-by-side valve rocker arms.
The two cam/rocker pairs operates independently of each other. One of the two cam-lobes are intentionally drawn to be different. The one on the left has a "wilder" profile, it will open its valve earlier, open it more, and close it later, compared to the one on the right. Under normal operation, each pair of cam-lobe/rocker-arm assembly will work independently of each other.

VTEC uses the pin actuation mechanism to link the mild-cam rocker arm to the wild-cam rocker arm. This effectively makes the two rocker arms operate as one. This "composite" rocker arm(s) now clearly follows the wild-cam profile of the left rocker arm. This in essence is the basic working principle of all of Honda's VTEC engines.
Currently, Honda have implemented VTEC in four different configurations. For the rest of this feature, we will examine these four different implementations of VTEC.

DOHC VTEC

The pinacle of VTEC implementation is the DOHC VTEC engine. The first engine to benefit from VTEC is the legendary B16A, a 1595cc inline-4 16Valve DOHC engine with VTEC producing 160ps and first appearing in 1989 in the JDM Honda Integra XSi and RSi.

Examine the diagram of a typical Honda DOHC PGM-Fi non-VTEC engine on the left, in this case the 1590cc ZC DOHC engine. Note that each pair of cam-lobe and their corresponding rocker arms though adjacent, are spaced apart from each other.

In the DOHC VTEC implementation, Honda put an extra cam/rocker in between each pair of intake and exhaust lobes/rockers. The three cam/rocker assemblies are now next to each other. The new middle lobe is the "wild" race-tuned cam-lobe. Using VTEC to link up all three rocker arms together, Honda is able to use either the mild or the wild cam-lobes at will.


Note : Though the ZC and B16A are well-suited to illustrate the difference between plain-DOHC and DOHC-VTEC, the B16A engine is not derived from ZC. In fact, ZC and B16A have different bore and stroke. The same applies for the B18A and B18C engines used in the JDM Integra series.
DOHC VTEC implementations can produce extremely high specific outputs. The B16A for standard street use first produced 160ps and now 170ps. In the super-tuned B16B implementation used for the new JDM EK-series Honda Civic Type-R, 185ps was produced from the same 1595cc.
DOHC VTEC can also easily offer competitive power outputs to turbocharged engines for normalstreet use. For eg, the E-DC2 Integra Si-VTEC produces 180ps from the 1797cc DOHC VTEC B18C engine. This compares favourably to the 1.8l version of the RPS-13 Nissan 180SX which uses a 1.8l DOHC Turbo-Intercooled engine which produced 175ps.

SOHC VTEC

An alternative implementation of VTEC for high (versus very high) specific output is used in Honda's SOHC engines. SOHC VTEC engines have often been mistakenly taken as a 'poor' second-rate derivative of DOHC VTEC but this is not the true case. An SOHC engine head has advantages of a DOHC head mostly in terms of size (it is narrower) and weight. For more sedate requirements, an SOHC engine is preferable to the DOHC engine. SOHC VTEC is a power implementation of VTEC for SOHC engines with the express intention of extracting high specific output.
Examine the diagram of a standard SOHC cam assembly on the right. Note that the pair of intake rocker arms are separated but adjacent to each other.
In the SOHC VTEC implementation (diagram on the right), Honda put a wild-cam lobe for the intake valves in the space between the two rocker arms.
Note that the two exhaust rocker arms are separated by the two intake rocker arms and the "tunnel" for the sparkplug cable connector. This is the reason why Honda implemented VTEC on the intake valves only.

SOHC VTEC engines are high specific output forms of the standard SOHC engines. The D15B engine used in the Civic/Civic Ferio VTi models (EG-series 1991 to 1995) gives 130ps from a 1493cc capacity. Bear in mind this kind of power levels are normally associated with 1.6l DOHC or even milder-tuned 1.8l DOHC fuel-injected engines !

VTEC-E

A novel implementation of VTEC in SOHC engines is the VTEC-E implementation (E for Economy). VTEC-E uses the principle of swirling to promote more efficient air-and-fuel mixing in the engine chambers. VTEC-E works by deactivating one intake valve. Examine the diagram below.
In the SOHC VTEC-E implementation, only one intake cam-lobe is implemented on the camshaft. Actually it is really a flat "ring". In operation this means the relevant rocker arm will not be activated causing the engine to effectively work in 12-valve mode. This promotes a swirl action during the intake cycle. VTEC is used to activate the inactive valve, making the engine work in 16-valve mode in more demanding and higher rpm conditions. Honda was able to implement air-fuel mixture ratios of more than 20:1 in VTEC-E during the 12-valve operating mode. The SOHC VTEC-E engined EG-series Civic ETi is able to return fuel consumptions of as good as 20km/litre or better!!

SOHC VTEC implemented for power is often mistaken as SOHC VTEC-E which is implemented for economy. It is worthwhile to note that the 1.5l SOHC VTEC-E used in the JDM Honda Civic ETi produces 92ps. This is in fact less than that produced by the standard 1.5l SOHC engine's 100ps which uses dual Keihin side-draft carburettors. SOHC VTEC in the D15B produces 130ps. This is 30% more than the standard SOHC implementation !

3-stage VTEC

Examine the SOHC VTEC and SOHC VTEC-E implementations. The clever Honda engineers saw that it is a logical step to merge the two implementations into one. This is in essence the 3-stage VTEC implementation. 3-stage VTEC is implemented on the D15B 1.5l SOHC engine in which the VTEC-E mechanism is combined with the power VTEC mechanism.
Many of us probably has laughed at the poor ignorant layman who said "I want power AND economy from my Honda". We know of course that power and economy are mutually exclusive implementations. Honda decided not to abide by this rule. Now, with 3-stage VTEC, we get BOTHpower and economy !.
The diagram below illustrates the 3-stage VTEC implementation. The intake rocker arms have two VTEC pin actuation mechanisms. The VTEC-E actuation assembly is located above the camshaft while the VTEC (power) actuation assembly is the standard wild-cam lobe and rocker assembly.

Below 2500rpm and with gentle accelerator pressure, neither pin gets actuated. The engine operates in 12V mode with very good fuel combustion efficiency. When the right foot gets more urgent and/or above 2500rpm, the upper pin gets actuated. This is the VTEC-E mechanism at work and the engine effectively enters into the '2nd stage'. Now D15B 3-stage works in 16V mode (both intake valves works from the same mild cam-lobe).
Stage 2 operates from around 2500rpm to 6000rpm. When the rpm exceeds 6000rpm, the VTEC mechanism activates the wild cam-lobe pushing the engine into the '3rd stage', the power stage. Now the engine gives us the full benefit of its 130ps potential !
The 3-stage VTEC D15B engine is used on the current EK-series JDM Civic/Civic Ferio VTi/Vi together with Honda's new Multimatic CVT transmission. Stage-1 12V or "lean-burn" operation mode is indicated to the driver by an LED on the dashboard. The 2500rpm cutover from lean-burn to normal 16V operation in fact varies according to load and driver requirements. With gentle driving, lean-burn can operate up to 3000rpm or higher. Stage-3 may not always be activated. The Multimatic transmission has a selector for Economy, Drive, and Sports mode. In Economy mode for eg, the ECU operates with a max rpm of around 4800rpm even at Wide-Open-Throttle positions.
The essence of 3-stage VTEC is power AND economy implemented on a 1.5l SOHC PGM-Fi engine. Many people mistakes 3-stage VTEC as a "superior" evolution of the power oriented DOHC VTEC implementation, describing DOHC VTEC as "the older 2-stage VTEC" and implying an inferior relationship. This is totally wrong because DOHC VTEC is tuned purely for high specific output and sports/racing requirements. 3-stage VTEC is in truth an evolution of SOHC VTEC and VTEC-E, merging the two implementations into one.

Implementations of VTEC in Honda models

DOHC VTEC is the implementation producing the highest-powered engines and used in the highest performing models in the Honda line-up. The smallest DOHC VTEC engine is the legendary B16A. A 1595cc 160-170ps engine that first appeared in the 1989 Honda Integra XSi and RSi, it now powers the famous Civic SiR models. The B16B is a special hand-tuned super high output derivative of the B16A giving 185ps and used in the Civic Type-R.
The B18C is a 180ps 1797cc engine that appears in the high performance Integra line-up. The B18CSpec96 is a special hand-tuned super high output version of the B18C giving 200ps and used in the legendary Integra Type-R.
DOHC VTEC implementations now appear in most of Honda's great line-up. The Accord SiR used to have a detuned 190s H22A 2.2l DOHC VTEC which was also used on the same period Prelude Si-VTEC in which it gave 200ps. The current Accord line now has a 2.0l DOHC VTEC engine that gives 180ps and 200ps in the Accord SiR and SiR-T models respectively while the current Prelude SiR still uses the H22A 2.2l DOHC VTEC engine giving 200ps. A special hand-tuned version of H22A is used in the Prelude Type-S and gives 220ps.
The highest level of DOHC VTEC implementation is of course in the NSX. Implemented V6 DOHC VTEC, originally in 3.0l and now in a larger 3.2l form, it tops the 280ps "legal" limit imposed by the Japanese government for stock street cars.
SOHC VTEC appears in more guises in the Honda line-up. The smallest SOHC VTEC engine is the D15B, used on Civic and Civic Ferio VTi/Vi models in Japan. The D16A 1590cc SOHC VTEC (power) engine giving 130ps is also used on the Civic Coupe and the Civic Ferio EXi (a 4WD model). SOHC VTEC also appears on the Accord models but not the Integra or Prelude line-up. In fact in markets which Honda considers not sufficiently advanced to warrant the DOHC VTEC engines (Malaysia being one of them), Honda markets SOHC VTEC as the top engine for their line-up.

Conclusion

In this permanent feature, we have examined the basic principle on which VTEC works as well as the various implementations of VTEC. In a follow-up feature, we will look at alternative variable valve timing mechanisms which are implemented by other manufacturers. 

B16B DOHC VTEC ENGINE 

                                                B16B DOHC VTEC ENGINE
JDM K20A DOHC VTEC ENGINE 
                 JDM K20A DOHC VTEC ENGINE 

 
               Honda B16 VTEC Head Ported/Polished 

Copyright : Temple of VTEC and Temple of VTEC ASIA

Deliciously Healthy


Deliciously healthy 
Health
    
DINNER guests does not mean you can´t eat healthy. Just cook it yourself with healthy fresh produce, writes SUZANNA PILLAY.

1 of 5
  • Pasta is low in fat and GI
Having unexpected guests for dinner can derail your healthy eating regime if you opt for fast food or head for the neighbourhood restaurants.

An alternative is to whip up something quick but delicious, yourself. You only need to stock your kitchen with some healthy fresh produce that can be easily turned into decent meals.

If you think this means boring, tasteless food, think again. Most supermarkets now stock a range of interesting ingredients from around the world that you can experiment with.

From flavoured pastas, oils and vinegars to meat, poultry and seafood flown in from around the globe, the choice is vast. Even exotic vegetables such as artichokes and anchos (Mexican chilli) are being offered in local supermarkets as we get more adventurous gastronomically.

With some help from the staff of O´ Gourmet Food Hall in Bangsar Shopping Centre, we pick out some interesting ingredients that are easy to use at home.

Pasta

On its own, pasta is low in fat with a low glycemic index (does not cause sugar in blood to rise quickly). It is what you serve with the pasta that drives up the calorie and fat count.

Avoid using creamy, cheesy sauces and fatty meat products such as chorizo. Instead, use pesto or a low fat tomato sauce with mushroom, seafood, tuna, chicken or green pepper for the protein and vegetable selections.

For flavoured pasta you can use a simple aioli of crushed garlic, egg yolk, lemon juice and olive oil. You can adjust the recipe for a traditional aioli and reduce or omit the egg yolk, if preferred.

Asparagus

A versatile vegetable that is high in folate, potassium and antioxidants and low in calories. It works well in both Asian and western preparations, as a vegetarian main course or as an accompaniment to a protein entree.

It is equally delicious stir fried, steamed or served cold in salads. The green variety is more common but you can also come across the white and purple varieties.

Artichoke

Cholesterol and fat free and low in calories (only 25 calories per artichoke). A good source of vitamin C and magnesium, it is suitable for a vegetarian entree. Artichokes can be prepared in a variety of ways including steaming and stuffed.


Mushroom

Boiled, grilled, stewed, stir fried, sauteed, baked or poached, mushrooms still taste good. They are low in calories and fat, so you can use them generously in egg dishes, pasta, stew, sandwiches, salad and stir fry. If you can´t get your hands on fresh mushrooms, the dried variety works just as well. Dried mushrooms like chanterelles and trumpets work well in soups and casseroles.

Beef

Most people shy away from beef and opt for fish or chicken when it comes to serving a healthy protein main course. But certain cuts of beef like filet mignon are low in fat and contain about 51 calories per ounce (28g) of filet mignon (lean only). Taken from the tenderloin, it is the the most expensive and tender cut of beef because it doesn´t contain much connective tissue.

Veal

Veal is another excellent choice for a low-fat meat entree. Pan fry or grill and serve with some oven-roasted vegetables.

Nuts

Look out for shelled, assorted raw nuts. Supermarkets usually carry a variety of nuts which you can roast and add to salads for added crunch or use to make a pesto for pasta. Traditional pesto is a basil-olive oil-pine nut-parmesan cheese mix. Try a mixture of pecan-parmesan-coriander-carrot mix, or a sunflower seed-sundried tomato-parmesan-chive mix. Before serving, check that your guests don´t suffer from nut allergy.

Hazelnut and walnut oil

Besides olive oil, flavoured oils such as hazelnut and walnut make good dressings for cold salads. Just mix with your favourite flavoured vinegar to create a special dressing and drizzle over salads.


Vinegar

Flavoured vinegar is an excellent low calorie salad dressing option. It can also be used to create flavoursome marinades and sauces for roasts and casseroles. Aside from the usual sherry, red and white wine vinegar, fruit vinegar such as apple cider, balsamic and black mulberry are good flavours to try.

Honey

Honey contains antioxidants and energy boosters. It is great as a sweetener and flavouring agent that can be used in desserts and beverages. It combines well with other sauces and herbs and is suitable for salad dressing and marinades for meat, fish or poultry.
Source : New Straits Times