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2014-49/1870/en_head.json.gz/4366 | Toyota settlement may signal future legal strategy by
10:47 PM, Friday, January 18 2013 | 379 views | 0 | 2 | | Toyota Motor Corp. officials say the company has settled what was to be the first in a group of hundreds of pending wrongful death and injury lawsuits involving sudden, unintended acceleration by Toyota vehicles. (ASSOCIATED PRESS / Seth Wenig, File)
LOS ANGELES (AP) — As Toyota Motor Corp. chips away at settling lawsuits claiming its vehicles suddenly accelerate, the question remains whether attorneys who sued could prove to a jury there was a design flaw.The company maintains stuck accelerator pedals, faulty floor mats and driver error are the reasons for vehicles unexpectedly surging, while plaintiffs’ attorneys contend Toyota’s electronic throttle control system is to blame.Recent settlements totaling more than $1 billion by Toyota to resolve numerous lawsuits involving economic loss and a few involving wrongful death claims may signal that the automaker doesn’t want to risk coming out on the losing end of a potentially costly court decision.“A bad loss in a jury trial would inflict lasting damage to Toyota in loss of public confidence,” said Los Angeles-based attorney Christine Spagnoli, who has won several multimillion-dollar verdicts against automakers over safety defects. “I believe Toyota will continue to look for better opportunities to get a win.” The company said Thursday it settled a lawsuit with the family of two people killed in a Utah crash that was set to go to trial next month and serve as a test case for hundreds of others that are pending.Terms of the agreement weren’t released, but it comes just weeks after Toyota agreed to pay more than $1 billion to settle lawsuits where vehicle owners said the value of their cars and SUVs plummeted after the company recalled millions of vehicles because of sudden-acceleration issues.In the Utah case, Paul Van Alfen and his son’s fiancee, Charlene Jones Lloyd, were killed when their Camry slammed into a wall near Wendover, Utah. in 2010. The Utah Highway Patrol concluded based on statements from witnesses and the crash survivors that the gas pedal was stuck.It was the first so-called “bellwether” case, before a federal judge in Orange County, Calif., chosen to help predict the potential outcome of other lawsuits making similar allegations.Wayne Mason, a product liability attorney in Dallas, doesn’t believe Thursday’s settlement portends poorly for either side going forward.“This is like taking an aspirin when you have a migraine,” Mason said. “Each of these cases has to be weighed on their own merit. I will be surprised if some don’t get tried.”Toyota continues to be dogged by sudden-acceleration issues that arose four years ago. Last month the U.S. government hit the company with a record $17.4 million fine for failing again to quickly report problems to federal regulators and for delaying a safety recall. More than 150,000 2010 Lexus Rx 350s and RX 450h models were recalled because the driver’s-side floor mats can trap the gas pedal and cause the vehicles to speed up without warning. Toyota has recalled more than 14 million vehicles globally to fix sticky gas pedals and floor mats. The company also paid a total of $48.8 million in fines for three violations in 2010. While the recalls have soiled the company’s sterling reputation for reliability, Toyota has regained its position as the world’s largest automaker and saw sales increase 27 percent last year.The automaker also has received some vindication Both the National Highway Traffic Safety Administration and NASA were unable to find any defects in Toyota’s source code that could cause acceleration problems. In 2011, a federal judge found that Toyota wasn’t liable for a 2005 crash involving a Scion that the driver blamed on the electronic throttle or a floor mat. A second bellwether trial is slated for later this year, but it’s unclear if a resolution will be made before then. Plaintiffs’ attorneys have reviewed thousands of internal Toyota documents, reviewed data and deposed employees, but most of that material has been kept under seal in court records.In a statement announcing the Van Alfen settlement, Toyota said there will be a number of other chances to defend itself in a court of law, although the company may “decide from time to time” to settle select cases. “It would seem that Toyota did not want a public airing of the evidence that has been gathered in the lawsuits, so that it can continue to say that there is not a problem,” Spagnoli said. “If Toyota felt it could have successfully defended its products in these cases, it would have welcomed a public trial.”
State court signals ruling on marriage
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GOP shifts focus to governing after sweep | 汽车 |
2014-49/1870/en_head.json.gz/4464 | SOURCING SERVICE
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DUNCAN HAMILTON
TOUCH WOOD!
ARCHIE HAMILTON RACING
ROFGO GULF COLLECTION
Mirage GR8 Chassis 802
With a run of success at Le Mans in the 1970s, powered by both Ford Cosworth and Renault engines, specialist manufacturer Mirage deserves its place in sports car racing history.
Chassis 802 was one of the most successful examples of the Mirage dynasty. The original Mirage M1 was effectively a reworked Ford GT40, designed and run by John Wyer and John Willment. As Ford reduced its commitment to sports car racing, John Wyer Automotive grew out of the former Ford Advanced Vehicles operation in Slough and the team became synonymous with sports-racing cars in the striking orange and blue livery of the Gulf Oil Corporation. The early cars were successful with Ford engines, but the CSI (forerunner to the FIA) changed the technical regulations so often that it was hard for constructors to plan ahead. Gulf joined the project to sponsor the cars in 1967, but the company’s involvement really stepped up a gear in 1974 when the cars became known as Gulf Mirages. For the 1975 season, and a race programme centred on the Le Mans 24-Hours, the GR8 was constructed as an open-top sports-racer powered by the ubiquitous Ford Cosworth DFV engine. Jacky Ickx and Derek Bell claimed victory, while chassis 802 took third place in the hands of Vern Schuppan and Jean-Pierre Jaussaud. However, Gulf withdrew its support after the 24-hour race and the cars didn’t compete again that year. After Gulf’s departure, American entrepreneur and former racer Harley Cluxton III bought the team and its assets and continued to run the cars at Le Mans and occasional other events. Jean-Louis Lafosse and Francois Migault took chassis 802 to second at Le Mans in 1976 and then Schuppan drove the car, under the Grand Touring Cars (USA) banner, to fifth place in the Mosport 200, the Canadian round of the World Sportscar Championship. Cluxton was only really interested in the Le Mans race, and the lack of extra race mileage in other events held back the development of the car. However, second place in 1977 was a great effort for Schuppan and Jean-Pierre Jarier. Chassis 802 was now powered by a 2-litre V6 Renault turbo engine and ran in the colours of Gitanes and Renault. By 1978, the car had developed new bodywork and was badged as a Mirage M9. The Grand Touring Cars (USA)-entered chassis 802 finished 10th at Le Mans driven by Schuppan, Jacques Laffite and Sam Posey. A year later, now designated as a Mirage M10, the car’s fifth attempt at Le Mans featured a return to Cosworth DFV power. It qualified well in fifth place, but was not classified as a finisher in the hands of Schuppan, Jaussaud and David Hobbs.
That was the end of the Mirage story at Le Mans, but it was a story in which chassis 802 played a major part, with three podium finishes in five starts. Importantly, Mirage remains one of only two specialist race car constructors to win at Le Mans, a race dominated by motor manufacturers for 90 years.
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Lancia Flaminia Sport Zagato 2.5 | 汽车 |
2014-49/1870/en_head.json.gz/4500 | Autos / smart / fortwo
car2go Brings Car Sharing to Seattle
Seattle members can use car2go by the minute, and pay only for the time they use the vehicle
by John Clark | 10 December 2012
| car2go North America, will start its carsharing service in Seattle, WA on Dec. 19. It will start by offering a 330 car2go edition smart fortwo vehicles that will be available for shared use 24 hours a day, seven days a week.
“car2go will soon be one of many ways that people can get around our city,” said Seattle Mayor Mike McGinn. “We welcome this new, innovative transportation choice for Seattle residents and visitors.”
car2go member registration opened online Dec. 6 at Seattle.car2go.com and, for a limited time, car2go is offering all new member,s who use the promotion code SOUND, 30 free minutes of driving time. Also, the one-time $35 membership fee is currently being waived.
“I welcome car2go to Seattle. As chair of the Transportation Committee, one of my goals has been to provide Seattle residents with more transportation choices that make it easier and cheaper to get around the city. Carshare systems, like car2go, are a convenient, affordable option for people who want to reduce or eliminate the costs of car ownership.” says City Councilmember Tom Rasmussen.
“The City of Seattle will now have access to the most technologically advanced carsharing program in the market,” said Nicholas Cole, president and CEO of car2go North America. “The car2go edition smart fortwo is specifically designed with technologies that allow an entire community to use and share cars collaboratively. Members gain access to a car2go with a swipe of a card, drive the car for as long as they’d like, simply end their rental anywhere within the car2go Home Area, and instantly the car becomes available for the next person to use.”
Cole went on to say, “car2go is a great complement to existing public transportation, it has been a proven success in 17 cities around the world, and we look forward to bringing this new form of transportation to the City of Seattle.”
A Different Way to Carshare
car2go provides unmatched flexibility and convenience with a free-floating network of cars that are available on-demand for point-to-point trips. Members have unlimited access to car2go 24 hours a day, seven days a week; they can use car2go with or without a reservation, for as long as they would like, without having to commit to a mandatory return time or location.
Members will be able to locate a car via a smartphone app, via the car2go vehicle finder on the car2go website, by calling the customer call center, or simply by finding an available car on the street, anywhere within the 42-square-mile car2go Home Area, where members can pick up or drop off a car: https://seattle.car2go.com/pdf/Seattle-home-area.pdf.
When the member is finished using the vehicle, he or she can park at any city non-restricted metered or un-metered spaces with time limits of two hours or greater, or on-street in any residential neighborhood within the car2go Home Area. Parking, fuel, insurance and maintenance are included at no additional cost.
Members can use car2go by the minute, and they pay only for the time they use the vehicle, with discounted rates for hourly and daily use.
READ MORE: Autos, smart, fortwo
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seattle washington smart car | 汽车 |
2014-49/1870/en_head.json.gz/5129 | Preventative Car Maintenance is Easy With a Homemade Radiator Monitor
Know your car's cooling system is in good shape using MOTHER's homemade radiator monitor, including parts layout, circuit board, how it works, building the monitor, installation and bill of materials.
http://www.motherearthnews.com/diy/homemade-radiator-monitor-zmaz85sozgoe.aspx
By TJ Byers Diagram: MOTHER's homemade radiator monitor 2.
You can drive with confidence using MOTHER's homemade radiator monitor. (See the radiator monitor photos and diagrams in the image gallery.)
You don't have to be a mathematical wizard to figure out that it's a lot less expensive to keep and maintain an old car than it is to regularly trade up to a new one. The drive-it-off-the-lot depreciation of $1,000 to $2,000 is just the beginning of the financial headaches awaiting the new-car addict. Nonetheless, millions of people buy a new car every three to five years just for the security of having a reliable vehicle.
Well, the key to feeling secure in (and making peace with) an older car—whether you're an accomplished mechanic or a complete klutz—is preventive observation. No matter who does the wrenching, it's always cheaper to catch a problem before it becomes a disaster . . . and nine times out of ten, simple anticipation will save you from being stranded. For example, a water pump seldom fails precipitously and costs only $30 to $60 to replace, but replacing an engine destroyed by heat—the inevitable result of continuing to drive with a bad water pump—could easily set you back ten times that amount.
Unfortunately, few cars are equipped with the gauges you need to properly monitor the condition of your auto's power plant. And those little red indicators on the dash are, in most cases, of little help in prevention. The threshold for such "idiot lights" is so high that they often don't come on until after damage has been done.
For these reasons, no experienced auto recycler would consider driving an "experienced" car that wasn't equipped with a water-temperature gauge; this simple instrument warns of all sorts of maladies (including some that go beyond cooling system troubles) before it's too late. But even the water temperature gauge gives only an indirect warning of low fluid level in your radiator.
One of the best ways to monitor the condition of your car's cooling system is simply to check the coolant level frequently; antifreeze loss is the primary sign that something is going wrong. And with modern-day electronics, we can take the concept of frequent checks to the extreme: With the simple radiator monitor I'm about to show you how to build, you'll have an electronic watchdog keeping an eye on your coolant level every second that you drive . . . helping you to get more years out of an old car or to protect a new vehicle against a premature death. You'll know instantly, courtesy of a flashing light, whenever the level drops below normal.
How MOTHER's Homemade Radiator Monitor Works
The concept behind the coolant-level monitor is very simple: Water is a better conductor of electricity than air is. Two probes discern the difference in resistivity (the measure of a conductor's efficiency) between the two mediums. As long as the two probes are covered by the water/coolant mixture, the resistance is low and the transistor (Q1) conducts electricity. If the level drops, however, the resistance increases to the point where the transistor stops conducting.
When there's power coming from the transistor, the integrated circuit (ICI) keeps the warning lamp off . . . but when the transistor stops transmitting, the IC switches the lamp on and makes it flash.
Building the Radiator Monitor
The components listed on the bill of materials should be attached to a printed circuit board. (I recommend this technique to avoid wiring errors and to speed up the assembly process.) You can make your own board using a Radio Shack kit (which includes materials for two boards) or order a prefabricated board from Danocinths, the address for which is listed in the bill of materials. [EDITOR'S NOTE: An article on page 136 of MOTHER EARTH NEWS issue 84 explains in detail how to make printed circuit boards.]
Follow the parts layout (see Figure 1 in the image gallery) in placing the components on the board. Pay special attention to the transistors and integrated circuit: They can be physically oriented in more than one way, but only one way is electrically correct. When you're sure you've got them right, solder everything in place with a low-wattage iron and rosin-core solder.
Installation of the Homemade Radiator Monitor
Four wires need to be soldered to the right side of the circuit board (looking at it from the foil side). The "+" and "-" connections will probably be fairly short, since they'll be connected to your car's 12-volt electrical system somewhere under the dash and near the circuit board.
The two connectors marked "probe," however, need to be wired to metal rods placed in your radiator's coolant overflow (or recovery) tank and will have to be long enough to reach through the fire wall and to that tank. You can usually route these wires through the fire wall next to the steering column or a heater hose.
(Some cars aren't equipped with coolant overflow tanks, and you have to have one to use our monitor. It's a wise idea to install one of these tanks in any event, because it will allow your car's cooling system to purge and recapture coolant as the liquid expands during heating and contracts during cooling. What's more, it's a simple and inexpensive matter to install one.)
I've had good results using hot-dipped galvanized nails as probes. Pick a size that's long enough to reach two-thirds of the way down into the tank when the nails are inserted through holes drilled in the top on each side of the cap (as shown) . . . size 16d often works well. Wrap the probe wires (don't worry about polarity) around the heads of the nails and seal the heads of the probes to the tank with silicone caulk.
The "+" connector on the board must be attached to a 12-volt hot wire that's switched on and off by the key. There are a number of these under the dash . . . the radio power wire is an easy choice in American cars and many foreign ones. If your radio goes off when you turn off the engine, you're in luck. Another possibility is the hot wire from the switch to the ignition system, although you may need a color-code chart to identify this conductor. (Or, if you're feeling really fastidious, you can string a wire all the way to the fuse block.) The "-" wire should be connected to a screw that fastens to the car's chassis to form a ground.
Finally, install the circuit board under the dash, with the indicator lamp sticking out in a prominent location. (It's a good idea to wrap the circuit board in plastic or cloth so that none of the components will short against bare metal under the dash.)
As long as the coolant level is normal, you'll barely notice the monitor's warning lamp. Should the level drop, however, it will flash an insistent warning that says, "Stop now, or pay later!" | 汽车 |
2014-49/1870/en_head.json.gz/5365 | Toyota agrees to $1.2 billion penalty
Automaker admits to misleading its customers March 19, 2014 11:34 PM
By Alisa Priddle / Detroit Free Press
DETROIT -- Toyota Motor Corp. will pay $1.2 billion in what U.S. Attorney General Eric Holder said was the largest criminal penalty ever levied on an automaker in the United States to settle a criminal probe into sudden unintended acceleration that led to the recall of more than 10 million vehicles.
Toyota fully admits wrongdoing, agrees to pay the penalty and will submit to "rigorous" review by an independent monitor, Mr. Holder said Wednesday. Toyota also will be charged with wire fraud, with the prosecution deferred for three years as long as the company continues to cooperate with authorities.
"Put simply, Toyota's conduct was shameful," Mr. Holder said. "It showed a blatant disregard for systems and laws designed to look after the safety of consumers. By the company's own admission, it protected its brand ahead of its own consumers."
Toyota recalled more than 10 million vehicles, mostly in the United States, for problems including faulty brakes, sticky gas pedals and improper or misplaced floor mats that resulted in accidents and deaths.
The Japanese automaker has paid more than $66 million in fines for not reporting the acceleration problems when it first learned of them. Executives faced congressional hearings in 2010 into why it took so long to warn customers and recall the vehicles.
General Motors Co. faces a similar situation with congressional hearings expected next month on the timeliness of its reporting of and response to crashes and fatalities in small cars equipped with defective ignition switches. The automaker has said it will take a $300 million charge in the first quarter, largely to cover costs related to the recall.
"Other car companies should not repeat Toyota's mistake," Mr. Holder said. "A recall may damage a company's reputation, but deceiving your customers makes that damage far more lasting."
After the Toyota investigation, the auto industry as a whole became quicker to report recalls, however minor.
Christopher Reynolds, chief legal officer of Toyota Motor North America, said in a statement Wednesday, "At the time of these recalls, we took full responsibility for any concerns our actions may have caused customers, and we rededicated ourselves to earning their trust."
The National Highway Traffic Safety Administration investigated the software and electronics in Toyota's vehicles, but did not find any electrical malfunction that may have contributed to sudden acceleration. But Toyota was deluged by lawsuits. Late last year, it agreed to pay more than $1 billion to resolve hundreds of claims from owners who said their vehicles lost value as a result of the recalls.
Toyota's bottom line can withstand it. The automaker has said it could report record net income of about $18.7 billion when its fiscal year ends March 31. The automaker also has built up a large cash fund.
General Motors faces a similar class-action suit in the wake of 1.6 million recalled vehicles with ignition switch issues that so far have resulted in 12 deaths and 31 accidents.
Toyota also faced wrongful death and injury lawsuits that have been consolidated in California state and federal courts. In December, Toyota filed court documents saying it is in settlement talks on nearly 400 U.S. lawsuits, which included most but not all suits. And an Oklahoma jury awarded $3 million in damages to the injured driver of a 2005 Camry and to the family of a passenger who was killed.
GM similarly faces the prospect of personal injury lawsuits.
The recalls have led to change at both automakers. GM is still in the early stages, having appointed a new safety officer Tuesday and vowing to apply lessons learned from an internal investigation.
Toyota used this sudden acceleration crisis to change how it develops vehicles and makes decisions. "In the more than four years since these recalls, we have gone back to basics at Toyota to put our customers first. We have made fundamental changes across our global operations to become a more responsive company -- listening better to our customers' needs and proactively taking action to serve them," Mr. Reynolds said.
In addition to fixing the floor mats and pedals, Toyota has added four weeks' time and more checks and balances to the vehicle development process to ensure safe, quality vehicles and rebuild the public's trust. Rapid response teams were created to investigate customer concerns quickly, and field quality officers were added.
Toyota also restructured to provide more power and autonomy in its regional centers, instead of controlling everything from its headquarters in Japan. North America got its first America CEO, and the region got its own chief quality officer, reporting directly to President Akio Toyoda.
Toyota announced in 2011 that it was investing $50 million to launch a Collaborative Safety Research Center in Ann Arbor, Mich., to partner with more than 16 universities and institutions across North America on safety advances for the auto industry as a whole to share.
"Specifically, we have taken a number of steps that have enabled us to enhance quality control, respond more quickly to customer concerns, strengthen regional autonomy and speed decision-making," Mr. Reynolds said. | 汽车 |
2014-49/1870/en_head.json.gz/5537 | You can break wheel makers downheck, you can break life downinto different categories, but the two categories that we'll choose, for wheel purposes, are those who create, and those who imitate.
In the case of Hed you've got a company that spans the spectrum. Certainly Hed has been an innovator. The concept of deep-dish wheels was barely considered when Hed came out with its CX. It is still the only company to take rims to the depth of its Hed Deepa wheel which is still considered by some to be the best non-disc wheel made. (Is Hed really the only company to ever make a rim this deep? An exception to the above statement might be a now-defunct, so far as we know, company that used to put a permanent plastic cover on an already-built wheel sent to them by the customer. That does not qualify as a rim, though, so we're comfortable with our statement).
A further testament to Hed's innovative bent is its intellectual propertya patent with only two legal users, Hed and Zippwhich allows for a rim to be an oval shape. (The patent was originally Hed's.)
While Hed is certainly an innovator, Hed's 3-spoke wheel is more than just an imitation of the old Specialized wheel. It is the old Specialized wheel. Whenever wind tunnel tests on aero wheels were performed, Hed's wheels were predictably fast. But the Specialized wheel was always right with it, neck and neck. So, when Hed got the opportunity to buy all the Specialized wheel technology and property, it jumped at the chance.
This begs the question, which is the best wheel to buy? Let's say you've decided to make a brand decision, and the nod you've made is in Hed's direction. Do you buy a Deep, a disc, a Stinger, a Jet, or a Hed3? Some of these questions are answered in John Cobb's recent article on the s | 汽车 |
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Welcome to Xenon S130
The Datsun 280ZX was the second generation in the storied line of Nissan/Datsun Z-cars, supplanting the 280Z for the 1979 model year and embodying the Z-car series until the release of the 300ZX for the 1984 model year. Upon its initial release, the 280ZX, or S130, was met with both accolades and criticism for its vast modifications from the highly popular 240/260/280Z models, having been named Car of the Year by Motor Trend in 1979, yet drawing criticism from the enthusiasts who revered the Z-car as an affordable sportscar. There was very little from the 280Z that was carried over into the new 280ZX; only the 2.8L motor and some major driveline components were common with the 280Z. The rest of the car was a complete redesign. Due to the current events of the time, Nissan made emissions, aerodynamics and fuel economy a priority in the design of the 280ZX, and the higher value of the Yen and the inflated fuel prices due to the oil crisis elevated the target market of the car from that of the low-end sports car to that of a Grand Tourer, where its competitors were among the likes of the Porsche 924. Consequently, items like power windows and high-quality audio systems became a standard feature in the 280ZX.
With their fuel economy-driven mindset, the body of the 280ZX was redesigned to improve its aerodynamics. The center of gravity was lowered, drag and lift coefficients were reduced significantly, and the weight distribution was restructured to provide a nearly 50/50 weight balance. The rear end of the car was stretched to accommodate a larger fuel tank that held slightly over 21 gallons of fuel. In their fuel-crunching mindset, Nissan did intentionally forgo some of the Z-car�s raw acceleration power for fuel economy, however there was a false impression that the 2.8L L28 motor was less powerful than the 2.4L L24 in the 240Z due to Nissan switching to the SAE net standard for power measurement, which showed the motor having a lower power rating than what was calculated under the gross power rating system. The new body design did in fact improve fuel economy, and the lowered center of gravity and better weight distribution also gave the 280ZX better stability at high speeds. Improvements were also made to the car�s braking and steering systems, as the 280ZX was outfitted with a choice of a power-assisted recirculating ball steering system derived from the Datsun 810, or an unassisted rack-and-pinion system. The suspension of the 280ZX was of a type similar to that in the Datsun 510, incorporating a semi-trailing arm independent rear suspension and a MacPherson strut configuration in the front.
Due largely to an increase in the car�s weight, the 280ZX was perceived as less powerful than its predecessors, however this issue would be addressed for the 1981 model year with the introduction of the Datsun 280ZX Turbo.
In Japan the S130 was branded as the Fairlady Z, and offered with the choice of a 2.0L engine or the 2.8L L28 motor. The Australian and American markets came to know the car as the Datsun 280ZX; however the badging on the American models labeled it as a Datsun 280ZX by Nissan as the company began introducing Nissan as its global brand name. Americans also had the choice between two trim levels: a rather nondescript 2-seater, and the GL model, which was rather well-appointed. Leather seats were an available option, and a digital instrument layout was offered as an option starting in 1982.
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2014-49/1870/en_head.json.gz/6217 | Sustainability 2011/12
Climate Change and the Environment
Until recently, hybrid electric vehicles (HEVs) ran on nickel metal hydride batteries, which offer significant improvements over traditional lead-acid batteries. For example, nickel metal hydride batteries deliver twice the power output for the weight (energy density) compared to lead-acid batteries. Nickel metal hydride batteries have worked well in non-plug-in hybrids, which are designed to allow for constant discharging and recharging and are not expected to store and provide large amounts of energy. In fact, these batteries have proven to be incredibly durable and reliable in even the most grueling real-world driving conditions. Our HEVs have been put to the test in taxi fleets in major cities, including New York and San Francisco, where they run up to 21 hours a day in stop-and-go traffic and on steep slopes. Ford’s hybrid taxi fleet has logged more than 80 million miles in California alone during the past decade.
In spite of this strong track record, our nickel metal hydride batteries are reaching the end of their advancement potential, and new battery technologies are needed to improve on the current generation of HEVs. Plug-in hybrid electric vehicles (PHEVs) and pure battery electric vehicles (BEVs) make significant additional demands on battery technology that nickel metal hydride batteries are not equipped to handle. Unlike HEVs, which maintain a narrow state of charge window, PHEV batteries are intended to be depleted to a low level when they are the primary energy source for the vehicle. And BEVs are designed to run solely on battery power. The batteries used in PHEVs and BEVs must function well in a wide range of conditions; tolerate running until nearly depleted and then being fully charged; store and provide a lot of power; last a minimum of 10 years or 150,000 miles; and, ideally, be compact and lightweight. Because nickel metal hydride batteries have significant limitations for such applications, automakers are moving toward lithium-ion batteries for next-generation HEVs and for PHEVs and BEVs. These batteries have greater energy density and are lighter than nickel metal hydride batteries. Even so, the technology is still evolving, and costs are still relatively high. (See the section on Battery Evolution below).
It is also important to have a plan for recycling batteries at the end of their useful lives to minimize the material going to landfill. Ford is actively working to establish a plan to respond to this need in the future.
Battery Evolution
Battery technology is evolving. The following table shows how new battery technology, such as the nickel metal hydride batteries used in today’s HEVs and the lithium-ion battery technology of next-generation electrified vehicles, compares to the traditional 12-volt lead-acid battery.
Lead-Acid
First commercial use
Current automotive use
Traditional 12-volt batteries
Developed for today’s generation of hybrid vehicles.
Developed for future hybrid electric and battery electric vehicles.
Long proven in automotive use
Twice the energy for the weight compared to lead-acid; proven robustness.
About twice the energy content of Ni-MH and better suited to plug-in electrified vehicle applications; by taking up less space in the vehicle, provides far greater flexibility for automotive designers.
Heavy; its lower energy-to-weight ratio makes it unsuitable for electrified vehicle usage.
High cost (four times the cost of lead-acid); limited potential for further development.
Proven in consumer electronics, this technology is for automotive applications; expensive until volume production is reached.
Specific energy (watt hours per kilogram)
Recyclability
Ford has been working with battery supplier partners to develop next-generation battery technologies that can improve HEV performance and stand up to the new challenges presented by BEVs and PHEVs. For example, the performance of batteries varies with weather conditions. We are conducting tests of the effects of temperatures and other conditions so we understand and can communicate to customers the impacts on expected range between recharging.
Ford is also working with researchers at the University of Michigan and the Massachusett | 汽车 |
2014-49/1870/en_head.json.gz/7080 | Auto Repair Shop In Scottsdale, AZ
Airpark Auto Service has been servicing cars, trucks, and SUVs in the North Scottsdale Community since 1985. Stacey Grobmeier, President and General Manager of Airpark Auto Service started out many years ago with a simple vision; "Treat your customers as you would your family, with care and concern. Provide them with fair pricing, honest behavior and back up everything you do with integrity."
Stacey had not invented this way of doing business but rather inherited it from his father, Joseph. Joseph had always told his son of this simple philosophy and that if he followed it with the passion of his heart the reward of success would be inevitable.
Stacey started his career in the mid 1970's working for his dad in an Oldsmobile dealership here in Phoenix. Stacey's father, Joseph, had grown up in the car business himself and had discovered his son would soon follow in his footsteps. "We knew early on that Stacey showed strong signs and that this was going to be his profession. Stacey started racing motorcycles at the age of 13 and then gravitated toward automobiles when he was 16, after that there was no turning back." At the tender age of 17 he moved to Colorado to pursue his high school sweetheart and found employment at the local Chevrolet dealership as a technician. From that position he moved up the ranks to a management position at the age of 19.
After several years of the easy life in Colorado, the local economy had stalled and Stacey felt it was time to move back home and seek opportunity with his wife, Nadine, and their children. He worked in management positions until 1988, when he was given a promotion to the position of Director of Parts and Service for one of the Valley's largest dealerships, all this by the age of 26. It was obvious that his father had taught him well, but not being one to rest on his laurels, Stacey decided to open his own business.
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2014-49/1870/en_head.json.gz/7168 | Automotive Chassis
Automotive Materials
Automotive Production
Plastics: The Return of Body Panels? Plastics: The Return of Body Panels? A problem with plastics and steel structures is a difference in the coefficient of expansion. Some material modifications may ameliorate that problem.
From: Automotive Design & Production Gary S. Vasilash ,
Although there might be some people who think that in the light of the fact of the relative lack of success of the SMART vehicle lineup and the fact that the company that made plastic cars comparatively cool, Saturn, is moving toward steel with alacrity, don’t count plastics out for body applications, not by a long shot. In fact, according to Derek Buckmaster, global market director, Exterior Body Panels & Glazing, GE Plastics (www.geplastics.com; Bergen op Zoom, The Netherlands), new materials developments are showing solutions vis-à-vis one of the key problems that plastics seem to present, which is the coefficient of thermal expansion (CTE). Buckmaster explains that the problem is a simple one. That is, most body structures are steel. Steel has a CTE of around 1.9. Most plastics, on the other hand, he says, have a CTE between 5 and 10. “If you’ve got plastic exterior panels and it is a hot day, the gaps may no longer exist, and that’s not a good thing,” he says with understatement. “That has been known to happen. I know of an OEM in Japan that built a prototype vehicle with plastic doors, and they literally couldn’t get in on hot days.” So the issue is one of lowering the CTE for plastics. And Buckmaster says that they’re working on two different materials for body panels that have reduced CTE. One of them is what they’re calling “HMD” or “high modulus ductile.” He explains, “Say you have a polycarbonate—one of the best materials in terms of impact resistance, or ductility—and you want it to be stiffer. You would typically put glass fibers in it. But the glass fibers cause it to become brittle. So you always have this trade-off between a stiff material and an impact resistant material.” Enter HMD technology. Rather than adding glass, they are adding a nano material. He says that exactly what the material is is proprietary, but he does admit that it is not a nano-clay, which has been used in some automotive applications (e.g., the 2002 GMC Safari and Chevy Astro vans had a running board with a nano-talc material included in the TPO base; see: http://www.autofieldguide.com/columns/1001mat.html). This material, Buckmaster says, “sets up a secondary structure within the plastic itself and builds a nano-scale skeleton that stiffens the material without losing the impact resistance. It is very different to how you would use glass fibers to stiffen a polymer matrix.” Depending on the resin used, Buckmaster advises that the CTE can be reduced by as much as 50%.This development is moving toward production, he says. “We’re launching a PCPBT [polycarbonate polybutylene terephthalate] material, Xenoy, with the HMD technology. We’ve already done trials with Krauss-Maffei”—a machine manufacturer—“and BMW and have seen some terrific results. There are a couple of car manufacturers looking at it.” He predicts that within the next 24 months there will be parts produced with the HMD technology. “It’s precisely about reducing the gaps and improving the coefficient of thermal expansion on the vehicle.”While the HMD technology is for injection molded parts and is suitable for components including door skins and fenders, there is another material technology that lends itself to the production of horizontal panels including hoods and roofs. This is a “high performance thermoplastic composite,” of “HPPC.” Ordinarily, composite materials are glass or carbon fibers in a matrix of a thermoset, an epoxy or a polyester material. The materials are combined, then put in an autoclave, where they are subjected to high temperatures and high pressures. While the part produced tends to have excellent engineering properties, as a practical manner, the cycle times are such that production part applications are exceedingly limited. However, according to Buckmaster, because the HPPC uses a thermoplastic base rather than a thermoset, with continuous glass fibers as the stiffening material, part production is expedited because what’s involved is melting the thermoplastic, molding, and cooling it down again. The cycle time is much shorter than is the case with conventional composites. “Because HPPC is glass-filled and the fibers are continuous, you don’t get that sagging you used to get in the past,” Buckmaster says, referring to the fact that historically large horizontal plastic panels have either been avoided or ribbed on the underside because of this tendency to sag. “We tend to have the same stiffness as a piece of aluminum sheet.”Buckmaster suggests that within the next year there will be production parts produced with HPPC. But does this mean that there could actually be a return to plastic skins on cars? Probably not on a wholesale basis. Buckmaster admits that one of the issues that they’re faced with when dealing with OEMs is that of an installed base of metal stamping machines: How can plastic parts production be justified if the machinery sits idle?Perhaps part of the answer to that question simply goes to the design advantages that Buckmaster says plastics can provide. He explains that typically, if OEM designers want to save weight they consider aluminum, but then pay a cost penalty. What’s more, he says, “Typically, because aluminum’s ductility is not as good as steel, they’re limited in the depth of draw that they can pull on a sheet metal pressing. So that means you have to go to more expensive tooling and be gentler on the aluminum sheet or”—and here’s where the other shoe drops, as you might expect—“you can move to a polymer material.” He provides a solid example of a case where aluminum is used—but so is plastic for the fundamental formability: The BMW 6 Series. “Look at the body-in-white of that vehicle,” he says. Although the majority of body panels are aluminum, the front fenders of the vehicle are made of Noryl GTX. “They would have done it with aluminum if they could have,” Buckmaster claims, “but with the styling design—the curvature and the depth of draw—it wouldn’t be possible.” (The decklid is an SMC composite.)Another example that he cites regarding the importance of formability is one that is probably more unexpected than that of a sleek coupe: The fenders on the 2006 HUMMER H3. “They’re a complex, deep-drawn shape that are not possible to make with steel or aluminum,” Buckmaster suggests. The fenders, produced with Noryl GTX resin, are said to be the first thermoplastic fenders on a North American truck platform. | 汽车 |
2014-49/1870/en_head.json.gz/7172 | Indycar announces replacement for Star Mazda seriesINDYCAR, sanctioning body of the Mazda Road to Indy development series, today announced the creation of the Pro Mazda Championship. The series will be owned and operated by Andersen Promotions - administrator of the Cooper Tires USF2000 Championship Powered by Mazda - and will fill the opening vacated by the Star Mazda Championship. A key level on the Mazda Road to Indy bridging the gap between USF2000 and Firestone Indy Lights, Star Mazda operated under the leadership of founder Gary Rodrigues, who recently announced that the series would conclude following a 22-year run. Graduates of Star Mazda include IZOD IndyCar Series drivers Marco Andretti, James Hinchcliffe, Raphael Matos and Graham Rahal, and rising stars Conor Daly and Tristan Vautier amongst many others. "Everyone at INDYCAR is excited about Dan Andersen and his team taking over as the Pro Mazda Championship," said Jason Penix, Director of Grassroots Initiatives for INDYCAR. "Andersen Promotions has a proven track record of success in junior formula racing, whether it be as a team or as a series owner. All you need to do is look at the success of the USF2000 Championship to know that the former Star Mazda series will be in very capable hands. INDYCAR would also like to thank Gary Rodrigues and his family for all their efforts over the last 22 years. We look forward to watching Dan build upon the success that Gary was able to have and we are confident that this puts the Mazda Road to Indy program in a great position to continue its unparalleled growth in the years to come." The Pro Mazda Championship will utilize the same equipment as the former Star Mazda Series including the 260-horsepower Mazda "Renesis" rotary engine. The full 2013 schedule will be unveiled next week. The tradition of awarding a scholarship from Mazda for the series' champion to advance to Firestone Indy Lights competition the following year will remain in place, and a full prize money and award summary will be available in the coming days. Bill Van De Sandt, INDYCAR's Director of Operations, will remain as race director for the series. "Everyone with the Mazda Motorsports team is thrilled that Andersen Promotions is taking over with the Pro Mazda Championship," said John Doonan, Director Mazda Motorsports, Mazda North American Operations. "Dan [Andersen] and his family-run organization are former Star Mazda team owners and have done an amazing job in developing the USF2000 Championship. They are the ideal team to further advance the two decades of hard work and success of Gary Rodrigues and his family. We expect a seamless transition in 2013." Andersen Promotions is led by Dan Andersen, Owner and Chief Executive Officer, who founded and led the original USF2000 Championship from 1991 to 2001, turning it into one of the top open-wheel development series in the world. After an eight-year absence, Andersen revived the series in 2010 as part of the Mazda Road to Indy. He has also been a successful team owner in USF2000, Star Mazda and Firestone Indy Lights and currently owns and operates an extensive karting venture and test track in Palmetto, Fla. "I would like to say thank you to Gary and the entire Rodrigues family for all of the effort they put into this series over the years," said Andersen. "As a former multi-car team owner in the series, I am well-acquainted with the program and the value that it has for racers climbing the ladder. I am delighted to have the opportunity to add this development level to the Andersen Promotions' family. We will do our best to continue to help the careers of young drivers as they climb the Mazda Road to Indy ladder. I would also like to thank Mazda and INDYCAR for working this out quickly and allowing the series to continue at the high level it has been operating." | 汽车 |
2014-49/1870/en_head.json.gz/7284 | Test Drive Library > Infiniti Q45 (1999) Infiniti Q45 (1999)
Infiniti Q45 (1999)
The Infiniti Q45 is one hell of a nice car. It's a great car to drive, with a sweet engine and an optional suspension that's just a little stiffer than the older Q45s. Here is a car you could drive every day, all day long...and still have a smile on your face.
Standard in the Q45 is a powerful 4.1-liter V8 engine that's reminiscent of the best of the old American V8s. The power is smooth, quiet and instantly available at any speed. It always feels like theres more power than you need, but not in an inappropriate or irresponsible way. Its just ready to go when you are.
The Q45 has an excellent suspension and handling package. It's not very sporty per se, but it manages to soak up everything in a firm but comfortable way. We recently had the opportunity to drive the Lincoln Town Car, which makes for an interesting juxtaposition. These vehicles are similarly priced--in the low to mid-40s. And when we drove the Town Car with the "touring" suspension package, we thought it wasnt too bad. Then we drove the Q45 and realized just how poorly the Town Car handled.
The Q45 is no sports car, but it has achieved an excellent balance between comfort and handling. While every bit as comfortable as the Town Car (OK, its not a sofa on wheels, but it certainly *is* comfortable), its handling runs circles around the big Lincoln. The steering is tight, the suspension is firm by comparison, and overall the car simply feels very well put together.
It's quiet and comfortable inside the Q45. There's lots of room in theback seat and plenty of trunk space in the way-back--its not cavernous, but no one will complain. Its basically what youd expect in a moderately large car.
Ergonomically, the Q45 is superb, as one might expect from a high-end Japanese vehicle. Everything is very nicely laid out and exactly where you might want it. There's an easy-to-use temperature control system and a wonderful Bose stereo system. Watch out, however, for the garish white-and-gold clock right in the middle of the dash. White with gold? Whats this? The Q45 "South Florida" edition?
Missing from the Q45 are "automatic up" windows which are becoming standard (and useful) equipment in a lot of cars. Driving out of a parking garage, we realized just how useful this feature can be. Try to raise the window with one hand, put your wallet back and grab the wheel--all while putting on your seat belt. If you're going to pay $45,000 for a car, you expect to be able simply to touch a button and have the window go up.
The Q45's xenon headlights, in addition to being very bright, also feature something very interesting: a headlight aiming switch which raises and lowers the angle of the headlight beam through four different settings. Let's say you've got the car loaded with two very large mothers-in-law in the back seat. The front of the car will be tilted upwards...and your headlights could be pointed right at someone's rearview mirror. Flip the switch, and the headlight beams adjust downward and once again become parallel to the roadway. Very good idea--and very considerate!
The Q45 offers a steering-wheel-based cellular phone. It's not a hands-free phone per se, but it's pretty close. Statistically, however, this kind of cellular phone is barely safer than a traditional cell phone. The bottom line is this: if you decide to talk on the phone while you drive, youre four times more likely to be in an accident--about the same accident rate as drivers who are legally intoxicated. And, in our humble opinion, youd also be a moron. We still oppose any kind of cellular phone use while a car is in motion. If you're so important that you have to talk while you drive, get a chauffeur.
The Q45's single huge problem is its image...or total lack thereof. Infiniti was completely unimaginative with the styling of this car. The longer we had this car, the more convinced we were that it had nothing going for it, stylistically speaking. Infiniti went for that guaranteed-not-to-offend, middle-of-the-road look, and that's exactly what they ended up with: a car that practically spells out B-O-R-I-N-G. It has the look of a bloated Nissan Altima. This is not a car that's going to appeal to someone in his 30s or 40s. Due to its bland styling, we'd expect the Q45 to appeal to the over-50 crowd.
The engine and transmission in the Q45 are among the best made and should prove to be extremely reliable. Its right up there with the Lexuses and Mercedes of the world. Expect to pay through the nose for service and repairs, however. This is not a car wed recommend taking to Joes Gas Station for repairs.
It would be difficult to consider any car in this price range (cars.coms target price for the Q45 is $44,670) a bargain. But, we would consider the Q45 to be very fairly priced. You get a lot of car for that money. And, since its not exactly selling like hot cakes, there may be more room to haggle. But at this level you're also in the price range of the Acura RL, the Lexus LS400, the Mercedes E430 and the BMW 540i. Pretty heady competition.
The Q45 is a very nice car. Its a car you could be very, very happy driving. The problem is that it just doesnt stick out for any particular reason. Its "outsported" by the BMW, "outclassed" by the Mercedes and "outreputationed" by the Lexus. That doesnt mean its not a nice car; it is. It just means that until Infiniti finds a way to distinguish its styling or performance, its going to be a low-volume car for them. Too bad, because its a hell of a car.
View cars.com model report on this vehicle.
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2014-49/1870/en_head.json.gz/8075 | Plug-in Van Grant offers 20% off electric vans for businesses
Businesses buying a new electric van will receive a 20% subsidy and tax breaks to help them go green, following the launch of the Plug-in Van Grant, writes Simon Wicks.
The Government scheme will give firms a discount of up to £8,000 on one of seven approved models, as well as exemption from the van benefit charge, capital allowance concessions and a 100% discount on the London congestion charge.
The initiative – which is being supported by large firms such as British Gas and BT – follows the low take-up Plug-in Car Grants launched last year. Unlike electric cars, however, electric van prices compare favourably with diesel equivalents – the Renault Kangoo, for example, starts at £16,990 before the 20% grant.
Announcing the grant, small-business minister Mark Prisk said: “Vans are essential to the smooth running of so many businesses and contribute enormously to the UK economy. An upfront purchase grant, when combined with lower running costs and tax benefits, can make switching to an ultra-low carbon van an attractive choice for those businesses.”
A report by the Climate Group, Cenex and the Energy Saving Trust has estimated that a small electric van will typically cost £100 less in fuel for every 1,000 miles driven compared to its diesel equivalent. A statement from the Department for Transport said this would be of particular benefit to businesses with predictable routes and distances to travel each day and an overnight base to return to.
Paul Everitt, chief executive of the Society of Motor Manufacturers and Traders, said: “The savings on the initial purchase price, coupled with the tax advantages and very low running costs make a plug-in van an attractive proposition – particularly for those running local and back-to-base services.”
However, Jo Eveleigh of DealDrivers, which helps businesses find the best car and van deals, said electric vans were an unrealistic option for most firms, with charging time and insurance being the biggest obstacles.
“The critical thing is that any commercial vehicle is a massive dent in their finances, so they have to be out on the road and earning money,” she said. “When the vehicle is being recharged [which typically takes around six hours], that’s downtime when it’s not making money.
“Not many businesses have a business model where they can wait for the vehicle to be charged between journeys,” Eveleigh added. “It’s ok if you’re in a city like Birmingham where there a | 汽车 |
2014-49/1870/en_head.json.gz/8618 | 1968 Chevy Camaro RS SS - Car Stalker
Nick Licata
“Car stalking” is one of those specialized skills that takes a keen eye and an insane amount of patience to master. If it’s a term you’re unfamiliar with — just know this is not the practice of spying a ridiculously optioned SUV rolling on 26s belonging to Paris Hilton, Lady Gaga (does she even drive?), or some has-been rock star who was once featured on MTV Cribs. Nope, we’re talking about the art of scoping out a valuable piece of classic muscle down a 300-foot-long driveway revealing just a skosh of a taillight, and being able to recognize the year, make, and model in which said taillight belongs. It’s that kind of intuition that could quite possibly get you that vintage ride you’ve been searching for the past 25 years. The car-stalking hobby takes a huge amount of perseverance and persistence, but the payoff can be well worth the effort: one day finding that automotive treasure of a lifetime in your own garage. 2/17
Although Chris Jacobs wasn’t consciously stalking Jim Korbal’s ’68 RS/SS for two years, he kept in touch with him and would every so often inquire if he still had the Camaro, and if it was still for sale. “I had originally been invited to look at the car with some friends who were interested in buying it back in 2003,” informs Chris. “As luck would have it, Jim and my friends weren’t able to come to terms on a price so he held onto the car. I could tell he was interested in selling it, and having owned it for over 24 years, Jim was in no real hurry to gain a vacant spot in his garage.” 3/17 | 汽车 |
2014-49/1870/en_head.json.gz/9010 | Auto Club device lets parents track teen drivers
October 13, 2011 12:00:00 AM PDT
Rob Hayes LOS ANGELES -- The Automobile Club of Southern California is offering a free application to let parents track teenage drivers to help coach them to improve. When kids hit their teens, one of their biggest desires is to drive. But it's also one of their biggest hazards. The new tool aims at cutting down on teen driving accidents. "Unfortunately we lose about 264 teens a year to teen driving fatalities, and there's about 26,000 teens that are injured each year," said Anita Lorz Villagrana of the Automobile Club of Southern California. How a teen drives when a parent is in the car can be vastly different than when kids are unsupervised. That's where the Auto Club says the AAA OnBoard Teen Safe Driver program can help. It uses a small GPS device that plugs into any car made after 1996. It allows parents to set limits on how fast the car should be driven, when it should be driven and where it should go. If a teen breaks one of those limits, an alert is sent to a parent's phone or email account. While similar devices have been around for years, AAA insurance customers will certainly like the price of this one. "We're offering it free - completely free, no strings attached - to our insured members who have teens on their policy," said Cletus Nunez of the Automobile Club of Southern California. Parent Ed Slayton uses the device to monitor his 16-year-old son's driving. "Since he knows it's in the vehicle, and he knows I'll get a text message and his mother will get an email, he just doesn't break those rules," said Slayton. A teen that violates one of the limitations won't hear any alarms in the car, because AAA said that would be too distracting. That's also why AAA is warning parents not to call their kids every time a violation is registered. For those worried about privacy issues, AAA said only parents will have access to the data, and it won't be used by the company in policy decisions. The idea is to sit down with teens at the end of the day and use the data to coach them to be better drivers. Map My News | 汽车 |
2014-49/1870/en_head.json.gz/10236 | Father of the Mustang
Lee Iacocca and the iconic pony car
Eric Kaminsky - May 30, 2014 11:00 AM
Lee Iacocca (left) and marketing manager Donald Frey (right) with the first year Mustang.Photo: Jim Smart
Iococca intoruces the smaller Mustang II in 1974. He and his team sized it right for the times, after the Arab Oil Embargo of 1973.Photo: Jim Smart
Lee Iacocca today (in 2014) at age 89.
Lee Iacocca joined Ford Motor Company’s engineering department in 1946 after graduating from Lehigh University and Princeton University. But it would be his achievements in sales that would eventually lead him to the top of the company, and along the way, would help steward the development and launch of the Mustang in in 1964. After spending time in engineering, he went to work in the Philadelphia sales district, offering a new 1956 Ford for $56 a month with 20 percent down. The resulting sales caught the attention of management in Detroit, and Iacocca came back to company headquarters. When Ford President Robert McNamara left the company to become Secretary of Defense in the Kennedy administration, Iacocca became a vice president at Ford and general manager of the Ford division. In 1965, he was named vice president for the Car & Truck Group. Two years later he was promoted to executive vice president and in 1970 was named president of Ford Motor Company.
The Mustang made its debut at the New York World’s Fair on April 17, 1964, and it was a huge success. Ford had predicted sales of 100,000 in the first year; that mark was reached in just three months. Within 18 months, more than one million were produced. Iacocca’s gamble on a fun, sporty car that appealed to a wide audience had paid off … handsomely.
The Mustang continued to enjoy success throughout the rest of the 1960s, but clouds were gathering on the horizon. In 1973, the Arab Oil Embargo made automakers change from gas-guzzling vehicles to smaller, more efficient ones. Again, Iacocca and his team were there, developing car lines like the Pinto, Maverick, Lincoln Continental Mark III and even the Mustang II. While some purists bemoaned the change to a smaller Mustang, it was what was needed at the time, and would keep the nameplate in continuous production.
By 1978, conflict between Iacocca and Ford Chairman Henry Ford II would lead to Iacocca’s departure from Ford, ending a 32-year career with the automaker. A year later, he would become president of the Chrysler Corporation, leading it through bankruptcy with the line of K-cars and overseeing the introduction of the minivan. He retired from Chrysler in 1993, and has since been involved in a number of civic organizations, including the restoration of Ellis Island and the Statue of Liberty in New York, and the founding the Iacocca Family Foundation, which raises funds for diabetes research. | 汽车 |
2017-17/0060/en_head.json.gz/2784 | Two New Consultants Join Bonhams Motorcycle Department
Bonhams are pleased to announce that Mark Garside and Martin Heckscher have joined the Collectors' Motorcycle Department as consultants. Mark will be a consultant for Lancashire and Cumbria (alongside Alan Whitehead) while Martin will cover Hertfordshire, Bedfordshire and Buckinghamshire. Ben Walker, Head of Motorcycles, comments, "Martin and Mark will bring a huge amount of knowledge, expertise and enthusiasm to Bonhams and it is a pleasure to welcome them to the motorcycle team." Mark Garside started Saddleworth Classic Motorcycles in 1987, restoring motorcycles, retailing parts and providing engineering services. He has been closely involved with the motorcycle industry since then, and has extensive auction house experience. One of his particular specialities is BSA Gold Stars As well as his passion for motorcycles, Martin Heckscher has spent much of his life working with the piano industry, supplying and selling pianos. A well known Scott protagonist Martin has also actively campaigns his Velocette KTT at events such at the Festival of 1000 Bikes, Coupes Moto Legende and the Kop Hill Climb. Ben Walker says, "These are significant additions to our international motorcycle team, and together we are all working towards our extensive 2012 sales calendar which starts on 12th January in Las Vegas." Images available on request.For further press information please contact Katherine Boyle on 0207 468 8363 or press@bonhams.com
NOTES FOR EDITORSBonhams, founded in 1793, is one of the world's oldest and largest auctioneers of fine art and antiques. The present company was formed by the merger in November 2001 of Bonhams & Brooks and Phillips Son and Neale UK. In August 2002, the company acquired Butterfields, the principal firm of auctioneers on the West Coast of America. Today, Bonhams offers more sales than any of its rivals, through two major salerooms in London: New Bond Street, and Knightsbridge, and a further five throughout the UK. Sales are also held in San Francisco, Los Angeles, Carmel, New York and Boston in the USA; Toronto, Canada; and France, Monaco, Hong Kong, Australia and Dubai. Bonhams has a worldwide network of offices and regional representatives in 25 countries offering sales advice and valuation services in 57 specialist areas. By the end of 2009, Bonhams had become UK market leaders in ten key specialist collecting areas.For a full listing of upcoming sales, plus details of Bonhams specialist departments go to www.bonhams.com. | 汽车 |
2017-17/0060/en_head.json.gz/2876 | Ford, GM Join Forces for 9-, 10-Speed Automatic Transmissions
Shane McGlaun (Blog) - April 15, 2013 9:32 AM
Automakers hope to save millions of dollars with joint development
Ford and General Motors have announced that they have teamed up to jointly develop a new generation of advanced 9- and 10-speed transmissions that will be used in cars, crossovers, SUVs, and trucks.
The automakers say that the new transmissions will increase both performance and fuel economy. Engineering and development work for the transmissions is currently underway.
“Engineering teams from GM and Ford have already started initial design work on these new transmissions,” said Jim Lanzon, GM vice president of global transmission engineering. “We expect these new transmissions to raise the standard of technology, performance and quality for our customers while helping drive fuel economy improvements into both companies' future product portfolios.”
Automakers need every edge they can get to meet the looming federal CAFE guidelines set to go into effect over the next several years. With a greater number of gear ratios available in the transmission, the engine can operate at more efficient RPMs, which in turn leads to improved fuel economy.
Some industry analysts believe that a nine-speed automatic transmission could increase fuel economy by five to ten percent compared to the same vehicle using a six-speed transmission.
The two companies have collaborated on transmission technology in the past. Ford and GM previously collaborated to build a six-speed transmission for front-wheel drive cars. Ford currently uses the six-speed transmission and vehicle such as the Fusion and Edge. GM uses the transmission in the Malibu and Cruze among others.
Chrysler is currently using an eight-speed automatic transmission in some of its automobiles, including its popular line of trucks.
Source: GM "Nowadays, security guys break the Mac every single day. Every single day, they come out with a total exploit, your machine can be taken over totally. I dare anybody to do that once a month on the Windows machine." -- Bill Gates
White House Finalizes 54.5 MPG CAFE Standards for 2017-2025 Model Years August 28, 2012, 2:52 PM
Chrysler Takes Fuel Economy Seriously With New V6, 8-speed Auto in '13 Ram 1500 | 汽车 |
2017-17/0060/en_head.json.gz/3280 | Rediff News All News Rediff.com » Business » The amazing Harley-Davidson story
The amazing Harley-Davidson story
Last updated on: August 30, 2006 11:11 IST
One man who has held onto this company is Willie G Davidson, after whose family, Harley-Davidson takes its name. He told Ingrid Vanderveldt on a CNBC show called American Made, that this company is his hobby, his love and his passion.
He says, "The products are emotional and therefore, we have loyalty second to none. The brand is world famous and I'm just proud to be part of it. I'm lucky that I can help keep the flame burning."
His passion for the bikes began in his childhood. His father, William H Davidson was President of the Harley-Davidson Motor Company from 1942 to 1971. He had a great passion for riding and this was something that his sons -- Willie G and his younger brother John inherited.
While, there was no pressure on the boys to join the firm, Willie G had a talent that would prove to be valuable. He could draw very well and while listening to history lectures in school, he didn't take down notes, instead he was sketching motorcycles!
He then sharpened his skills at the Art Centre and Design College in Los Angeles. He recalls, "After graduation, my portfolio was looked at by automobile design companies, industrial design firms and I actually wound up at a design firm in Milwaukee for a couple of years."
At this job, he designed everything but bikes -- he designed furniture, outboard motors to furniture. He couldn't design bikes right away because there was no designing department at his father's firm, so he moonlighted for the company. By 1953, his father realised the need for a full designing department and that's when Willie G finally joined the family firm. He says, "We are close to our customer, we ride these bikes, we collect them, we design them and so, we have an intimate understanding of the products and what they are all about. We try and understand its history over all these years and use our heads to make sure, we can keep it going for the next 100 years. I think it can go on forever, if we do it right. But every company is vulnerable as we all know."
This company has a rich and long history. It was founded in 1903, at the turn of the century when transportation was in a state of flux.
Wille G explains, "The original four - the three Davidson brothers and one Harley - were in the process of designing and producing prototype motorcycle, so you could get to your destination easier than on a horse (which was the favoured mode of transportation being used then). They were struggling trying to build this and they were working in a little shack behind my great grandfather's house. They all had jobs, so they did this in their spare time."
"Railroads were big then and they all knew about machinery. They used to come home from work at night, go into the shack and start making parts. There were no auto part manuals then, so they had to do it all themselves. They built a motorcyle, that they thought would have durability and that would work okay."
Around this time, the team ran into competition from another entrepreneur - Henry Ford. Willie G says, "Henry Ford created mass production and the Model Ts became equal in cost to a Harley-Davidson. So, back in the 1920s, everyone could have a car. So, we were no longer the cheapest mode of transportation."
That's when Harley-Davidson made owning and riding a motorcycle a fun thing to do, which continues to be its unique selling proposition even today.
These bikes also found their way to the local and federal government. In 1908, the Detroit police department had been utilising the bikes to help maintain law and order. During World War 1 and the Second World War, the Harley-Davidson founders were roped in to help with the war effort.
They produced thousands of bikes for the US and its allies. These bikes were built to go over fields and rough roads, had high ground clearance, was painted olive green with a white star on the fuel tank and had a gun scabbard on the front fork. In 1969, some of the owners of Harley-Davidson thought of diversifying their interests. Willie G, his father and brother did not want to do this and wanted to remain an independent company. But this company was an attractive cash cow, so the manufacturing group Bangor Punta approached Harley-Davidson shareholders and offered to buy their stock. To avoid this, the company leaders decided to look for a white knight - essentially a cash-rich third party, who understood what Harley-Davidson stood for.
They found AMF, America Machine and Foundry -- a manufacturing company that made a wide range of products from food and tobacco processing equipment to bowling balls. AMF came in and quickly established who was boss, by incorporating their logo on the bike's fuel tank.
This marriage wasn't turning out the way it was intended. AMF realised how capital intensive the business was and the quality had begun to slip. With the American economy in a recession and the Japanese bikes coming in, their problems just seemed to be getting worse.
So, in the 1980s, the company came back to its original owners because AMF asked them to buy it back! So, they used their personal networth, help from the banks and whatever they could raise personally to buy back Harley-Davidson. They managed to raise about $80 million. They had to rescue the company from debt and they were able to did it because they were passionate about it and believed in the brand. But 1982-83 and 1984 were rough years because Japanese manufacturers like Kawasaki, Suzuki and Honda began selling in the US in increasing numbers and were able to build bigger bikes at lower costs. And this began to tell on Harley-Davidson's balance sheet.
The plant was operating at 50% capacity and struggling to maintain the 13% market share they had. They had to layoff 1,800 employees. Even the banks were thinking of pulling the plug on them.
So, they went to the government to ask for assistance in putting curbs on Japanese imports, which the government agreed to do. And within a timeframe, Harley-Davidson bounced back.
The company was held up as an example of American competitiveness and was even given a stamp of approval by President Ronald Reagan himself, who came to their plant and gave them a congratulatory speech.
Today, Harley Davidson has close to 1,300 dealers worldwide employing approximately 9,000 people who help move around 3,00,000 bikes each year. In Europe, retail sales jumped 20% last year.
They are also No.1 seller of the 650cc and higher class bikes in Japan. The company's net income has risen 45% from 2001 to 2005. But keeping the customers coming is a challenge, which they are more than geared up to meet. As Willie G Davidson says, the company has brand loyalty and recognition and some new products lined up as well. So, those die-hard Harley-Davidson bikers can ride on into the sunset.
(Above) US President George W Bush at the Harley-Davidson assembly plant in York, Pennsylvania, along with Jim Ziemer (L), President and CEO of Harley-Davidson, Inc. Photograph: Tim Sloan / AFP / Getty Images For more on management, log on to www.moneycontrol.com.
Manali Rohinesh, Moneycontrol.com Sharethis
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2017-17/0060/en_head.json.gz/3355 | Beijing to spend more on electric vehicle subsidies - Taipei Times
Mon, Feb 10, 2014 - Page 15 News List
Beijing to spend more on electric vehicle subsidies
China, home to some of the world’s most polluted cities, reduced the size of subsidy cuts to electric vehicles for the coming two years and will extend the incentives beyond next year.Subsidies for this year will be cut by 5 percent, instead of the previously announced 10 percent, and decreased by 10 percent next year, instead of 20 percent, the Chinese Ministry of Finance said in a statement on its Web site on Saturday. The subsidies will continue after the current program expires at the end of next year, it said.Pressure is mounting for China to contain air pollution which reached record levels in Shanghai last year and prompted cities to impose vehicle quotas. The nation is lagging behind its target to have 5 million alternative energy-powered vehicles by 2020 because of a lack of charging stations and high costs.The Beijing announced in September last year that it would gradually decrease subsidies as it renewed its current program, which provides as much as 60,000 yuan (US$9,900) toward the purchase of an all-electric passenger vehicle and as much as 500,000 yuan for an electric bus.To combat air pollution, China’s State Council, or Cabinet, released a national plan that called for a 15 percent to 25 percent reduction in particulate matter by 2017 in the three key manufacturing regions anchored by Beijing, Shanghai and Guangzhou. | 汽车 |
2017-17/0060/en_head.json.gz/3773 | 23 September 2010 HAGERTY AND HISCOX IN NEW PARTNERSHIP
Silverstone, UK (23 September, 2010) - Hagerty International, classic car insurance specialist, has announced a new partnership with specialist motor insurer Hiscox which will see Hiscox provide capacity for Hagerty International’s classic car insurance products in the UK. The partnership marks the first classic car joint venture of its kind for Hiscox. The insurer has been offering classic car cover for more than 15 years and launched its high value motor product, available via brokers, in 2008. The deal with Hagerty, a leading provider of cover for classic cars in the UK with one of the most comprehensive classic car insurance policies (including agreed value, the choice of repairer in the event of a claim and legal expenses cover), will see both parties come together to offer an exceptional range of products for classic car owners and the UK broker network.
Angus Forsyth, Managing Director, Hagerty International, comments: “Hagerty has great plans for the future and Hiscox is the perfect partner to continue our growth in the UK market. We chose Hiscox as our partner for their thorough understanding of our product and their clear expertise in the classic car market.” Ashley Cole, Head of Motor, Hiscox, comments: “We are delighted to be working with Hagerty. They have a great client base which dovetails perfectly with our expertise and existing motor business.”
- Ends - For further information:
Hagerty International
Marcus Atkinson +44 (0)844 824 1130
matkinson@hagerty.com Hiscox Ltd
Adeola Ajayi
adeola.ajayi@hiscox.com About HagertyHagerty Insurance Agency, LLC is the leading insurance agency for collector vehicles in the world and host to the largest network of collector car owners. Hagerty offers insurance for collector cars, motorcycles and motorcycle safety equipment, tractors, automotive tools and spare parts, and even “automobilia” (any historic or collectible item linked with motor vehicles). Hagerty also offers overseas shipping/touring insurance coverage, commercial coverage and club liability coverage. UK-based subsidiary, Hagerty International, was established in 2006 to cater for the parallel market sector in the UK and Europe, and now offers a bespoke portfolio of insurance products, underwritten by Hiscox. For more information, call the USA office on (800) 922-4050 or visit www.hagerty.com or call the UK office on 0844 824 1130 or visit www.hagertyinsurance.co.uk About Hiscox Hiscox, the international specialist insurer, is headquartered in Bermuda and listed on the London Stock Exchange (LSE:HSX). There are three main underwriting parts of the Group - Hiscox London Market, Hiscox UK and Europe and Hiscox International. Hiscox London Market underwrites internationally traded business in the London Market - generally large or complex business which needs to be shared with other insurers or needs the international licences of Lloyd's. Hiscox UK and Hiscox Europe offer a range of specialist insurance for professionals and business customers, as well as high net worth individuals. Hiscox International includes operations in Bermuda, Guernsey and USA. Hiscox Insurance Company Limited, Hiscox Underwriting Limited, Hiscox Europe Underwriting Limited and Hiscox Syndicates Limited are authorised and regulated by the Financial Services Authority. For further information, visit www.hiscox.com. | 汽车 |
2017-17/0060/en_head.json.gz/4349 | By Land and Sea: The History of Amphibious Vehicles
Arallyn Primm filed under:
image credit: Hemmings Daily
Fifty-five years ago, on May 13, 1958, an Australian man by the name of Ben Carlin completed a 10-year journey to literally drive around the world: Using a modified Ford GPA dubbed Half-Safe, he traveled 11,050 miles (17,780 km) by sea and 38,987 miles (62,744 km) by land, starting and ending in Montreal, Canada. His decade-long escapade was (and remains) the only documented circumnavigation of the earth by amphibious vehicle.
Early Amphibious Vehicles
Looking further back in history, 120 years ago, Charles and Frank Duryea manufactured what many consider to be the first American-made automobile, in Springfield, Massachusetts.
Courtesy of Hagley Museum and Library
If you look beyond simple road cars, though, you find that while the Duryea’s invention certainly was the first practical gasoline-powered vehicle made in North America, it wasn’t the first automobile—that landmark had been set almost 90 years prior by a vehicle that was not only a land-craft, but a steam locomotive and dredging barge, as well.
The Orukter Amphibolos, or Amphibious Digger, was produced in 1805 by Oliver Evans, an inventor living in Philadelphia, Pennsylvania. The craft was built at the behest of a city council which wanted to deepen the Delaware River Dock area of the Schuylkill River. At 17 tons, that barge had wheels attached to get it from the workshop to the river, creating the first amphibious vehicle. Evans was a man ahead of his time—his craft is only known to have run one time, and although the design would have produced a functional dredge, the dangers of high-pressure steam engines and the impracticality of such heavy machinery on roads meant for light carriages meant that self-propelling land vehicles would have to wait for the innovations of the late 19th century.
The concept of the convenience of amphibious vehicles was appealing, though, and Gail Borden (of condensed milk fame) produced one of the next documented land-and-watercrafts in 1849. This vehicle was a sail-powered wagon, and while it was watertight and ran just fine on land, it tipped over 50 feet from shore due to a lack of ballast to counteract the force of the wind on the sails.
Courtesy of Duck Works magazine
In the 1870s, logging companies largely relied on river flow to carry their timber to mills, but on slow-moving rivers and lakes, there would often be big pile-ups of felled trees that wouldn’t move downstream. The solution to this was the first major use of an amphibious vehicle: the “Alligator tug.” This was a steam-powered paddleboat that, by using a winch and large anchor, could haul itself out of the water and across land to the next body of water it was needed in. Although they only traveled overland at 1.5 to 2 mph, they were efficient movers of log booms in water, and were used across Canada and the Northeast United States until the late 1930s.
Courtesy of Modern Mechanix
Between the dawn of the gasoline-powered car and the late 1920s, less-industrial amphibious vehicles were created by combining car chassis, boat hulls, and oversized wheels. One of the first truly all-terrain vehicles, able to travel overland, in shallow water, and at sea, was created by Peter Prell of New Jersey in 1931.
While amphibious vehicles didn’t play a notable role in World War I, the Second World War was another story: both sides had amphibious military craft, used for transport of troops and supplies. In Germany, the Landwasserschlepper began production in 1936, and was regularly used all the way through 1945. The British produced the Terrapin, when the U.S. couldn’t produce enough DUKW-353 crafts to keep up with demand.
Courtesy of DUKW (Duck)
Before the DUKWs (colloquially known as “ducks”), though, the Ford company produced a modified ¼-ton GPW Jeep, called the “Seep” (for seafaring-Jeep) by troops. It was smaller, lighter, and much less stable than the DUKWs, but while serving for the Indian Army in the Mediterranean and Middle-Eastern theaters, Ben Carlin decided that the Seep was the vehicle for him. Half-Safe and the Honeymoon Adventure
Courtesy of Hemmings Daily
Near the end of the war, Carlin met an adventurous American Red Cross volunteer nurse named Elinore Arone, and moved to the United States with her after his discharge from service in 1946. They married in 1948, and began to plan for what was to be their honeymoon—a trip around the world in a modified “Seep." Initially, Ben tried to get Ford to sponsor the voyage, but they reportedly called him crazy, and insisted that the vehicle would not be able to complete the trip. In fact, so many Seeps sank during the war, that despite over 12,000 being made and the military selling off the vast majority of its surplus stock after the war, it took considerable effort to acquire a single one.
After finding a 1942 Ford GPA being auctioned off in Washington, DC, and purchasing it for $901, Ben began to refit the vehicle so that it was more seaworthy. While he made sure the GPA was still completely reliable on land, he also added a bow, a rudder, a longer cabin, and two extra fuel tanks, making it much more boat-like than the versions used in the war. As the boat was to be at sea for several weeks, he also added a bunk in the cabin, a two-way radio, aircraft instruments on the dash for navigation, and the fuel capacity was increased from 12 gallons (45 L) to 200 gallons (760 L). At this point, he christened the vehicle “Half-Safe,” after the catchphrase of Arrid deodorant—“Don’t be half-safe—use Arrid to be sure.” The car-boat lived up to its name, and Half-Safe would have driven most people to give up before they started, or, at the very least, to re-name their craft. But Half-Safe was the name Ben Carlin chose, and the name the craft maintained through the entire voyage. With an inauspicious beginning, the “honeymooning” couple had four false starts before they finally made it across the Atlantic.
The first time they departed, on June 16, 1948, their radio transmitters gave out just days after setting sail, the rudder was jamming, and the steering gear couldn’t be locked in place. Five days after departure from New York Harbor, Half-Safe drifted into the Shark River Inlet in New Jersey. On July 3, the Carlins departed again from New York Harbor, but were forced back just three days later, after being nearly asphyxiated by a cracked exhaust pipe. Their third attempt in late July was thwarted 270 miles offshore by heavy seas and engine trouble, not to mention serious seasickness in both of them. After 20 days adrift, they were rescued by the tanker New Jersey on its way to Halifax, Nova Scotia.
With winter closing in, Ben decided to postpone their next attempt until the following year, and spent the time between September 1948 and '49 raising money and working out the kinks of his vehicle. He also acquired two additional fuel tanks, as he realized that 200 gallons would not be nearly enough to get him across the Atlantic. In mid-September 1949, the Carlins departed from Montreal, but the first night out, one of the petrol tanks sprung a leak, and the other was washed away. At this point, Ben offered to liquidate Half-Safe and give up on the trip, but Elinore said no. On July 19, 1950, with a specially-made additional petrol tank, the couple set off on their fifth attempt to cross the ocean. After two weeks, their radio transmitters gave out; Coast Guard officials believed the craft floundered. But Half-Safe was still afloat and under its own steam, despite everyone’s doubts, and after 32 days at sea, it rolled ashore on Flores, the most westerly island in the Azores. LIFE magazine published an article on their journey thus far the following month, and the Carlins continued to sail for another 23 days, through Hurricane Charlie, through the Canary Islands, and on to Cape Juby, Morocco.
Courtesy of LIFE
After traversing Morocco and crossing into Europe at Gibraltar, the couple drove through Portugal, Spain, France, Belgium, the Netherlands, Germany, and Denmark. They crossed the sea from Denmark to Sweden, drove overland back to Denmark, through Germany, the Netherlands, Belgium, and France, before finally crossing the English Channel and reaching London in early January 1952. Though the Carlins had been showing off their vehicle at department stores and trade venues throughout Europe to raise money, they needed to raise the funds to traverse the Middle-East, India, and East Asia, where they would not be able to stop and show off Half-Safe. They settled in London for two and a half years, refitting Half-Safe, replacing worn parts, and gathering supplies and money. During this time, Ben wrote his first memoir, a well-received book entitled Half-Safe: Across the Atlantic by Jeep.
In early 1955, the pair set out again, driving through France, Switzerland, Italy, and Yugoslavia. They continued through Greece and Turkey, and sailed across the Bosphorus Strait into Asia Minor (the Middle-East). From there, they progressed overland through Syria, Iran, Iraq and Pakistan, and arrived in Calcutta, India, in October 1956. At this point, having suffered from seasickness every time the craft was afloat, Elinore decided she’d had enough, and returned to the United States. She filed for divorce in 1956. Ben shipped Half-Safe to Australia, to visit his family in Perth, and to raise additional funds for the rest of his trip. After touring and displaying Half-Safe in his home country for several months, the vehicle was shipped back to Calcutta, to resume its path.
Owing largely to his “irascible character” and aggressive nature, Ben had a hard time keeping a shipmate, but the necessity of another crew member at sea made it necessary that he picked one up. He cycled through three known shipmates during his voyage across the Far East, Japan, and back into North America, the most famous of which was Boyé Lafayette de Mente, who eventually went on to write more than 100 books on Mesoamerican and Japanese culture. He joined Carlin in Japan, trying to escape two “strong-willed Japanese girlfriends who were on the warpath,” and believed that a jaunt up through the Bering Strait and into Alaska would be less dangerous than the ladies he sought to evade. After two months of island-hopping from Japan to the Aleutians, through rough seas, rough tempers, and rough weather, they finally reached Anchorage, Alaska, where de Mente bailed, and flew down to Phoenix, Arizona, to stay with family and recuperate from the trip.
The rest of the journey was simply an overland excursion from Anchorage, down to Seattle, and finally, on May 13, 1958, eight years after he departed, and ten years after he began his journey, arriving back in Montreal. Unlike when he initially crossed the Atlantic Ocean, the completion of his journey was not widely covered by the press, and indeed, most people doubted he really drove the Jeep all the way around the globe. It wasn’t until Carlin’s North American tours and lectures, and the posthumous publication of The Other Half of Half-Safe, that all of his claims were fact-checked and verified. Even though Elinore refused to talk about the trip, she also confirmed the veracity of Ben’s books, at least as far as she was his shipmate.
After Half-Safe
Courtesy of Guildford Grammar School
After several years in the United States, Ben Carlin returned to Western Australia, and left Half-Safe in the care of his friend George Calimer, who occasionally displayed it upon request. When Carlin died in 1981, he left a half-share of Half-Safe, as well as a substantial sum of money (in the form of a scholarship, awarded for "the proficiency of the English language with the avoidance of clichés"), to Guildford Grammar School. The other half of Half-Safe was left to Calimer. In 1999, Guildford Grammar School purchased Calimer’s share of the vehicle, and transported it to their main campus, where it now resides in a glass case specially made to display it.
Courtesy of CAMI
Guinness World Records recognizes Ben Carlin as the first and only person to circumnavigate the globe in an amphibious vehicle. These days, there are many more amphibious vehicles than there were in Carlin’s time, and some are as luxurious as a yacht to live in. Perhaps someday another person will set out to drive around the entire earth in an amphibious vehicle again, but Carlin will remain the first, and almost certainly the most rugged and rag-tag “adventurer of the old-school” to complete the feat. Long live the spirit of adventure!
To read more on Ben Carlin and the Half-Safe adventure, check out Boyé Lafayette de Mente’s book, Once a Fool: From Japan to Alaska by Jeep and James Nestor’s summary of the escapade, in Half-Safe: A Story of Love, Obsession, and History’s Most Insane Around-the-World Adventure.
Arallyn Primm | 汽车 |
2017-17/0060/en_head.json.gz/4715 | Scout Boats Invests $2.5 Million To Expand Its Summerville, South Carolina, Manufacturing Center
Adapting to Growing Workforce Mobility Issues Low Costs + Skilled Workforce = A Perfect Fit
Scout Boats Inc., a manufacturer of sport fishing boats, will invest $2.5 million to expanding its Summerville, South Carolina, manufacturing facility, with plans to create 300 jobs in Dorchester County. The company is building an additional 30,000 square feet onto its 182,000-square-foot facility. The expanded factory in Summerville will build composite parts for newly designed LXF series and component parts for the new 275 and 320 Dorado series. "Scout Boats is very proud that here in Summerville, South Carolina, are some of the most skilled craftsmen in the world of recreational boat building. Our Premium brand is sought after around the world by some of the most discriminating boaters,” Steve Potts, President/CEO of Scout Boats Inc.
"Scout Boats is a great example of South Carolina-grown entrepreneurship. They began here in our state, and they continue to grow and strengthen our economy. We congratulate them on their $2.5 million investment and 300 new jobs,” Governor Nikki Haley. The Coordinating Council for Economic Development approved job development credits for the project. "When a business begins in South Carolina and grows the way Scout Boats has, it sends the signal that we are a place that fosters new developments and manufacturing innovations. We appreciate Scout Boats' commitment and long-standing relationship with Dorchester County and our state,” said Secretary of Commerce Bobby Hitt. "The expansion of South Carolina manufacturers like Scout Boats is a testament to our state's positive business climate and the growth of manufacturing across the Southeast. The South Carolina Ports Authority looks forward to continuing to meet Scout Boats' export needs through the Port of Charleston,” Jim Newsome, President/CEO of the South Carolina Ports Authority. Article Discussion | 汽车 |
2017-17/0060/en_head.json.gz/4754 | Home / Interesting / Others / Detroit Auto Show : Audi R8 V12 TDI Detroit Auto Show : Audi R8 V12 TDI
Others | January 16th, 2008 by Horatiu Bo 6
I thought it was worth mentioning one of the most exciting concepts that were presented at the Detroit Auto Show: Audi R8 V12 TDI. This …
I thought it was worth mentioning one of the most exciting concepts that were presented at the Detroit Auto Show: Audi R8 V12 TDI. This new concept from Audi is absolutely gorgeous and if it will make its way to the U.S then the car will be a great success among the Audi fans and not only.
The R8 V12 TDI uses the 6.0L V-12 diesel from last years Q7 concept with the award winning R8 sports car. The concept engine shares a cylinder count with the race-winning R10, but it's actually a completely new engine with a 60-degree bank angle instead of the 90 degrees used on the race engine.
It outputs 500 hp and it has 738 lb-ft of torque. While the R8 V12 TDI goes to 62mph in 4.2 seconds and it's limited at 186mph, it also manages to get 23 MPG, which is pretty good, considering the facts.
The combination of a 29,000-psi direct-inject fuel injection system, particulate filters and urea injection allows this beast to pass 2014 EuroVI emissions standards, so Audi is all set for the next few years.
If you're asking me, a BMW fan, I would probably buy one, unless the final price will be in the Ferarri range.
P.S That moonroof is amazing!!!! Photos courtesy of autoblog.com
Outstanding Torque for the Top Class Audi R8 V12 TDI concept
Audi is presenting a revolution in the top class at the Detroit Auto Show 2008 – the first 12-cylinder diesel engine in a high-performance roadgoing sports car. The V12 TDI with a displacement of six liters powers a concept car based on the Audi R8. This unit generates a huge 500 hp and 1,000 Newton-meters (737.56 lb-ft) of torque. Audi is writing a new chapter in diesel technology with this power unit. Equipped with the expertise that Audi has built up through its motor sport activities, the R8 V12 TDI in matt "Grace Silver" embodies superb road handling, pioneering technology and fascinating design. The V12 TDI is closely related to the engine in the Audi R10, the two-time Le Mans winner – so it catapults the Audi R8 into supercar terrain concerning performance too. It sprints from zero to 100 km/h (62.14 mph) in just 4.2 seconds and its top speed is well over 300 km/h (186.41 mph). The peak torque, reached at only 1,750 rpm, paves the way for effortless acceleration that is unrivaled even at this level. The new V12 TDI belongs to Audi's family of V engines but has the ideal included angle for this engine type of 60 degrees between cylinder banks. Its highlights include the new chain drive layout that includes the two newly developed high-pressure pumps for the common rail injection system.
Its sound is as thrilling as you'd expect in a sports car of this caliber. For all the subtle smoothness that typifies this design principle, the twelve-cylinder unit is full-bodied and equipped with energetic overtones that make no secret of its performance potential.
The Genes of the Winner
Thanks to their high performance and pulling power, all Audi TDI engines are ultra-dynamic sources of power. The brand has often enough demonstrated its sporty character in its production cars, especially the six- and eight-cylinder 3.0 TDI and 4.2 TDI. Audi has also been writing a new chapter in its success story on the racetrack since 2006. The diesel engine in the R10 sports prototype won its very first endurance race at Sebring, Florida, when it was pitted against an entire field of gasoline-engined challengers. But its most crucial victories were surely in 2006 and 2007 in the 24 Hours of Le Mans, when it simply outclassed the international elite.
The V12 TDI race engine in the R10 produces over 650 hp from a displacement of 5.5 liters, giving it the potential for a top speed as high as 330 km/h (205.05 mph) depending on the gear ratios. Its power and sturdiness immediately impressed both fans and experts, who were impressed by its restrained noise level. Unusual for a race engine, this powerful Audi diesel makes barely more than a whisper.
Long traditions of motor racing and production technology complement each other at Audi. The FSI engine of the R10's predecessor, the R8, captured five wins at Le Mans with a direct gasoline injection system. Audi is also looking to maximize the advantage by using the race-tested FSI principle in its production models. The latest examples of this are the V8 with high-revving concept in the RS 4 and the production version of the Audi R8. The Drivetrain
The roadgoing version of the new V12 TDI is built at the Györ plant, in Hungary. And the R8 V12 TDI still has a massive 500 hp on tap. In developing the six-liter engine, it was a clear priority to integrate it into the current family of Audi V engines, of which many thousands of versions with 6, 8 and 10 cylinders have already been built – both gasoline and TDI. Audi's engineers were in an ideal position to use their experience building the racing engine to develop the road version. Like the other power units in this range, the distance between cylinder bore axes on the V12 TDI is 90 mm (3.54 in.). Yet its included angle is 60 degrees, not 90 degrees. This means no free inertial forces or mass moments of inertia can occur with the V12. The results are refined in every respect. The 83.0 mm (3.27 in.) bore and 91.4 mm (3.60 in.) stroke produce a total displacement of 5,934 cc – just like the 3.0 TDI. At only 684 mm (26.93 in.) long, this large diesel engine is very compact and just 166 mm (6.54 in.) longer than the V8 TDI. This compact length is key to accommodating the V12 in the mid-engined Audi R8. The V12 TDI crankcase is made from gray cast iron with vermicular graphite – a high-tech material referred to as GJV-450 that is already used on the V6 and V8 TDI engines. GJV-450, made by a patented casting process, is about 40 percent more rigid and 100 percent more fatigue-resistant than gray cast iron. This enabled the developers to make its walls thinner, cutting its weight by around 15 percent compared with conventional gray cast iron.
The two cylinder heads are each made from three main elements. These are a base section made from a high-strength aluminum alloy incorporating the intake and exhaust ports, an oil-bearing upper section, and a reinforcing ladder frame supporting the two camshafts.
The valves are actuated by low-friction roller cam followers; the compression ratio is 16.0:1. Map-controlled swirl variation of the combustion air has been adopted from the V6 and V8 TDI engines. This produces permanently optimized swirl concerning both emissions and high performance.
Ultramodern Injection Technology
As is the case in the Audi V engines, the no-maintenance chain drive is mounted at the back of the engine, where it occupies little space. Its layout has changed on the new V12 TDI. The camshafts' sprocket engages in an intermediate gear via which two Simplex chains drive the camshafts. Two more chains drive the oil pump and the two high-pressure pumps actuate the common rail injection system.
The two new dual-piston high-pressure pumps form part of the common rail injection system supplied by specialty manufacturer Bosch. The two pumps build up a pressure of up to 2,000 bar in the rails. The piezo injectors with eight-hole nozzles have also been fundamentally revised.
The high pressure distributes the mixture optimally throughout the combustion chamber. The result is that the ignition process is faster, more homogeneous and more acoustically refined. The more efficient combustion process also increases power output, cuts consumption and reduces pollutant emissions.
The current generation of so-called inline injectors makes effective use of the piezo effect: piezo crystals expand in a fraction of a millisecond when an electrical voltage is applied. The number of injection processes per operating cycle can be varied across a wide range thanks to piezo technology – reaching as many as five fuel injection operations in the case of the V12 TDI. As well as the main injection, pilot and post injections are possible. Pilot injections tone down the acoustic harshness of the combustion process. Retarded post injections are designed specifically to increase the temperature of the exhaust gas, promoting regeneration of the two standard particulate filters.
The two turbochargers are located on the outside of the engine's V, each of them supplying one bank of cylinders. Thanks to their variable turbine geometry, the full flow of exhaust gas always passes through the turbine, so the chargers respond slickly – even at low engine speeds – and operate very efficiently.
The two turbochargers, which generate up to 2.6 bar of boost pressure, play a crucial role in producing the huge torque of 1,000 Nm (737.56 lb-ft) that the V12 TDI maintains from 1,750 rpm to 3,000 rpm. In developing 368 kW (500 hp), the diesel achieves a specific output of 62.0 kW (84.3 hp) per liter displacement.
Two large intercoolers reduce the temperature of the compressed air. The V12 has a twin-pipe exhaust system with two particulate filters. The intake system is similar in structure with one air cleaner per cylinder bank, with an airflow meter behind it. Two control units, sharing the workload in a master/slave principle, manage events in the engine.
The Audi R8 V12 TDI concept already fulfills the Euro 6 emissions standard that is likely to take effect in 2014 and calls for sharply reduced nitrogen oxides. By also designing in ultra-precise fuel metering by the common rail system, Audi's engineers have made full use of current clean diesel technology.
The heart of the system is a special catalytic converter downstream of the oxidizing catalyst and the particulate filter. The second component in the system is an additional tank containing an aqueous urea solution. Small quantities of the solution, known as "AdBlue," are injected into the exhaust system. The hot exhaust gases break the solution down to form ammonia that splits the nitric oxides into nitrogen and water. The system remains effective for the entire service life of the vehicle.
The dynamic character of a sports car depends not just on its performance and torque; the transmission ratios have to be right too. In keeping with the character of a high-performance sports car with unbeatable torque potential, the transmission in the R8 V12 TDI has six manually operated gears.
The manual transmission is very compact in design. Together with the small-diameter double-plate clutch, this means it can be installed low down. The manual transmission has very short shift travel and utterly precise guiding of the shifter into the open gear lever gate. It is made from polished aluminum, has an agreeable feel and exquisite sports car looks.
Such a high-performance Audi also has quattro permanent all-wheel drive. In the case of this mid-engine sports car, power is distributed variably between the front and rear wheels from a starting ratio of 40:60 to optimize the handling. audiaudi-r8 Previous post BMW X6 – the first hybrid
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2017-17/0060/en_head.json.gz/4858 | McLaren P1 to Offer 903hp Courtesy of Twin Turbo V8, Hybrid System
Brandon Hill (Blog) - February 20, 2013 9:12 AM
McLaren P1 will do battle with Porsche's 918 Spyder
The McLaren F1 is a legendary supercar that still commands respect two decades after its initial introduction. Labeled by many as one of the greatest -- if not the greatest -- road car of all time, following up on such an iconic legend is a tough task.
McLaren is now ready to pass the touch onto an equally impressive machine: the McLaren P1.
Although the P1 was first unveiled to the public last year, we're now getting some detailed information about the vehicle's powertrain. Whereas the F1 used a normally aspirated, BMW-sourced V12 engine, the P1 uses a twin-turbo 3.8-liter V8 engine paired with an electric motor. The twin-turbo V8 by itself generates a whopping 727hp and 530 lb-ft of torque, while the electric motor tacks on another 176hp and 191 lb-ft of torque.
When combined, the powertrain is good for 903hp and 663 lb-ft of torque. While impressive, it's still not enough to match the sheer power of the two-ton Bugatti Veyron, which is rated at 1001hp and 922 lb-ft of torque. Unlike the Veyron, however, the P1 likely won't weigh as much as a midsize SUV.
McLaren states that the P1 can travel up to 6 miles on battery power alone (the vehicle's lithium-ion battery pack weighs 210 pounds), and the vehicle can be plugged into a household outlet to recharge.
Performance figures for the McLaren P1 aren't in yet, but we can't wait to see this latest hybrid supercar do battle with Porsche's upcoming 918 Spyder.
Sources: Facebook, Motor Authority "Mac OS X is like living in a farmhouse in the country with no locks, and Windows is living in a house with bars on the windows in the bad part of town." -- Charlie Miller
Porsche Unleashes 918 Spyder Hybrid Prototype on the Racetrack | 汽车 |
2017-17/0060/en_head.json.gz/5349 | BP ML PT SF USC Published: July 3, 2013 Consol HQ becomes latest link in regional EV charging network
By Michael BradwellObserver-Reportermbradwell@observer-reporter.com
Jim McNutt/Observer-Reporter
Steve Winberg, Consol Energy vice president of research and development, hooks up a Chevrolet electric car to the charging station after making a presentation July 2 in front of the Consol Energy building in Southpointe about alternative energy vehicles, including electric cars and charging stations in Southwestern Pennsylvania.
Consol Energy Inc. on July 2 showed off a new alternative fuel vehicle and an electric vehicle charging station at its Southpointe headquarters as part of a “Declaration of Energy Independence” celebration.
The company unveiled a new Chevrolet Volt for its corporate fleet. The car includes an electric source and a battery that allows drivers to drive without gas for an estimated 38 miles and a gas generator producing electricity, so drivers can go up to 380 miles on a full tank of gas.
The company, one of the country’s leading diversified energy companies in the U.S., producing both coal and natural gas, also became the latest link in the “Energy 376 Corridor” project, designed to create one of the most extensive charging station networks in the country.
“The installation of the EV charging station underscores the important role that our region’s abundant natural resources – both the recently found unconventional natural gas potential and our vast supplies of coal – play in supporting American energy security and independence,” said Steve Winberg, Consol’s vice president of research and development.
Winberg acknowledged later that as a supplier of coal and natural gas to the nation’s energy grid, Consol stands to benefit as more Americans purchase alternative fuel vehicles.
Bringing more alternative fuel vehicles to market is a major goal of America’s Big 3 automakers, said Jeff Tomlin, fleet account executive from General Motors’ Fleet & Commercial Division, one of the speakers at the event, attended by about 200 Consol employees and several county officials.
While Tomlin noted that GM sees an alternative fuels future for its small and mid-sized passenger cars, “we’re nowhere near mass-producing the EV.”
But Tomlin said GM is nearing a point where the cost of producing alternative fuel vehicles will be reduced, which should entice more Americans to buy them.
Both Tomlin and Bob Johnson, regional account executive for Chrysler’s Group Fleet, who showed two of his company’s compressed natural gas pickup trucks, said Detroit is also working toward producing more alternative fuel vehicles because of an Environmental Protection Agency standard that calls for vehicles to achieve an average 50.4 miles per gallon by 2025.
“We won’t do it on existing gasoline vehicles and current technologies,” Johnson said.
Having EV cars and CNG pickups being purchased by large companies for their corporate fleets helps the carmakers sell more alternative vehicles while they work to make them more affordable and applicable for the mass market, Price added.
“About 30 percent of Big 3 sales go to fleets,” Price said. “Large fleets, such as Consol Energy’s, tend to be early adopters of newer technology and provide an opportunity to test our vehicles’ applicability and durability in their field use and gather valuable feedback.”
The other piece of the puzzle for making alternative fuel vehicles the cars and trucks of choice is fueling infrastructure, something that was addressed by Rick Price, executive director of Pittsburgh Region Clean Cities.
The Eaton Level II EV charging station, such as the one installed at Consol’s headquarters, is one of 45 units that will be installed in the greater Pittsburgh region as part of the Energy 376 Corridor project, said Price, who added that Clean Cities will soon have a total of 81 stations in the region.
“The Pittsburgh Region Clean Cities Coalition has presently installed over 35 Level II electric vehicle charging stations, including the one at Consol Energy’s headquarters,” Price said, adding that his group sees the electric vehicle/plug-in hybrid/hybrid vehicle market “as a viable way to reduce the amount of petroleum-based fuels we use and help the nation become energy independent.”
The charging station is the first alternative fueling station in Southpointe, which is home to many natural gas producers and other service companies related to the energy industry. The station will be available for use at any time by all Consol Energy employees. | 汽车 |
2017-17/0060/en_head.json.gz/6455 | Contact Us Scrap a car for cash in Glastonbury, sell your car for scrapping in Glastonbury
We can scrap your car legally in Glastonbury, free collection and disposal, scrap a car and get cash today!
Glastonbury's early history is linked with its dominant landmark, the Tor. In days gone by, when the Somerset plain was a watery wilderness, this island refuge attracted settlers; first primitive peoples, then Romans, then Saxons - as recalled in the town's original name, Glaestingaburgh, meaning "hill-fort of the Glaestings". Meanwhile the Isle was also developing as a religious centre; legend claims Joseph of Arimathea - with the Holy Grail - and later St.Patrick, both came to Glastonbury. Fact shows there was a Celtic monastery here by 500AD which, during the next 1000 years evolved into one of England's wealthiest and most influential abbeys.
Medieval Glastonbury - designated a conservation area - clusters around the evocative ruins of the Abbey which following a disastrous fire in 1184, dates mostly from the 13th and 14th centuries.The town's many other historic buildings include the George & Pilgrim's Hotel.Glastonbury is a special market town. With through traffic now by-passing the town centre, and with more than adequate 'central parking', shopping in Glastonbury is a pleasurable experience. The town boasts many different and interesting shops. Many are independent specialists in their field, offering good old-fashioned service.
The Glastonbury Festival of Contemporary Performing Arts, commonly abbreviated to Glastonbury or even Glasto, is a performing arts festival that takes place near Pilton, Somerset, England, best known for its contemporary music, but also for dance, comedy, theatre, circus, cabaret and other arts.
We will collect the scrap car from Glastonbury or the surrounding area and dispose of it through our nationwide network of 23 fully licensed Authorised Treatment Facility (ATF) Sites who will scrap your car in line with End of Life (ELV) Legislation, and provide you with a Certificate of Destruction which we file online with the DVLA. So you can rest assured your car has been scrapped legally.
For a hassle free fast way to scrap your car in Glastonbury please complete the fields in the form to the right and we will call you back to arrange a convenient time to collect your car for scrapping. | 汽车 |
2017-17/0060/en_head.json.gz/6632 | Dan Akerson says next GM CEO should be a “change agent”
Article by Anita Panait, on November 18, 2013 Dan Akerson wants the person replacing him as the next chief executive of General Motors to be a “change agent” who is never satisfied with the status quo. GM’s top honcho told Automotive News in an interview that the next CEO should be able to guard against any complacency that could send the carmaker back into bad habits.
"There's no prototypical CEO," he said, adding that a good leader has to be “innately bright, intellectually curious.” He said that since he is on GM’s board, he will have a voice on the selection of the next CEO, whose attributes he outlined above. Reuters recently reported, citing unnamed sources, that Akerson may exit GM in 2014.
The report added that Akerson has yet to formally notify GM’s board of his plans and the carmaker has yet to commence a search for his replacement.
Akerson said that that the choice of successor will be ultimately decided by GM's board, of which he is chairman. He told Automotive News that he thinks that GM has the people who are fit to be his successor, but declined to name them.
In a securities filing in April, GM disclosed that it did not award Akerson any restricted stock units in 2012 "in acknowledgement of the possibility of his retirement before the completion of the three-year vesting period," which would end in 2015. A GM spokesman said that the carmaker was “comfortable” with its succession planning, which they have in place for all their key officers. Akerson’s time in GM is focused on accountability and elimination of notorious bureaucratic mess.
Topics: dan akerson, gm, ceo If you liked the article, share on: | 汽车 |
2017-17/0060/en_head.json.gz/6633 | Mercedes-Benz Vans USA to add dealers and offer new models
Article by Anita Panait, on March 7, 2014 Mercedes-Benz Vans USA will add dealers and models as it bids to hike sales in the next few years, says Bernie Glaser, Mercedes-Benz USA vice president and managing director of the van unit. Glaser remarked that the Sprinter is the ideal vehicle to take advantage of the growing popularity of European-style vans in the United States -- taller and lighter and more fuel efficient than the vans they're replacing.
"The Sprinter is the benchmark and the norm of the Euro-style vans," remarked Glaser. "There is a revolution happening in the segment and big changes coming that were caused by the Sprinter -- vans with a smaller footprint but big cargo volume." Carmakers like Ford, Nissan and Chrysler, have or are preparing new van entries.
According to Glaser, the Sprinter generates nearly $1 billion in revenues in the US. Mercedes is planning to accelerate US growth by introducing a new four-cylinder turbodiesel engine from the E-class sedan paired with a seven-speed automatic gearbox.
Likewise, Mercedes will feature standard electronic stability control, plus options from cars like collision prevention, blind-spot assistance and a crosswind stabilization feature. Mercedes also plans to further growth by unveiling an all-wheel-drive variant of the Sprinter commercial van at a truck show in Indianapolis. It will become available in the spring of 2015. The German carmaker will also add 30 Sprinter dealerships in the US over the next five years, boosting the current 188. Likewise, 57 dealerships for Freightliner sell the Sprinter. Mercedes is also mulling selling a small 12-passenger van in the US. [source: TheTruthAboutCars]
Topics: mercedes-benz, van, united states, dealer If you liked the article, share on: | 汽车 |
2017-17/0060/en_head.json.gz/6743 | Sidlesham car firm’s dilemma
The owner of a garage dealing with rare luxury supercars has criticised Chichester District Council for the ‘ludicrous’ decision in granting his business planning permission to store cars – but not sell them – at a Sidlesham building.
William Kirkham, owner of Targa Florio, which sells supercars online, said he will now have to consider either making redundancies, or move location completely after the council’s decision.Plans put in by the business to prepare and store vehicles at a converted barn in Walnut Farm Science Park were given permission. But the council laid out several conditions – which include not being able to sell vehicles on site.
Mr Kirkham said: “We have permission to be here but we can’t store anything outside, we are not allowed to wash or clean cars without talking with the Environment Agency and no customers are allowed on site – even to view the cars by appointment. These are rare cars, people seek them out. “They have given us planning permission that is totally useless. They are saying we are in an unsustainable area because people have to travel to reach us.”In October the Observer reported the district council’s refusal of permission for Targa Florio to trade from its rural position. This was because the Sidlesham site only permits light industry.Mr Kirkham appealed against the council’s decision, but it was upheld by a government inspector and he was told he had to move out of the premises by the end of last year.He added: “The internet is the only way to sell for us. These are specialist cars. The building is now almost just a storage pound.”
Targa Florio sells around 100 cars a year. But the vehicles are no ordinary cars – they include from a Mercedes SLS worth £196,000 to a rare Jaguar XJ150 Drophead, as well as luxury marques Audi, Porsche, Mercedes and BMW. A Chichester District Council spokesman said: “Recently the business applied for planning permission for the storage and preparation of cars and this has been permitted. The business agreed to conditions preventing a showroom and customers visiting the site.“Our economic development team has been working with the business to find suitable alternative premises and is keen to assist the company to grow and flourish. This follows an earlier planning application in 2010 to sell cars from the site which was reviewed by a planning inspector last year. The inspector said while the existing use is low key, allowing the appeal would grant planning permission for an unrestricted use of the premises for internet/retail sales of motor vehicles, which would constitute an unsustainable use in a rural area in conflict with national policy.” | 汽车 |
2017-17/0060/en_head.json.gz/7083 | Volkswagen to Build New 300,000-Unit China Plant
09 June,2010
Volkswagen AG has said that it plans to build a greenfield plant in south China with a maximum capacity of 300,000 units a year in the world’s biggest auto market. Construction of the facility, located in Foshan, Guangdong province, will start by the end of this year, with operation scheduled to begin in mid-2013.The Foshan plant is part of VW’s commitment to invest about 6 billion euros ($7.2 billion) in China by 2012. It will be its sixth plant, jointly run with major Chinese auto maker FAW Group and the first in south China, where Toyota Motor and Honda Motor dominate.The European auto maker also makes cars in China in a tie-up with domestic leader SAIC Motor Corp. It aims to double its capacity in China to 3 million units by 2013 to 2014, CEO Martin Winterkorn said. In the first five months, Volkswagen sold 778,000 vehicles in China, up 48 per cent from a year earlier.China, which eclipsed the United States as the world’s top auto market last year, has been a major bright spot amid a global industry downturn and a safe haven for foreign auto giants. French car maker PSA Peugeot Citroen aims to start building its third China plant with partner Dongfeng Motor Group by the end of this year, while General Motors is also looking for a site to build a new China plant.With its affiliates, Volkswagen operates plants worldwide; it also owns other auto brands, including Audi and Bentley. The Volkswagen Group consists of 342 Group companies, which are involved in either vehicle production or other related automotive services. | 汽车 |
2017-17/0060/en_head.json.gz/7326 | A Distinguished History
Tommie Vaughn was born in 1918 on a ranch in Trickham, a small community just outside Brownwood Texas. He grew up working on the ranch and attended Brownwood High School there. He played on the football team at Brownwood High for the legendary Texas High School Coach, Gordon Wood. Tommie graduated from high school in 1937, and attended Texas A&M University on a football scholarship. In1939, he helped lead the Aggies to the NCAA Football National Championship as the Center and Defensive Captain. He earned a Bachelor's Degree from Texas A&M in marketing and finance in 1941. One week after college graduation,Tommie Vaughn enlisted in the Army and became a pilot in the Air Corps. He left the military in 1945 as a Captain.
A year later, he opened his first Ford dealership in Granbury Texas, and then moved the dealership to Glendale, California after visiting the area to see the Rose Bowl. However, even then the California lifestyle did not suit him and his rural Texas upbringing. The Lone Star State called him home six years later. He moved back to Houston in 1955, purchasing a Ford Dealership in the Heights that had originally opened in 1944. In 1957, Tommie Vaughn moved the store from North Main to its current location at 1145 North Shepherd and officially changed the name of the Dealership to Tommie Vaughn Motors, Inc.
Over the years, many people suggested he should move the store to take advantage of available freeway frontage. Tommie Vaughn disregarded the supposed benefits of such a move with the potential for better visibility and more traffic. He refused to move because he wanted to serve the neighborhood where he got his start in Houston. Tommie Vaughn Ford is now selling to third and fourth generation customers.
Tommie Vaughn's many honors include membership in the Gordon Wood Hall of Champions in Brownwood, the Texas High School Football Hall of Fame, the Texas A&M Athletic Letterman's Hall of Fame and the Hall of Honor in the Texas A&M College of Agriculture and Life Sciences for the visionary leadership he provided for the Houston Livestock Show and Rodeo. He was tireless worker for the Show from when he first volunteered his time in 1957. Mr. Vaughn served as President and Chairman of the Board of the Show in the 1970s and he was a lifetime member of the Show's Executive Committee.
During his business career, Tommie Vaughn was a five time Ford Motor Company President's Award winner, served as chairman of the Houston Automobile Dealers Association, was a founding member and past chairman of the Heights Chamber of Commerce and was named one of the nation's most distinguished automobile dealers by Time magazine in 1975. He was a friendly, honest and straightforward businessman. One thing anyone who knew Tommie will remember is his firm handshake, and it was not just for show - his word was his bond. In the early 1990's, Mr. Vaughn turned over daily operations to his son in-law, Jim Janke, husband to Jeanie, one of Tommie's two daughters. Jim started at the bottom, going to work washing cars right out of college. And now, a third generation has stepped up to lead Tommie Vaughn Ford into the future. Kirby and Kyle Janke look forward to continuing their grandfather's legacy of hard work and honesty and serving their customers and community. Although every reasonable effort has been made to ensure the accuracy of the information contained on this site, absolute accuracy cannot be guaranteed. This site, and all information and materials appearing on it, are presented to the user "as is" without warranty of any kind, either express or implied. All vehicles are subject to prior sale. Price does not include applicable tax, title, license, processing and/or documentation fees, and destination charges. ‡Vehicles shown at different locations are not currently in our inventory (Not in Stock) but can be made available to you at our location within a reasonable date from the time of your request, not to exceed one week. | 汽车 |
2017-17/0060/en_head.json.gz/8913 | Your dashboard is lying to you
Thu Feb 28th, 2013 7:05pmBusiness By Tom Krisher Associated Press
DETROIT — The speedometer on the Toyota Yaris says the economy car can go 140 miles per hour.
In reality, the Yaris’ 106-horsepower engine and automatic transmission can’t push it any faster than 109.
So why do the Yaris — and most other cars sold in the U.S. — have speedometers that show top speeds they can’t possibly reach?
The answer has deep roots in an American culture that loves the rush of driving fast. The automakers’ marketing departments are happy to give people the illusion that their family car can travel at speeds rivaling a NASCAR racer. And companies often use one speedometer type in various models across the world, saving them money.
But critics say the ever-higher numbers are misleading. Some warn they create a safety concern, daring drivers to push past freeway speed limits that are 65 to 75 mph in most states.
“You reach a point where it becomes ridiculous,” says Larry Dominique, a former Nissan product chief who now is executive vice president of the TrueCar.com auto pricing website. “Eighty percent plus of the cars on the road are not designed for and will not go over 110 mph.”
Last year, speedometer top speeds for new versions of the mainstream Ford Fusion and Chevrolet Malibu were increased from 120 or 140 mph to 160, which approaches speeds on some NASCAR tracks. The speedometer on the Honda Accord already topped out at 160. All are midsize family haulers, the most popular segment of the U.S. auto market, and like most new cars, have top speeds that seldom exceed 120 mph.
The Yaris got its 140 mph speedometer in a redesign for the 2012 model year, giving it the same top reading as the original 1953 Chevrolet Corvette sports car. Even the new Nissan Sentra compact has a 160 mph speedometer.
There are several explanations for the speedometers.
When people are comparison shopping, cars with higher speedometer readings appear to be sportier, and buyers favor them even though they have no intention of driving over 100. “People really want to see higher numbers,” said Fawaz Baltaji, a business development manager for Yazaki North America, a large supplier of speedometers for auto companies. “It is indicative of a more powerful engine. There’s a marketing pitch to it.”
Although cars with high-horsepower engines can come close to the top speedometer speeds, most are limited by engine control computers. That’s because the tires can overheat and fail at higher speeds. Tires now common on mainstream cars often can’t go above 130 mph or they could fail. Many tires, especially on older models, have speed limits as low as 112. But that’s still faster than most people will ever drive.
Automakers, in a push to cut costs, now sell the same cars worldwide and use the same speedometers in different cars all over the world. In China and Europe, governments require that the top number on speedometers be higher than a car’s top speed. Cars sold in Europe, for instance, have faster top speeds than those sold elsewhere because they can be driven over 150 mph on sections of Germany’s Autobahn. So to sell the same car or speedometer globally, the numbers have to be higher, said Kurt Tesnow, who’s in charge of speedometer and instrument clusters for General Motors.
Also, some mainstream cars have some souped-up cousins that go faster and need higher speedometer numbers. A Chevy Malibu with a 2-liter turbocharged engine, for instance, can go 155 mph, far higher than the mainstream version. The little Toyota Yaris gets its speedometer from another Toyota model that’s sold in other countries. “It’s not that each speedometer is designed for that specific vehicle,” said Greg Thome, a company spokesman.
Lastly, research has found that most people like the needle to hit highway speeds at the top of the speedometer’s circle, said Yazaki’s Baltaji. So the common freeway cruising speed of 70 to 80 mph is right in the middle on a 160 mph speedometer, he said.
The rising speedometer numbers aren’t surprising to Joan Claybrook, the top federal auto safety regulator under President Jimmy Carter. She’s been fighting the escalation for years and says it encourages drivers — especially younger ones — to drive too fast. During her tenure, she briefly got speedometer numbers lowered.
“They think that speed sells,” she said of automakers. “People buy these cars because they want to go fast.”
For years, most speedometers topped out at 120 — even though that was 50 mph over the limit in most states. Then, in 1980, Claybrook, who ran the National Highway Traffic Safety Administration, limited speedometers to 85 mph, even though cars could go much faster.
The move, designed to end the temptation to push cars to their limits, drew outrage from gearheads nationwide. Some automakers got around the rule by ending the numbers at 85 but leaving lines beyond that to show higher speeds. The government also forced automakers to highlight 55 mph, which at the time was the fuel-saving national speed limit.
The limit was short-lived, overturned two years later by President Ronald Reagan, who campaigned on a pledge to end onerous government regulations. Cars with 85 mph speedometers lingered for several years until they were redesigned and the maximum speeds for most returned to 120. | 汽车 |
2017-17/0060/en_head.json.gz/9302 | Coke plant new home for Harleys
By Lee Howard Day Staff Writer
Mike's Famous Harley-Davidson finally will be motoring to the New London side of the Thames River.The motorcycle sales and service operator, which previously had unsuccessfully sought to open a location in East Lyme, and at one time considered another site on Crystal Avenue in New London, closed on a $550,000 deal last month to purchase the former Coca-Cola bottling plant at 951 Bank St. The dealership will be one of the largest in the Northeast when it opens in December.Mike Schwartz, owner of the Delaware-based motorcycle business, said Friday that the massive 55,000-square-foot building he is in the middle of renovating will be his business headquarters. The Bank Street site more than quadruples the size of his current location at 1416 Gold Star Highway in Groton, which will be winding down operations, he said."It's an incredible building," Schwartz said during an hourlong tour of the rambling structure on a nearly 5-acre site. "The attractiveness of the building was the grittiness of the warehouse."Schwartz said he will incorporate much of the building's current features, including tongue-and-groove ceilings, warehouse-style windows and steel trusses, into the design of his new Harley-Davidson showroom. Redoing the floors and installing new lighting will be a major part of re-imagining the space as a vibrant retail establishment, he said."This building is the perfect backdrop for the products that we sell," he said.Schwartz said he started looking at the 1938 landmark building last spring, but couldn't close on the deal with the Coca-Cola Bottling Co. of Southeastern New England until he had all approvals in place.The building, with its distinctive curve, served as a bottling operation for more than half a century before being converted into a distribution center in 2003. Coca-Cola Bottling moved out of the building three years ago when it opened a new 74,000-square-foot sales and distribution center in Waterford.Schwartz said the building has enough space for an expansive showroom to display more than 200 motorcycles, along with all-terrain vehicles and watercraft. It also will allow for a drive-in service and parts operation while providing space for storage as well."It's always been the goal to find the right location for the business," Schwartz said. "It's been a challenge."He bought the former New London County Motorcycle Sales in Groton in 2004 and the following year proposed a large Harley-Davidson dealership on Industrial Park Road in East Lyme, where Bob's Discount Furniture is now located. But local opposition eventually killed the plans.He then had a brief flirtation with a site on Crystal Avenue, but eventually dropped the idea.On Bank Street, he is working with Groton-based civil engineer Clint Brown of DeCesare-Bentley Engineers, Carlin Construction Co. of New London and Point One Architects in Old Lyme to design a space that will be flexible enough for a wide range of activities, including public and private events."We have this very short window to get it right," said Sabrina Foulke of Point One Architects, who is helping coordinate the project.Schwartz said the idea is to highlight the building's inherent beauty and use found objects on site and reclaimed materials elsewhere to create an interesting ambiance. Lumber, brick and even corrugated metal will make its way into the design, he said, as well as some of the current concrete flooring."It's an iconic building, an iconic brand," Schwartz said. "Coca-Cola and Harley-Davidson are two of the most iconic American brands in the world."Schwartz said New London has been very enthusiastic about the project, and though the business will have residential neighbors, he has not encountered major obstacles along the way to approval.The business could employ as many as 40, Schwartz said, about double the numbers that work in Groton during the warmest months of the year, when motorcycle sales are at their highest."This is a great American city," he said. "I'm very proud of the fact we have an opportunity to take a part of town that has been a little downtrodden and try to inject some life and vibrancy into it."l.howard@theday.com | 汽车 |
2017-17/0060/en_head.json.gz/9760 | Compare All World Energy Outlook Highlights Continued Dominance Of Diesel Powering Global Economies Well Into The Future
International Energy Agency Report Notes Declining Role for Gasoline, Growth for Diesel And Improving Efficiencies in Diesel Consumption WASHINGTON, Nov. 20, 2012 /PRNewswire-USNewswire/ -- The World Energy Outlook (WEO) finds that diesel fuel will remain the "dominant" growth fuel between now and 2035, according to the International Energy Agency (IEA), the author of the November 2012 report. (Logo: http://photos.prnewswire.com/prnh/20120201/MM46474LOGO) "The IEA report findings reinforce the importance of diesel as a fuel and technology well into the future and further highlight the potential for continued gains in diesel energy efficiency around the globe," said Allen Schaeffer, the Executive Director of the Diesel Technology Forum. The IEA's findings are consistent with those of the National Petroleum Council in its recent report "Advancing Technology for America's Transportation Future" for the U.S. Department of Energy. The NPC report stated: "Diesel engines will remain the powertrain of choice for HD vehicles for decades to come because of their power and efficiency. There are, however, opportunities to improve the technology. Significant fuel economy improvements in diesel powered trucks are possible. Indeed, the fuel economy (mpg) for new Class 7&8 HD vehicles, which consume more than 70% of the fuel in the trucking fleet, could be doubled." According to the new IEA report, more than 60 percent of all diesel consumed globally in road transport is consumed by trucks and diesel accounts for more than 90 percent of the total fuel use by trucks. "There is a reason the International Energy Agency, the National Petroleum Council and virtually all U.S. and international energy and transportation analysts predict diesel will remain the dominant energy source for decades to come," Schaeffer said. "The reason diesel powers the overwhelming majority of the nation's commercial trucking, school and transit bus fleets is because of diesel's unmatched combination of availability, safety, energy-efficiency and economical operation and performance compared to all other energy sources. Prev | 汽车 |
2017-17/0060/en_head.json.gz/10574 | Classics returning to Old Town for annual Car Show
The Good Times Car Show is once again scheduled to fill Old Colorado City with shiny cars of all makes, models and years Sunday, Aug. 21.
Up to 400 vehicles will be on display along Colorado Avenue and its side streets between 23rd and 27th streets from 9 a.m. to 3:15 p.m., according to plans by the four event-organizing car clubs - the Colorado Cruizers, the Rocky Mountain Mustangers, the Southern Colorado Mopars and the Modern Mopar Muscle Club of Southern Colorado.
The show is free and open to the public. The avenue will be closed to traffic throughout.
Most typical among the entries are fully restored “classic” cars dating back 30 or more years. Also frequently found are customized engines, body work and paint jobs. In all, the show has 10 categories in which vehicles are judged, including one for rigs that don't fit in the other nine.
Proceeds from the entrance fees (after expenses) will go again to Canine Companions, a national nonprofit that provides trained dogs for people with disabilities. | 汽车 |
2017-17/0060/en_head.json.gz/10727 | Rolls-Royce apprenticeship applications close on Monday
Sophie Moore, an assembly apprentice, at Rolls-Royce Motor Cars in Goodwood, West Sussex. The firm has announced its largest apprentice drive ever for 2017. Pic submitted by Rolls-Royce Motor Cars
Potential apprenticeship candidates at Rolls-Royce Motor Cars have until Monday, March 13 to apply for a scheme.
Rolls-Royce Motor Cars, based at Goodwood, recently announced that a record number of places are available for the company’s 2017 apprenticeship programme. Since the programme was launched in 2006, numbers have progressively increased, with 2017 offering a record 20 candidates the opportunity to join the team at the home of Rolls-Royce in Goodwood.
The Rolls-Royce Motor Cars apprenticeship programme provides 16 to 24 year olds with the opportunity to learn and develop skills at the home of the world’s leading luxury manufacturer. The apprenticeships last for up to four years and include college courses that are nationally recognised, alongside on-the-job training at Rolls‑Royce Motor Cars. The programme has been designed in conjunction with several local colleges.Successful applicants will join in August 2017, working alongside specialised crafts people in leather, wood, paint, engineering and assembly roles. Since the launch of the apprenticeship programme in September 2006, more than 100 people have joined. Torsten Müller-Ötvös, CEO of Rolls-Royce Motor Cars, said: “We are committed to developing future talent at Rolls-Royce Motor Cars and I am especially pleased that we will welcome a record number of new apprentices to the business in 2017. “The development of artisanal craft skills at our centre of excellence, here in West Sussex, has been a hallmark of the first successful chapter in the renaissance of Rolls-Royce Motor Cars. “I look forward to welcoming the next generation of talented craftspeople to the home of Rolls-Royce in the Summer.”In addition to the Apprenticeship Programme, around 100 university students were employed with the company in 2016 on industrial placements, ranging in duration from six to 12 months. Rolls‑Royce Motor Cars is currently recruiting for positions in 2017. The company also runs a successful graduate programme, with new positions made available each year.Potential candidates for all Rolls-Royce Motor Cars positions should apply online here by Monday, March 13.Don’t miss out on all the latest breaking news where you live.Here are four ways you can be sure you’ll be amongst the first to know what’s going on.1) Make our website your homepage 2) Like our Facebook page 3) Follow us on Twitter4) Register with us by clicking on ‘sign in’ (top right corner). You can then receive our daily newsletter AND add your point of view to stories that you read here.And do share with your family and friends - so they don’t miss out!Always the first with your local news.Be part of it. | 汽车 |
2017-17/0060/en_head.json.gz/10804 | Firms/companies > M > Mercedes Benz India
labels: Cars
Mercedes-Benz on a roll in India: registers 47 per cent growth in its best year yet news
Reading about the perils of the American Big Three of Automobiles, one would undoubtedly feel it's a bad time to be in the business. That is, until one glances through the sales figures of Mercedes-Benz in India. Even as auto sales plummet worldwide, with even Indian companies witnessing a dimmer Diwali than usual, the German luxury carmaker is having its best year in 11 years of existence in India. The company has notched up a whopping 47-per cent increase in sales till October this year as compared to the corresponding period in 2007. In terms of cars sold, 3141 vehicles have moved, against 2491 sold before October last year. Out of the firm's total sales in India, the northern and western region amounted for 40 per cent and 30 per cent respectively, while the share of the country's southern part was assessed at 27 per cent, with the east contributing a mere 3 per cent. Mercedes-Benz is also seeing a larger market for commercial use of its cars in India. While such sales used to account for 2-3 per cent two years back, this year the company has seen it growing to 10 per cent. All these figures were released to the press on Saturday by a delighted Mercedes-Benz India Director (sales and marketing) Sanjiv Sahajwala. He was in Kolkata on account of a two-day exhibition to roll out the AMG model and help build the brand in the Eastern region. ''There has been no slowdown in sales even in September when we sold 350 cars. We don't anticipate bad sales in the next two months as well. This is due to several measures taken to enhance sales,'' he said. These include providing one-year additional service warranty, a differential pricing scheme for bulk purchases and evolving the commercial market for Mercedes-Benz cars in India. Ruling out any slump in the automobile sector in the wake of global economic slowdown, the director said the rising demand had necessitated the company to shift its plant from Chikhali to Chakan area in Pune by the first quarter of 2009. ''The plant at Chakan near Pune, sprawled over 100 acres, will command a capacity of 5,000 units per year, while our existing plant in Chikhali, with an output capacity of 3,000 vehicles per year, is built over a land area of 20 acres,'' he elaborated. He also said that the weakening rupee against euro has increased the import costs for the company. ''The exchange rate is fluctuating as it's with the dollar. While components of S-Class, E-Class and C-Class cars are imported from Germany and assembled here, for most others it is imported as completely built units. We absorb most of these increased costs and pass on some to consumers. But we will not hike prices till December and review the situation next year,'' he asserted.
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Mercedes-Benz on a roll in India: registers 47 per cent growth in its best year yet | 汽车 |
2017-17/0060/en_head.json.gz/10807 | Bentley EXP 12 Speed 6e Concept Defines New Segment: The Luxury Electric Vehicle
Bentley Motors has revealed the new EXP 12 Speed 6e Concept at the 2017 Geneva International Motor Show, sharing its ambition to define the electric luxury segment. For more information about this new concept contact us at Al Habtoor Motors.
Wolfgang Dürheimer, chairman and chief executive of Bentley Motors, said:
“The EXP 12 Speed 6e is a concept to show that Bentley is defining electric motoring in the luxury sector, with the appropriate technology, high quality materials and refinement levels you’d expect from a true Bentley. This concept enables us to engage with luxury customers and gather feedback on our approach.
“Bentley is committed to offering an electric model in its future portfolio and we are interested to receive feedback on this concept,” Dürheimer concluded.
The Electric Vision
In the EXP 12 Speed 6e concept, renowned Bentley characteristics such as the effortless surge of torque and grand touring range are combined with new high performance technology such as rapid inductive charging and state-of-the-art on board concierge-style services for an effortless ownership experience.
A fusion of cutting-edge technology and beautiful materials is evident right throughout EXP 12 Speed 6e’s cabin: the entire central tunnel is hewn from a solid piece of elegantly curved glass encompassing a high-definition OLED screen. All of the car’s principle on-board controls are accessible from here, including navigation, entertainment and climate control.
Bentley’s vision is for customers to benefit from high-speed inductive charging and provide a range sufficient for grand touring requirements. An electric Bentley would be able to drive between London and Paris or Milan and Monaco on a single charge, and the on-board experience will be enhanced for both driver and passenger thanks to the integration of state-of-the-art technology.
The car’s intelligent infotainment system is the central ‘brain’ to access many real world services using connected-car Apps.
Exterior and Interior Details
The exterior design is an expression of muscular, athletic surfaces inspired by contemporary architecture, the natural world and the aerodynamic shapes of aircraft fuselages. It represents a natural evolution of Bentley’s Design DNA, taking the famous powerline and haunch to new levels of drama and tension. The iconic Bentley mesh grille features a complex 3D geometry and smoked finish with copper highlights that identify the Bentley EXP 12 Speed 6e as a fully electric vehicle. When the car is running the ‘6e’ logo illuminates in a striking, vibrant white.
The wing mirrors – which are cameras rather than traditional reflective glass – are exceptionally sleek and were inspired by the fuselage sculptural form that inspires the whole concept car. Handmade, cut-glass sections on the steering wheel contain the controls for media, communications, navigation and car set-up. There are also two buttons featured at the top of the cut-away steering wheel, one offering an instant performance boost and the other the ability to limit speed where desired. The passenger, meanwhile, has their own control panel on the front fascia with access to social media, email and entertainment. Exquisite copper elements are integrated into the concept’s cabin.
A Commitment to an Electric Future
Bentley believes that the concept will open discussions with luxury car buyers of the future, to understand the desired expectations from a future electric luxury car ownership experience.
The Bentley electric car strategy includes the introduction of PHEV models across the Bentley model range over the next few years, starting with the Bentayga in 2018.
To speak to us about EXP 12 Speed 6e or to enquire about our Bentley car range please contact us on at Al Habtoor Motors on +971 (0)4 305 8999. | 汽车 |
2017-17/0060/en_head.json.gz/11142 | * Car of the Week: 1935 Ford
By: admin | April 22, 2010
By Brian Earnest
Bill Burns chuckles a bit when he thinks back to his father Gilford’s “tinkering” tendencies. In some ways, the senior Burns was a bit of a closet customizer, adding unique and subtle details that certainly weren’t “factory issue” to his stately, buttoned-down 1935 Ford Deluxe Tudor.
Bill just figures his old man loved his gray Ford so much, he couldn’t resist giving it a few tweeks and do-dads that made it different from any other car on the road. Either way, the unique old Ford has been a beloved member of the family since the day Bill’s dad got it new as a going-off-to-college gift 73 years ago. The elder Burns died 48 years ago, but thanks to his son’s undying affection for the car, the venerable Ford has never looked better — well, at least not for a long time.
“The car was originally purchased by my dad — given to him new when he went to college,” recalled Burns, a resident of Brownsville, Texas. “It was his personal vehicle his entire life, and he died in ’61. He and my mom dated in the car. My brother and I dated in the car … The car has quite a family history to it.
“Dave loved that automobile … I mean, he drove it from 1935 to 1961. He loved the car, and that’s why we kept it.”
One of the reasons Gilford loved his Ford was because of all the fun little things he was able to do to the car, thanks to his fondness for gadgetry and his job as an instrument technician for Pan American Airways. Some old Fords from that era got flames and scallops, some went without fenders or hoods. Gilford Burns’ car cruised around with various airplane parts bolted all over it.
“Pan American Airways, during World War II, they had an instrument repair shop, and they sent airplane instruments there to get fixed,” Bill said. Gilford ran the shop, and “would occasionally modify something and put in on the ’35 Ford,” according to Bill. “Instrumentation, spark plugs, a water injecting system for the carburetor … I could go on and on. It had some rather unique features on it.
“The car didn’t need ’em, but he was just dealing with these instruments and he loved that car and just had to put something on it… He had altimeters and, of course, temperature gauges and pressure gauges…”
“He latched onto a couple of aircraft landing lights that were about the size of the fog lights that were on the Deluxe model Fords. Well, we used to travel in Mexico for weeks at a time when I was a kid. If you ever travel down there, you know the roads aren’t normal, and if you meet a truck down there on the road, they’re not gonna dim (their high-beams). Well, man, I’ll tell you, those lights lit up the countryside. Those truck drivers would be hustling to get their lights dimmed.”
Most of the changes of the aeronautical variety were cosmetic, but not all of them. Bill found out the hard way it was best to be careful with the oversized airplane spark plugs his dad decided to use as an experiment. “Those spark plugs were really long — they probably stuck up twice as high as regular plugs,” he said. “That car had one whale of a spark, I wanna tell you. I was helping him one night in the garage and I bumped into one of those things, and it knocked me halfway across the floor!”
Oversized plugs and headlights that you could see from space were clearly not standard equipment on the 1935 Deluxes, but the mildly restyled Fords did have their share of accessories and refinements that year.
Ford claimed “Greater Beauty, Greater Comfort, and Greater Safety” for 1935. The narrower radiator grille lost its sharply veed base and four horizontal bars helped accentuate the 1935 model’s new lower and more streamlined appearance. The fender outlines were much more rounded and the side hood louvers received three horizontal bright stripes. In profile, the Ford windshield was seen more sharply sloped than previously. The parking lamps became integrated with the headlights and the headlamp shells were painted body color. For the first time, Ford offered a built-in trunk for its Tudor and Fordor models, and all Fords had front-hinged doors front and rear.
Deluxe Fords had a set of horizontal bars running down the center section of the dash. External distinctions included bright windshield and grille trim work on the Deluxe models, and dual exposed horns with twin tail lamps in back. A convertible sedan was new, and the Victoria model was discontinued.
The engine was the 221-cid L-head V-8, which produced 85 hp at 3,800 rpm. Alas, the engine in Burns’ car was damaged by what Bill termed a “rare freeze” during winter and replaced with a “a late-’30s ‘85.’”
The cars rode on a 112-inch wheelbase with 6.00 x 16 tires. A sliding-gear, manual-floor-shift transmission was standard on the ’35s.
“In the mid to late-’50s, when I was a teenager, I used to drive the car a lot and it had an 85-hp V-8 in it, and I’d drag race that thing,” Bill said.
“Of course, Dad would have killed me, but it really got up and went.”
Wire wheels could wear optional whitewall tires. Other options included a radio, antenna, heater, cigar lighter, clock, seat covers, spotlight, dual windshield wipers, greyhound radiator ornament, luggage rack and a banjo-type steering wheel.
Ford was the nation’s top-selling car maker for 1935 and offered five different Standard body styles and 10 different Deluxe models. The Burns’ car was one of 87,336 of the Tudor trunk sedans built, making it the third-most popular car in the 15-car lineup.
When Bill got the car following his father’s passing, he knew he’d eventually give it a loving and well-deserved restoration, but the process wound up taking longer than he planned. “I took it down basically to the frame and I started over with it, but I got transferred for my job every two or three years and it took a long time to get the thing finished up… I’ve lived in various places around the country. We moved a lot, and all these companies I went to work for, my main stipulation was, ‘If you want me, then the car is coming, too.’ For so long, the car was in various stages of restoration during all these moves. There was probably more money spent on it moving than the car was ever worth.”
Bill finally finished his restoration in early 1980s, preserving as many of his father’s airplane modifications as he could.
The transmission and rear end are original. The underside and body panels were sand blasted and painted with zinc chromate and black paint.
Fittingly, the car wound up on display for a number of years in the Confederate Air Force Museum in Brownsville before the family took it back seven or eight years ago — still with only 74,000 miles on the odometer.
Bill has now turned over the keys to the family heirloom Ford to his own son, Greg, who is storing it in southeast Arizona. At this point in the car’s life, it wouldn’t seem right for it to ever leave the family.
“I restored it because of the love my father had for it,” Bill says. “And it got me started in antique cars. I’ve had two Corvettes and T-bird and few other things … I’ve had my toys, and this car was his toy.”
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TAGS Ford
RELATED POSTSShelby GT350 Mustang owners file new class-action lawsuit against FordSnakebittenThunderbird Appreciation Day set May 21Bonhams’ ‘Preserving the Automobile’ auctionIconic machines lined up for Mecum Monterey | 汽车 |
2017-17/0060/en_head.json.gz/11271 | Ironman Offroad Racing gameplay video loading, please wait...
Ironman Offroad Racing
(ivan iron man stewart's super off road)
RacingRallyOff roadOther competitions
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Short-lived but fun driving game
This arcade-style racer is highly reminiscent of Super Sprint and other classic driving games, and while it is certainly fun for a while, its lack of depth or sophistication soon become apparent and the enjoyment dries out pretty quickly. While it lasts however, it's a cracking little game. The game takes an isometric viewpoint and while some may find this odd, it actually works pretty well as it does allow the whole track to be visible at all times. Racers are pitted against several competitors and must take to their off-road trucks in a series of increasingly difficult courses, with the overall aim of earning the most amount of money in the season. In what was actually a highly innovative feature at the time, but is now fairly standard, trucks can be upgraded to improve their performance and while this is a nice feature, it doesn't really seem to add that much. There's not a lot else to the game and this lack of variety does hurt its appeal. While graphics are simple but pleasing, the sound is distinctly minimal, with a complete absence of effects. A bigger problem however, is the lack of tracks and their generally fairly average design. The game is suitably fast-paced, with a great sense of fun, but ultimately it's too thin to provide any lasting appeal. For better non-serious driving games, check out the Micro Machines series. Jackie Lane
Good graphics, weird gameplay
This off-road racing game is very fun to play and enjoyable, but there are a few things that I really have to object on. Firstly, I really don't like the isometric, third person point of view of the game. While that decision is justified since that way you can see the whole track at once and since its an old game it would mean more work to make a top down view game or even a game that plays from the first person perspective, the game would be a lot better if that feature were installed. Next, there is almost no variety to the game. There are too few tracks and they are not that good in design and detail. What I can compliment the game on is the great graphics and animation. The game plays very smoothly and the graphics are clear and colorful. The gameplay is nice enough and I can't say I haven't had my share of fun, but I think that the game really could have been better. If you want a great offroad racing game, try Big Red Racing. You'll have a blast.
HrvojeC
Network Q Rac Rally
Racing, 1993
Test Drive Off Road
SODA Off-Road Racing
4x4 Offroad racing
Offroad (2001)
Master Rallye | 汽车 |
2017-17/0060/en_head.json.gz/11422 | "1.5 Millionth" Corvette recovered from sinkhole
Posted: Thu 10:21 AM, Apr 03, 2014
BOWLING GREEN, Ky. (WKYT) - In less than a week, the 1.5 Millionth Corvette has gone from location unknown to being dug out from the depths of the sinkhole, regaining its status as a display car in the National Corvette Museum on Thursday. While methods of probing the mounds of dirt in the sinkhole and the use of metal detectors were unsuccessful in finding the milestone Corvette, it was the retrieval process of the Spyder that yielded signs of the first of the two missing cars. "We had no idea where it was, we just happened upon it," Mike Murphy, CEO of Scott, Murphy and Daniel Construction said. Upon the removal of the Spyder, the team began working to free the 1.5 Millionth. Initial attempts to pull the car free were to no avail as a large rock appeared to be wedging the rear of the car in the dirt.
"Originally, we thought we had to remove the boulder itself to free the vehicle," said Zach Massey, Project Manager with Scott, Murphy and Daniel Construction, "But we were able to free the 1.5 without addressing the boulder as it turned out it was not directly resting on the car, which was a great advantage to us."
Wednesday afternoon the team was able to successfully free the car, with final removal from the sinkhole taking place Thursday morning. "While the car appears to be in really rough condition, most of the major components are still there and provides a great base to work off of," said Adam Boca of the NCM Insurance Agency and a member of the Museum's Display Committee.
The National Corvette Museum was given the opportunity to purchase the milestone car brand new to preserve its place in history. It was built in Bowling Green, KY on May 28, 2009 and is a white convertible with red interior, a small nod to the first 300 Corvettes built in 1953 in Flint, MI - all being white convertibles with red interiors. The 1.5 Millionth is fully loaded with the 3LT Preferred Equipment Group, Z51 Performance Package, Dual Mode Performance Exhaust, Navigation, 6-Speed Automatic Transmission with Paddle Shift and has a 6.2L V8 engine boasting 430 hp. The final Corvette to be removed is the 2001 Z06 with Mallett Hammer conversion.
"The rest of the day will be spent probing and excavating the area to find any signs of the Mallett Hammer," said Murphy.
The "sinkhole Corvettes" will come together for a special display in the Museum's Exhibit Hall through August 3, after which time they will be moved into the restored Skydome where they will remain on display, as-is, through the Museum's 20th Anniversary Event August 27-30, 2014. | 汽车 |
2017-17/0060/en_head.json.gz/11947 | Porsche Boxster Spyder : 2016
Debuted at the 2015 New York International Auto Show.
3.8-liter six-cylinder
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Porsche is beginning the 2015 convertible season by celebrating the world premiere of the new Boxster Spyder.
2016 Porsche Boxster Spyder.
This purist sports car will make its debut at the New York International Auto Show. The new top model in the open two-seater series retains the independent character of the previous Spyder, which has already attained cult status. For example, the classic fabric roof is still opened and closed by hand, and the sports car is only available with a manual transmission. As a true original roadster, the Boxster Spyder offers a traditional sports-car driving experience but with contemporary performance. This means a firm sports suspension with a 20-mm lower ride height, brakes taken from the 911 Carrera, more direct steering, and a 3.8-liter six-cylinder engine with an output of 375 hp (276 kW). Drivers and passengers can thus look forward to a genuine sports-car experience with outstanding driving dynamics in the lightest yet most powerful Boxster there is. It only takes around 4.5 seconds for the Boxster Spyder to sprint from 0 to 100 km/h; the model’s top speed is 290 km/h. NEDC overall fuel consumption amounts to 9.9 l/100 km. The distinctive design of the Boxster Spyder includes stylistic elements that recall the legendary sports and race cars from Porsche. For example, as a tribute to the 718 Spyder from the 1960s, the new Boxster Spyder has two prominent streamlined bulges that extend down along the long rear lid behind the headrests. The partially manually operated, lightweight top is suitable for everyday use and brings to mind roadsters from the past, while the fins that stretch back to the rear lend the vehicle’s silhouette its characteristic design. The front and rear end of the model were taken from the Cayman GT4.
More so than in any other Boxster, the interior of the new top model creates an atmosphere that elicits a feeling of pure driving pleasure. The driver and passenger sit in light sports bucket seats with large side supports, while the new steering wheel with a diameter of 360 mm helps ensure the mid-engine roadster can be driven precisely and with great agility.
In line with the model’s purist design neither a radio nor an air conditioner is included as standard equipment in order to reduce weight. However, both can be ordered ex-factory as optional equipment at no extra cost. In addition, the entire range of Boxster audio systems is available for customers to choose from as an option. The Porsche Communication Management (PCM) system with all of its special features can also be ordered as optional equipment, for example.
The new Boxster Spyder will be launched on the market in July and can already be ordered at dealerships. Prices in Germany start at 79,945 Euro(including sales tax and country-specific equipment features).
2016 Porsche Boxster Spyder interior. | 汽车 |
2017-17/0060/en_head.json.gz/12176 | Showing The Glacial Pace Of CNG Fueling, 4 CNG Stations In West Virginia Move Forward
Four gas fueling stations are being built on I-79 in West Virginia, and, unfortunately, that is very much news.
http://www.statejournal.com/story/20602295/charleston-to-mt-morris-pa-cng-fueling-corridor-announced. I say unfortunately it's news, because the pace of deploying gas fueling infrastructure across the nation is glacial. In the sixth year of a national shale gas boom, about 0.1% or one in a thousand vehicles on the road run on gas in the USA. Though we have the gas, CNG transportation in America remains well behind adoption in Italy and other countries. The fact is the US motoring public will not switch in significant numbers from expensive, dirty oil to cheaper, cleaner gas for transportation, unless and until a comprehensive alternative fueling infrastructure exists. Four more CNG stations in West Virginia is a baby step and comes when the nation should be taking giant leaps forward to roll out CNG fueling and electricity charging stations from Philadelphia to Los Angeles.
Indeed, Pennsylvania should be a leader in creating that alternative fueling infrastructure but it's not a leader at all in doing so. In fact, the Commonwealth is even falling behind West Virginia and other states. | 汽车 |
2017-17/0060/en_head.json.gz/12479 | in Auto |
by D. Baluyot |
Melkus was a marque of single seat racing cars and sport cars founded by the race driver Heinz Melkus in Dresden in East Germany. The company existed between 1959 and 1986. The cars used engines from Wartburgs and much of the other parts came from Wartburgs and Trabants. The racing cars competed in Formula III, Formula Junior and Formula E. The only road going car the company produced was the Melkus RS1000. It was a sleek sports car powered by a tuned mid-mounted Wartburg 3-cylinder 2-stroke engine.
Melkus is due to release their RS 2000 sports car that will go on sale in November with annual production limited to 25 units. This new edition will have an aerodynamic body which draws inspiration from the classic Melkus RS 1000. Like the RS1000, the new RS 2000 features gullwing doors which have been specially engineered to swing out only a few centimeters to enable entry and exit in tight spaces. To reduce drag and improve downforce, Melkus RS2000 will sport a completely closed underbody, a large front lip spoiler, and a rear diffuser. Designed by Lutz Fügener and Jens Timmich, this new model follows the lightweight philosophy launched by company founder Heinz Melkus. The RS 2000 weighs less than 1,000 pounds (454kg) thanks to the aluminum chassis which is wrapped in a body constructed from carbon fiber. More info and images after the jump. http://www.worldcarfans.com/9090324.004/melkus-rs2000-final-design-and-details-released
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2017-17/0060/en_head.json.gz/12685 | Clive Skilton
Member inducted 2006
Clive began his drag racing career in 1967, and won the Street Eliminator class at the Santa Pod Big Go driving an E Type Jag. In 1968 Clive took over the driving of the Famous Allard dragster setting a new speed record of 163 mph at the Easter meeting.In 1969 Clive débuted a new look car with a top mounted blower in Sweden and also became the first European to run a seven second pass at an NDRC event at Elvington. The Santa Pod Easter meeting in 1971 saw another new car called Second Revolution and Clive became the first person in the UK to run 200 mph, 1972 was the year Clive ran the UK's first rear engined Top Fuel car Revolution 3 and the year also saw the first side by side race in the UK Clive was running alongside? Who else but his arch rival Dennis Priddle.Along with Dennis Priddle, Clive entered the 1973 Winternationals at Pomona, qualified on the bump spot and returned to the UK with the ex-Kuhl and Olson Top Fuel car which was unfortunately badly damaged in a crash at Santa Pod. Like Dennis Priddle, Clive moved into Funny Cars and in 1975 he ran a Vauxhall-bodied car running his first Funny Car six later in the year at Snetterton and again, as in Top Fuel, he had many battles on the track with Dennis Priddle.At the Easter meeting at Santa Pod in 1976 Clive was back in a Top Fuel car and won the event which featured the legendary Don Garlits amongst its entries.Clive moved to the USA at the end 1976 season and raced on the US circuit with some success. He now runs one of the largest Chrysler dealerships in the US.Clive was one of the top racers in the UK in the 1960s and 1970s. He also promoted events and raced in the USA and is one of the first people mentioned when you talk about drag racing from this era. | 汽车 |
2017-17/0060/en_head.json.gz/12795 | Update: 2010 Toyota Prius Gets Road Tested, Achieves 52.2 MPG
Edmunds test drives the new Prius
Toyota is just now finally getting some stiff competition in the hybrid market after holding on to the "High MPG Crown" for quite some time. On the lower end, the Prius is being assaulted by Honda's relatively affordable second generation Insight which starts below $20,000. That vehicle is rated at 40 MPG/43 MPG (city/highway).
On the other end of the spectrum, Ford's $27,270 Fusion Hybrid brings more conventional styling to the table and a vastly improved driving experience compared to the appliance-like Prius. In addition, the Fusion Hybrid still manages to maintain EPA ratings of 41 MPG/36 MPG (city/highway), although Autoblog editors were able to extract 43 MPG combined from their test vehicle.
With the stakes in the hybrid market getting higher, Toyota is ready to dazzle with its third-generation Prius. We first got a glimpse of the new model back in mid-October and the Toyota official announced the new Prius at the Detroit Auto Show in early January. Now, Edmunds has gotten a chance to fully track test the model ahead of its scheduled rollout for American consumers.
First and foremost, Toyota should be able to consolidate costs a bit with the new Prius as it no longer rides on its own platform. Instead, the vehicle is based on the current MC platform that underpins the Toyota Corolla, Matrix, and Scion xB -- presumably, the MC platform will also be used for the upcoming Lexus HS 250h hybrid sedan.
Toyota also addressed both power and NVH (noise, vibration, and harshness) with the upgrade to a larger 1.8-liter four-cylinder engine (up from the 1.5-liter unit used in the previous model). The new engine not only allowed Toyota to improve the Prius' acceleration and increase fuel economy, but it also reduces the cacophony inside the cabin when the gasoline engine is running. Other improvements include a smoother ride, more natural steering and brake feel, and an even more advanced set of features and options. The Prius can now be equipped with such features as solar panels on the roof to power the A/C system and a self-parking system for those that either can't be bothered with or are inept at parallel parking.
Most importantly, the new Prius definitely puts up impressive numbers when it comes to fuel economy. The new vehicle is rated a 50 MPG combined (city + highway). However, Edmunds was able to achieve 52.2 MPG combined during 115 miles of driving with 60% weighted towards highway miles. Edmunds figures that the numbers would creep up a few more MPG if the percentages were reversed seeing as how the Prius excels in around town situations where the electric motor can handle more of the propulsion duties.
Toyota hasn't yet announced pricing for its third-generation Prius, but expect the new vehicle's base price to hover around or slightly higher than the current $22,000.
Autoblog's road test of the 2010 Prius shows that the vehicle is capable of much more than just 52.2 MPG:
The Prius' chief engineer, Akihiko Otsuka, drove a 33-mile route in and around Napa and averaged 62.9 mpg. During the drive week, he levied a Beat-The-Chief challenge to anyone who wanted to take him on. AutoblogGreen was able to get the in-dash display to read in the mid- to low-70s for most of the route, but the last ten miles on a busy 55-mph road dropped that to 64.5 mpg. Not bad, but only good for a standing near the absolute bottom of the rankings among other journalists. Overall, the best score was 94.6 mpg, although that involved some less-than-real-world driving behaviors and conditions. The best "honest" score was 75.3 mpg. In all, about half of the journalists were able to get over 70 mpg, while the rest, save two, were able to get more than 66 mpg.
2010 Honda Insight Hybrid Priced from $19,800
2010 Toyota Prius Officially Unveiled
Lexus Brings Its First Dedicated Hybrid Model to Detroit
Ford Fusion Hybrid EPA Rated at 41 MPG City, 36 MPG Highway
Ford Fusion Hybrid Cranks Out 43+ MPG in City Testing | 汽车 |
2017-17/0060/en_head.json.gz/13140 | * Avanti Garde: Experimental Studebakers
By: Donald L. Jones | June 8, 2010
These two Avanti-influenced prototypes, a fastback (left) and notchback (right), were built by 1962 for possible production in 1964. The cars were built by Pichon-Parat of Paris, and their Avanti lineage is obvious.
In 1961, just three months after becoming president of the automotive division of Studebaker-Packard Corp., Sherwood H. Egbert had successfully started the transition to an all-new automobile lineup with the hiring of the Brooks Stevens Studio, in addition to the Raymond Loewy/William Snaith Studio, to design new models. Loewy, of course, had presented the initial design for the Avanti, and with that project well underway, he turned his attention to the design of future models to be introduced in the 1964 model year.
At the suggestion of John Ebstein, Loewy again decided to sequester the design team, except this time, he sequestered them in Paris, France. Initially, Raymond Loewy’s design team of Ebstein and Bob Andrews were dispatched to Loewy’s Paris Studio and given the same task as before: design the 1964 Avanti in two- and four-door versions. Tom Kellogg remained in New York to work with Loewy on other aspects of the project.
The first week turned out to be a lost cause, as the French designers currently working in the studio wanted to be involved in the Avanti project and kept making suggestions to Ebstein and Andrews. Also, there was a jukebox constantly blaring Elvis Presley songs in the studio, as his music had recently been discovered by the French. Again, Ebstein asked Loewy for a more appropriate place that gave he and Andrews some solitude and fewer distractions. Tentatively, he suggested Loewy’s hunting camp “La Cense,” located about 40 miles outside of Paris. Loewy agreed, and once there, the situation improved and the actual design work began.
Loewy realized that the real problem in this project was to take a sports car design and transform it into a family sedan. Admittedly, this was a feat that had been tried many times, but never successfully accomplished. To that end, Loewy gave very specific instructions to Andrews and Ebstein, including the dimensions to which they must adhere. These predetermined dimensions were a wheelbase of 113 inches; an overall length of 193 inches; an overall width of 70 inches; and an overall height of 55-3/4 inches over the rear seat. Loewy also dictated that headroom be 36 inches at the front and 35 inches in the rear. He also declared that the track should be 61-1/4 inches in the front and 60-1/4 inches in the rear.
From clay to metal Within six weeks of their arrival in France, two models were produced: One in a notchback style and the other in a fastback style. One-eighth scale clay models were developed of the concepts and taken to New York where Loewy, Ebstein, Andrews and Kellogg “sweetened” them. One side of each the notchback and fastback were fashioned in a two-door configuration while the other side of each concept was made into a four-door configuration. Once completed, the models were cast in plaster, painted and returned to Paris. Back in Paris, Ebstein, prepared a set of slides that projected these models in full size. Egbert, upon seeing both models, immediately approved them as prototypes. Ebstein was designated to return to the United States and bring the plaster models to South Bend for approval by the Studebaker Corp. board of directors. The board gave its approval with little discussion, with the majority of the members leaning toward the notchback car. With that approval came a deadline of April 12, 1962, for a full-metal prototype to be produced by Pichon-Parat of France. The fastback model was scheduled for delivery by October of the same year.
Under the supervision of Ebstein, the notchback was produced by the deadline, shipped to South Bend, trucked to the proving grounds and driven up to Egbert’s home. Although he was critically ill, Egbert got out of bed, went outside and viewed the car. He enthusiastically ordered full-size clay models of both cars to be built and shown to the board, key corporate individuals, dealers and select others. From his bed, Egbert dictated many memos to the engineering department covering such things as new tooling requirements and an all-new suspension with torsion rods.
Egbert’s enthusiasm for these cars was not enough to stop those longtime board members in South Bend from doubting their success. They asked, “sort of foreign, isn’t it?” and “I sincerely doubt that Ford or GM would ever build anything like this.”
Once the clay models arrived, the infighting began. In an effort to satisfy everyone, Ebstein and Kellogg developed a cross between the notchback and the fastback. This fit right in with Studebaker’s tradition of everyone playing designer. In the fall of 1963, both cars were built in fiberglass and fit to experimental chassis. However, sales figures from the spring of 1963 cast doubt on the project, and even Egbert admitted that an all-new car for 1964 was an impossibility. Needless to say, these cars were never put into production, but the steel-bodied prototypes survived.
Lost in the shuffle As the assets of the Studebaker Avanti were sold first to Newman and Altman, then to Blake, then Kelly and then Kelly/Cafaro, these prototypes were included in each sale. When the decision was made to move the Avanti Corp. to Youngstown, Ohio, these prototypes were moved with it, and wound up in the manufacturing facility there. Ultimately, Kelly was bought out and his attempt to remove the prototypes from Youngstown was stopped by Cafaro.
In 1991, the Avanti manufacturing facility in Youngstown was closed and production ceased. To the best knowledge of the author, the prototypes remained there. However, the story is not over, because these refused to go completely forgotten.
The driver’s side of the prototypes are four-doors, which saved expense from creating separate prototypes for two- and four-door prototypes. On the passenger side, the Studebakers were fashioned as two-doors. On the driver’s side, they were fashioned as four-doors. Finding the long-long prototypes Approximately nine months ago, an individual approached me about these prototypes. I told him I knew of them, but thought they had been lost forever with the demise of the New Avanti Corp. in Ohio. He thought he had found them, so I suggested that he take a few pictures and send them to me. Once he did, I almost cried as these were the missing prototypes.
As in many stories, there is a good ending, but to this story, there is a miraculous ending. The cars were purchased, saved and are now in the hands of the Studebaker National Museum, an appropriate place for a significant piece of the final years of the Studebaker Corp.’s Automobile Division.
At present, the Studebaker National Museum has undertaken a quiet fund raising effort to complete the purchase and restoration of these cars. Significant contributors to this effort are the Studebaker Drivers Club (SDC) through its Restoration Fund; the Avanti Owners Association International; and the Keystone Region, Inc. of the SDC, one of the largest chapters within the SDC. In addition to these organizations, individual members of the Keystone Region Inc. have joined in this effort, adding another significant amount to the overall total. Once the museum’s goal is reached, any additional funds contributed to this project will be earmarked for the preservation/conservation needs of the museum’s collection.
If you wish to contribute to this project, please make your check payable to the Studebaker National Museum, designate them to the Avanti Prototype project, and send them to the National Museum in South Bend, Ind. Contributions to the museum are tax-deductible.
LEARN MORE ABOUT STUDEBAKERS: 1. Studebaker: 1956-1966 Standard Statistics Download 2. Studebaker: 1946-1955 Standard Statistics Download 3. Standard Catalog of 1950s Chrysler MORE RESOURCES FOR CAR COLLECTORS FROM OLDCARSWEEKLY.COM
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2017-17/0060/en_head.json.gz/13635 | General Motors Company: The Good, the Bad, and the Ugly
Jul 1st 2014 12:25PM
It's been a bad start to 2014 for General Motors , with shares down 10% since the beginning of the year. Bears suggest there is more downside ahead, while bulls continue to harp that the stock has a low valuation and solid dividend yield. I have been on the bearish to neutral side, simply because I do think there is more downside. However, the market has clearly spoken. The stock price continues to float in the upper-$30 range and has been shaking off recent negative headlines regarding more recalls. This is usually a good sign. So without further ado, let's take a look at the good, the bad, and the ugly. The goodGeneral Motors has some attractive qualities for investors to stay in the name. For starters, the stock trades with a low valuation, at just 7.8 times next year's earnings. Source: General Motors.Of course, it's easy to argue that if the company continues to take more cost charges (which we'll discuss below), then the valuation may not be as attractive, since earnings will be lower. GM also pays out a handsome dividend, with a yield of 3.3%. That's certainly one aspect of the business to like, especially for a company with big cash flows and a payout ratio of just 20%, according to Yahoo! Finance. In other words, it's highly unlikely the dividend will be suspended. Management is another selling point. CEO Mary Barra took over less than one month before the ignition switch cover-up news broke in mid-February. Talk about a welcome party. She has handled the news -- which threw the company into a tailspin of PR nightmares -- quite well.Her feelings toward the situation are obvious, and she appears to truly regret what has happened at the company, even if none of it happened under her watch. I think Barra is a good leader, and one that also cares about the customers' well-being, not just profit. Hopefully her management style will trickle down through the upper levels of management, all the way down to the assembly lines. Finally, sales haven't suffered one bit. In fact, it's been the opposite. With the exception of February, each month since the ignition switch recall announcement has resulted in positive sales gains. In May, the automaker posted a sales increase of 13%! Obviously, consumers don't care about the recalls. The badWhile there are good things going on at General Motors, it's not all roses and sunshine. In addition to the standard costs associated with building and distributing automobiles around the world, GM racked up $2 billion in first-quarter charges. Most of that cost came from the $1.3 billion charge it took in relations to the company's skyrocketing amount of recalls. $400 million came in the form of currency swings in Venezuela -- Ford and countless other large U.S. corporations were also hit -- and $300 million came from restructuring costs. Source: General Motors.While the cost is indeed lower this quarter, General Motors recently announced it is upping its original second-quarter charge of $400 million, to $700 million for the costs associated with the recalls. In the announcement, the automaker also recalled an additional 3.36 million cars, boosting its total to 20 million vehicles recalled globally this year. This is unlikely to be the last recall from General Motors in 2014, and thus, there are likely to be more costs ahead. So far, the company has racked up $2 billion in recalls costs this year, including estimated costs for this quarter. To put this figure in perspective, the company reported a net income of $3.8 billion for all of fiscal 2013. General Motors was also hit with a rather large lawsuit. The claim, which is up to $10 billion, argues that customers' vehicles no longer have as strong of a resale value because of the onslaught of recalls. While $10 billion is a big number, I don't really think we'll see that sort of "justice" handed down to GM, if any. Only time will tell, but it's something investors should keep in mind. The uglyIt may not bother some investors, but I just find it hard to be a buyer of General Motors with the unknown land mines that inevitably lay ahead. There are two major unknown costs that are more than likely to hit General Motors. Source: General Motors.The Department of Justice is almost certainly going to fine GM; the only question is, how much will it cost? Earlier this year, the DOJ fined Toyota Motors $1.2 billion for its cover-up of an unintended acceleration issue. It's unclear whether the fine for General Motors will be less than, equivalent, or more than the fine handed down to Toyota Motors. Furthermore, Barra has indicated the company is working on some sort of victims' compensation plan.Between the two "unidentified land mines," I would be surprised if the total cost was less than $2 billion. Final thoughtsPerhaps investors have priced that bad news in. After all, the stock no longer gets knocked down when the company announces more recalls or higher-cost charges for the quarter. That might be investors' way of saying, "Hey, no big deal. We know." But I don't share the same mind-set. When there is more clarity on "the ugly," then I can start to take a look at General Motors on the long side. Or, if the stock declines to $30-$32, then I'll find it more attractively priced, given its upcoming and unknown costs.Why $30-$32? That's just where I feel comfortable from a risk standpoint. In three years, will shares be higher from today's levels? Probably. But if the stock was to decline another 15% first, we Fools could find a much better place to invest our hard earned dollars -- such as Ford -- until General Motors looks more attractively price.The valuation is attractive, but it can certainly become more attractive if the upcoming news is worse than expected or if there are any more recall costs.Warren Buffett's worst automotive nightmare (Hint: It's not Tesla)A major technological shift is happening in the automotive industry. Most people are skeptical about its impact. Warren Buffett isn't one of them. He recently called it a "real threat" to one of his favorite businesses. An executive at Ford called the technology "fantastic." The beauty for investors is that there is an easy way to invest in this megatrend. Click here to access our exclusive report on this stock.
The article General Motors Company: The Good, the Bad, and the Ugly originally appeared on Fool.com.
Bret Kenwell owns shares of Ford. The Motley Fool recommends Ford and General Motors. The Motley Fool owns shares of Ford. Try any of our Foolish newsletter services free for 30 days. We Fools may not all hold the same opinions, but we all believe that considering a diverse range of insights makes us better investors. The Motley Fool has a disclosure policy.Copyright © 1995 - 2014 The Motley Fool, LLC. All rights reserved. The Motley Fool has a disclosure policy. | 汽车 |
2017-17/0060/en_head.json.gz/13764 | Compare All Penske Automotive Group Completes Redemption Of 3.5% Senior Subordinated Convertible Notes Due 2026
Penske Automotive Group, Inc., (NYSE: PAG), an international automotive retailer, today announced that it has completed the redemption of $63.3 million in outstanding 3.5% Senior Subordinated Convertible Notes due 2026 (the "Notes"). The Company settled the obligation in cash; therefore, no shares were issued in the settlement of the Notes. Commenting on the redemption, Chief Financial Officer David K. Jones said, “The funding of the Notes redemption was completed using available cash and availability under the Company’s existing U.S. credit facility. We are pleased to settle the Notes without diluting current shareholders and we are confident that our current capital structure will allow for continued growth of our business.” ABOUT PENSKE AUTOMOTIVE GROUP Penske Automotive Group, Inc., headquartered in Bloomfield Hills, Michigan, operates 337 retail automotive franchises, representing 41 different brands and 29 collision repair centers. Penske Automotive, which sells new and previously owned vehicles, finance and insurance products and replacement parts, and offers maintenance and repair services on all brands it represents, has 170 franchises in 17 states and Puerto Rico and 167 franchises located outside the United States, primarily in the United Kingdom. Penske Automotive is a member of the Fortune 500 and Russell 2000 and has approximately 16,000 employees. Caution Concerning Forward Looking Statements Statements in this press release may involve forward-looking statements, including forward-looking statements regarding Penske Automotive Group, Inc.'s future sales potential and outlook. Actual results may vary materially because of risks and uncertainties that are difficult to predict. These risks and uncertainties include, among others: economic conditions generally, conditions in the credit markets and changes in interest rates, adverse conditions affecting a particular manufacturer, including the adverse impact to the vehicle and parts supply chain due to natural disasters or other disruptions that interrupt the supply of vehicles or parts to us; changes in consumer credit availability, the outcome of legal and administrative matters, and other factors over which management has limited control. These forward-looking statements should be evaluated together with additional information about Penske Automotive's business, markets, conditions and other uncertainties, which could affect Penske Automotive's future performance. These risks and uncertainties are addressed in Penske Automotive's Form 10-K for the year ended December 31, 2011, and its other filings with the Securities and Exchange Commission ("SEC"). This press release speaks only as of its date, and Penske Automotive disclaims any duty to update the information herein. Prev
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2017-17/0060/en_head.json.gz/13767 | Compare All David Higgins And Subaru Rally Team USA Win The 2013 Rally America National Championship With A Victory At Lake Superior Performance Rally
CHERRY HILL, N.J., Oct. 21, 2013 /PRNewswire/ -- Subaru Rally Team USA's David Higgins and co-driver Craig Drew were crowned the 2013 Rally America National Champions, with a spectacular victory at the Lake Superior Performance Rally (LSPR); the final round of the 2013 Rally America Championship. Higgins entered LSPR locked in an epic season-long battle with rival Ken Block. Block needed a win at LSPR to steal the championship away from Higgins, who had led in points nearly all season. Higgins and Block both drove flat-out at LSPR, with Higgins edging ahead of Block near the mid-point of the rally. After sustaining heavy damage by rolling his car, Block retired, handing Higgins the rally win and more importantly the Championship, his third Rally America Driver's Title in a row. "It was the fastest that we have ever gone," exclaimed Higgins at the podium. "Our Subaru has just been brilliant again. We've enjoyed this weekend and that was really the biggest, most important factor. Sure there was a lot of pressure, but we really went out there to have fun. Rally is a team sport and I'm so proud of the one we have behind us in Vermont SportsCar and Subaru of America. I'm so happy Craig (Drew) and I could step up our game to deliver for the team." The Lake Superior Performance Rally has been running for over thirty years and although the course has changed the challenge has not. The event is widely regarded as the 'oldest, toughest and meanest rally' on the Rally America circuit. Held in far northern reaches of Michigan's Upper Peninsula, the event features highly variable weather with technical tree-lined gravel roads. This year's event featured some slick wet roads as well as some drying roads with better grip on the final day. Higgins and Drew had the best tool for the job; their Vermont SportsCar prepared 2013 Subaru WRX STI rally car. The battle began as expected with Higgins and Block trading stage wins early in the event. Block slipped ahead of Higgins by just 8.6 seconds after Day One's daylight stages. Higgins then attacked on the night stages which were treacherously slick and foggy. With two big stage wins in the darkness, Higgins closed the day with a 13.6 second lead. "It was dark, it was slippery and it was foggy, just like back home (in Wales, UK)! So I knew that was our time to really attack," explained Higgins. Prev | 汽车 |
2017-17/0060/en_head.json.gz/14810 | Responsible Tech
REVOLT: The Segway-maker’s next move Never mind the new deal with GM. Dean Kamen reaches back to an 1800s combustion engine to fire up automotive’s electric future. By
Gregory M. Lamb, Staff Writer for The Christian Science Monitor
Entrepreneur Dean Kamen saw limited success with his stand-up two-wheeler. But his prototype hybrid-electric car, REVOLT, could help third-world villages generate power.
Ann Hermes/The Christian Science Monitor View Caption About video ads
of Manchester, N.H. — General Motors perpetually promises to deliver its Volt electric car. Tesla Motors has the wealthy and trendy anticipating its luxury electric sports car. The Chinese say they will mass produce electric cars to help clean up their choking cities.But none of them is committed to do what Dean Kamen hopes his prototype REVOLT hybrid-electric car will do: Bring electricity to the 1.6 billion people who still live without it.Mr. Kamen, an inventor and entrepreneur perhaps best known for the two-wheel Segway Human Transporter, doesn’t want to get into the car business himself. He just wants to see the Stirling engine that helps power the REVOLT be mass produced for vehicles. That would drive down the price, he says, and allow it to be cost-effective in another role: as a miniature electric plant for villages in the developing world.
A Stirling can run on just about anything that creates heat, from gasoline, kerosene, and ethanol, to natural gas, propane, hydrogen, and, yes, the methane given off by animal manure.
REVOLT: The Segway-maker’s next move
In a recent test, two villages in Bangladesh ran Stirling engines to create electricity for 24 weeks – using only cow dung for fuel. “We’re pretty excited about that,” Kamen says.“The little engine that could,” as Kamen calls the Stirling, was invented in 1816 by Scottish clergyman Robert Stirling. He found that alternately heating and cooling gases in a closed system could create power to do work, such as drive a piston. But steam engines soon became far superior in producing power for large applications, such as railway locomotives. Later, the diesel and gasoline internal combustion engines proved superior for mid-sized jobs, such as cars and trucks. And in the 20th century, the jet engine combined tremendous thrust and relatively light weight to rule the skies.So the Stirling was mostly forgotten, even though its simple concept is “elegant, it’s brilliant,” Kamen says. But its time to shine might be now. All-electric cars still suffer from wimpy batteries that limit driving range and refuel slowly. “The energy you can carry around in a liter of gasoline is 100 times higher than you can carry in the same size and weight of a battery,” Kamen says. “And that’s going to be true for a long time.”Today’s hybrid cars add a gasoline engine to both power the vehicle and recharge the battery. But the sooner cars can be weaned from fossil fuels, the better for US security and the environment.Why not use a Stirling to charge the hybrid car’s batteries, Kamen asks. The Stirling’s waste heat could warm the car’s interior on cold days, saving even more battery power.Outside the offices of DEKA Research & Development Corp., Kamen’s company located in a former mill along the banks of the Merrimack River in Manchester, N.H., Kamen shows off his prototype. The exterior and chassis are from a Think electric car, developed and abandoned by Ford years ago. It was shipped in a crate from a Norwegian company trying to revive the brand. Its pebbled plastic body is a little larger than the Smart ultracompact now on US roads.Lithium-ion batteries, the current state of the art, sit under the REVOLT’s hood. Below a cover in the back is the cylindrical Stirling engine, a bit smaller than a golf bag. It’s not hooked up at the moment, Kamen says, because it’s about to be swapped out for an improved version. But the car does work. “I’ve had it up to 70” m.p.h., he says with a smile.Does he have any automakers interested in buying his Stirling engine?“A number of very large companies, very well recognized,” have engaged in “very serious conversations” about using his Stirling in their vehicles, he says.In an interview in his office, the serial inventor explains why he’s involved in projects like the REVOLT and a science education project called FIRST, in which he reportedly has sunk millions of dollars of his own money. (He also has developed a robotic arm for amputees, a water purifier for the developing world, and a stair-climbing wheelchair called the iBOT.)The office features a full-sized cutout of Darth Vader, photos of his helicopters and airplanes, a hard-backed chair painted with a likeness of Albert Einstein, and a wall plaque that reads: “Great spirits have always encountered violent opposition from mediocre minds. – Einstein.”Two Segways and an iBOT sit in a corner. Outside in the brick-lined hallway hang a row of original 1950s comic book illustrations drawn by his father, Jack. Around the corner is a photo of Kamen meeting President George W. Bush in 2007. In the picture, Kamen, who holds 440 US and foreign patents, is wearing the same blue denim shirt and jeans that he wears every other day.Kamen has become a multimillionaire doing his “day job” designing products for large companies. He can’t talk about that, he says, “because it’s confidential stuff.”What he loves to talk about is FIRST (For Inspiration and Recognition of Science and Technology), a student robotics competition he started nearly two decades ago. The initial competition was held in a high school gym in Manchester. This year’s finals, held April 16-18 at the Georgia Dome in Atlanta, attracted more than 10,000 student competitors from more than 25 countries. (A much larger number compete beforehand in regional qualifying tournaments.)The theme this year is “Lunacy,” celebrating the 40th anniversary of the first humans to visit the moon. Student-built robots must collect balls (“moon rocks”) and deposit them in trailers hitched to opposing robots. The floor of the playing field is designed to be slippery, offering the robots only one-sixth the traction of a carpeted surface. That echoes the difference in the gravitational pull on the moon, which is one-sixth that on Earth.The students work with mentors from companies like Boeing, Xerox, Johnson & Johnson, Motorola, and United Technologies.“We’ve got to get all kids in this country prepared for the 21st century,” Kamen says. “There are a couple of million of technical jobs desperately waiting for people to fill them. There are a couple of dozen jobs [playing basketball] in the NBA. And yet, look how kids spend their time. Look at what they aspire to do.”
The American economy, he says, can roar back if the business community recommits to innovation.Although there may be a fixed amount of natural resources on the planet, he says, “there’s not a fixed amount of ideas.”“Innovation really happens in times of adversity,” he says. “Maybe there’s a silver lining to what’s going on in the world right now.” It has been easier to do financial engineering than real engineering. It has been easier to figure out how to move money around than to create it. “Maybe now we’ll get back to the basics,” he says.Kamen himself is an example that an innovator never gives up. Great ideas can just be ahead of their time. His Segway, introduced in 2001, is more likely to be used for comic effect in a movie such as “Paul Blart: Mall Cop” than on American streets. Is that a disappointment? The jury is still out, he says.His view was buttressed by an announcement in April that GM would team with Segway to make a two-wheeled electric vehicle based on the scooter.“I don’t know if you’ll see lots of Segways or Segway-like things in 10 or 20 years,” he says. “But one thing I do know: There’s virtually no chance that 20 years from today the normal method of getting around a highly dense urban environment will be as stupid as it has been for the last 20 years. It’s unsustainable environmentally.“Is a Segway an interesting option?” he asks. “If you’ve got a better one, let me know about it.”
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1 August 2013 The One That Got Away
By: Jonathan A. Stein
Every one of us has fallen for a car that we wanted almost as much as life itself. And as often as not, we couldn’t raise the money, it was sold before we could pull the trigger or something else stood in the way. For all of us, “the one that got away” is a universal theme, and there’s usually a pretty good story to go with it.
When Bad News Is Good News
When life-long British car enthusiast Will Orville answered an ad for a Jaguar C-Type in the Washington Post way back in 1968, he had no idea it would change his life forever. Recently married, still in the Navy and making about $2,500 a year, he wasn’t really in a position to buy another car, but a modestly priced C-Type was too attractive to ignore. When he and wife Martha arrived at a farm near Herndon, Virginia, says Orville, “The car turned out to be a Lola Mk I.” Orville knew little about the British sports racer, but he figured for $600 he could have a really cool sports car that he could fit with a full windshield and use to commute from Maryland to Washington. Martha made it clear that they couldn’t possibly afford the Lola, and if they could, it would be downright crazy to drive in Washington rush hour traffic in a tiny and flimsy sports racer.
Within two years, Will was able to show Martha that another Lola Mk I had sold for $6,000. A few more years and it had again increased by a factor of 10. Martha never made that mistake again and the Orvilles have since had hundreds of sports cars — sometimes selling daily drivers or using home equity to buy them. And in virtually every case, Orville has sold the car for a substantial profit. He’s even managed to trade his way up to a significant collection. He also knows that if Martha hadn't said "no" 45 years ago, he never would have earned her trust to buy some of the deals that have come his way.
Muscle Car Miscue
In 1994, the restorer working on his ’62 Chevrolet Bel Air bubble top 409 asked Mike Guarise if he was interested in a “project Camaro.” Guarise took a quick look and decided that since it was “just a Camaro and needed a complete restoration,” he’d pass, to avoid having two cars under restoration at once. A few months later, he caught wind of a Nickey Camaro that had been sold out of his area and made a play for it. Much to his chagrin, it was the same car he’d seen at the restoration shop. Had he only asked more questions or looked at the other side he would have seen the original Nickey badge. By the time Guarise called, it had been sold for double the original price. A few years later, the restored car was offered through Hemmings Motor News, by which time the price had soared. Mike tried to put a deal together, but it fell through. His fourth shot at the car came at a Mecum auction in the Chicago area. Mike recalls that “the car was stunning and definitely the star of the show. I set my maximum bid price, went beyond that several times but ended up being the underbidder. To add insult to injury, I quickly discovered that the new owner was my good friend Colin Comer, a well-known collector car dealer.”
After he had “licked his wounds,” he called Comer and opened a dialogue. The car was already consigned to Barrett-Jackson in Scottsdale. Guarise followed the auction closely, and as he recalls, “I was elated when the car did not reach Colin's reserve and hoped there would be no post-auction deals. Fortunately, the car returned to the Midwest, I got together with Colin, we struck a deal sitting in my garage and the car was finally mine.” And it only took the determined collector six years.
The Conservative Approach
When life-long collector Roger Morrison was married in the mid-1960s, he was driving “a 1963 Studebaker Avanti Dad bought new when I was in college.” Seeking more power, he sold the Avanti and bought a 1967 427/390 Corvette coupe, which he kept for a few years and then sold. In 1975, though, Morrison decided to try and buy back the Goodwood Green big-block. But then he got to thinking: “If I’m going to pay $4,000 to $5,000 for that old car, I’ll get something really cool.” Looking through a newsletter from Ferrari dealer Kirk White, Morrison remembered: “He had a Ferrari 250 GT SWB for $8,000 and several 250 GTOs for $9,000 to $11,000.”
But that’s when reason entered the equation. Morrison figured, “It’s hot in Kansas and I’m not a great mechanic,” so in October 1975, he opted for a one- owner, 10-month-old DeTomaso Pantera for $9,000. Ironically, Morrison considered his move ultra conservative. “It was a defensive move, because I could get it serviced in Salina (Kansas) and it had air conditioning.” These days, had he bought the GTO, Morrison wonders at what point he would have sold it. He questions whether it would have been at $100,000 or at $1 million. He can’t imagine he would have held it until it reached the dizzying heights of today’s market. Looking back, though, when it came to his decision not to buy a GTO, he thinks of it as having gone “to the edge of the 10-foot diving board only to crawl back down the ladder.”
Dad's Lasting Lesson
As an Indiana University undergrad, Rick Lambert pedaled past a garage in Bloomington, Indiana, one day in 1947. He stopped dead as he recognized the tail of a Duesenberg Model J Murphy convertible coupe poking out of a service bay. The Duesenberg was owned by a California artist who had let his upper classman son drive it east for college. The young man had abandoned the car, owing a $500 repair bill, and returned to California. The garage owner held a mechanic’s lien and young Rick tried everything he knew to raise the $500. When he fell far short, a plea to his father elicited the reply: “If I had the money, I wouldn’t give it to you to buy that car.” Then one day the Duesenberg was gone, sold for the outstanding bill. For years, Rick Lambert tracked that Duesenberg as the price steadily rose, and he gave up when it topped $50,000. As Rick’s son, Mark, commented, “The closest he ever came to a Duesenberg was the Floyd Clymer Model J manual he’d bought in 1951.”
Rick Lambert pined for that Duesenberg, and his stories of “the one that got away” made a real impact on Mark, who today runs a Nashville, Tennessee, restoration shop specializing in collector vehicles. The lesson was that if you really want a car, you need to find a way to make it happen. But like all sons, just hearing it from Dad wasn’t good enough. In the 1970s, Mark, who was driving a Healey 3000 at the time, found a terrific Austin-Healey 100M. “I knew it was special,” he says. The owner wanted $2,000, “which was about $1,000 more than a beat-up Healey 3000. I kept arguing and was up to $1,500 when he finally sold it to someone else.” After that disappointment, it took Mark 15 years to find a Healey 100 BN2. “It was very nice but without engine or hood, for about $2,500, and I jumped on it. A few months later a guy told me about a nearby machine shop with a 100/4 engine and transmission.” Surprisingly, says Mark, "They were from my car and included the hood." Despite his dickering, he had to pay the $3,500 that the prior owner had stiffed the shop “for a really lousy rebuild.”
In the end, Lambert paid $6,000 for a restoration project, when $2,000 would have secured a great car some years earlier. Now he’s learned his lesson: “When you really know it’s right, just pay the price.”
Sometimes the price is more cash, or trading a car you wanted to keep, while sometimes the price you don’t pay ends up costing you more in the end. It’s a great feeling to have the car you wanted and to have no regrets, but the upside to car regrets is that they make great stories. And we all have sad or exciting tales of the adventures we’ve had in pursuit of the cars we thought we’d never be able to live without. In the end, we all survived fine, though our garages and our hearts were a little emptier than we would have liked.
Dave Bair
In 1972 I was at Ft. Sam Houston in San Antonio Texas for my annual 2 week Army Reserve training. In the early 70's, military bases were full of muscle cars owned by young guys who spent reenlistment bonuses for fast cars. I looked in the local classifieds to see what was available on the post. The first car I went to see was a 1966 Shelby Cobra 289. The guy wanted $2800 for it. I took it for a drive and thought it was a neat car but I was looking for something that I would be using as a daily driver and the fact that there was no top or windows ruled out that purchase. The second car that day was a yellow Mustang GT500 convertible. The guy wanted $4K which was outside of my budget at the time. Little did I know that either car could have been a nice retirement investment. But, like we all know, they were just used cars at the time. I didn't buy any cars that trip but did get home and purchase a great 1955 Chevy Belair hardtop that I kept for 33 years and sold for a tidy profit. But, I always wish I had brought home one of the Shelbys.
Steve Cramer
My wife and I had only been married for a couple of years in 1978 and were struggling with home ownership when I ran across a 1966 Galaxie 7 Litre in yellow with black interior. I was driving the red 1967 Galaxie 500 2 door hardtop that day that my wife had when we met. I took the 7 Litre for a drive and just had to have that car. The 428 put a smile on my face every time I pressed the go pedal. The asking price was $2500. I excitedly raced home to break the news to the wife but met with very stiff resistance. I had to pass on the car but we kept the '67 and still have it today and yes we are still married after 38 years. Join the Discussion
Why are these cars still so reasonable? We have no reasonable explanation
In short, it’s getting harder and harder to find anything that doesn’t seem fully priced, particularly in collector cars from the 1960s and 1970s. Here are our picks for cars that still inexplicably trade under the radar. More
Resolutions for 2014
Traditionally, the New Year has always been a time to turn over a new leaf and that means leaving behind bad habits and, hopefully, bad Kharma. Typically these … More
When they hit the show floor, showroom and street, the Corvette Sting Ray, Studebaker Avanti and Buick Riviera turned heads and dropped jaws
WHAT WAS IT ABO … More
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2017-17/0060/en_head.json.gz/15986 | Image: www.kia.com
We’ve all thought about how amazing it would be to have a car that drove itself, meaning you could just sit back and enjoy the ride, rather than worrying about getting yourself to your destination safely. While science fiction has always pushed the idea that flying cars is the next frontier, the fully autonomous automobile seems to be the next step.
And it sounds like this is soon to become a reality as it’s really only a matter of time before this technology comes to fruition. Kia has recently announced its plan to build fully self-driving cars and have them released as soon as 2030. Yes, the future is here! Let’s take a look at some of the details of this announcement and what we can expect.
Kia’s Plan: Up to 2020
Kia’s ‘Drive Wise’ campaign was announced in January this year, one of many initiatives on the part of car industry players to allocate more funding to autonomous driving technology. The figure being thrown around is a massive $2 billion in the next couple of years Kia, which will go towards moving developing various technologies to reduce the reliance on human drivers.
Other automotive companies including Tesla, Volvo, Volkswagen and BMW are also going down this path and improving this technology is seen to be the net big step in creating a competitive advantage in the industry. How Autonomous Will These Cars Be?
The progress toward completely autonomous cars will take place over a number of years, as do most technological advancements. But very soon we’re looking at the possibility of incorporating emergency braking, automatic cruise control, self-parking and highway driving in Kia cars. Reports suggest that this could happen as soon 2020.
By 2030 however, the plan is to have a fully autonomous car, meaning your vehicle can pick drop you off wherever you need to go, drive itself home (meaning you don’t have to worry about parking fees) and come back when you’re ready to be picked up. It’s really quite amazing that this sort of technology is just around the corner.
The Future: Beyond 2020
Though it’s certainly decades away, the potential for the autonomous car is huge. Who knows, down the line we could be talking about completely automatic flying cars - it’s possible people won’t have any idea how to drive and AI will take cars to all the destinations.
Kia is also looking at improving and developing other technological aspects of owning and operating a car, including fingerprint scanning being required to access the cars functions and driver preferences. In addition, videos screened by KIA also suggested that technology will be developed where car owners have watches from which they can summon their vehicle, from wherever they are.
Kia prototype autonomous car will soon be tested in Nevada, one of the few US states that is offering licenses for such development and hopefully will be released in the market by 2030. We’re very excited about these developments and hope to bring more news to our blog on the progress soon!
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2017-17/0060/en_head.json.gz/16075 | Autos Anti-Lock Braking Technology: A Historical Perspective
Article by JMA Automotive Mechanic Airport West.
When the engineers and safety executives at Volvo decided to strap passengers to their seats in 1973 and told the world that it was safer for passengers and drivers when they are strapped to their seats in the event of a collision and backed their suggestion up with experiments every automaker on the planet made a 180 degree turn towards making driver and passenger safety a priority which resulted in innovative safety implementations such as air-bags, TRC, EBD and last but not least ABS or Anti-Lock Braking Technology.
The ABS system has been acknowledged as a superb safety implementation that has saved millions of lives over the years since its introduction to the automotive world. An anti-lock braking system or anti-skid braking system is basically a system that enables the wheels of a car to maintain traction while braking by preventing the wheels of a vehicle from locking or cease its rotation which prevents the vehicle from skidding uncontrollably.
The automated braking system incorporates both the principle of threshold braking and cadence braking techniques that were prior to the introduction of the ABS only applied by skilful drivers on traditional braking systems. In other words the ABS simply offers drivers better control of their vehicles during emergencies and decrease the distance required to bring the vehicle to a complete stop. The downside of the ABS is that the stopping distance on slippery surfaces or loose gravel increases the braking distance significantly, but still provides more control over the vehicles direction.
The truth is that the ABS system was actually initially developed for planes by the aviation industry before they were introduce to the automotive world during the 80s as a selling point before it was made compulsory for newly manufactured vehicles throughout the globe after the millennia based on proven experiments that the ABS actually drastically increases the possibility of avoiding accidents by giving drivers more control of their vehicles during emergencies when brakes need to be applied hard and fast as drivers would still be able to avoid obstacles which may contribute or lead to an accident.
These Anti skid brakes can be easily traced back to aircrafts that were being rolled out of assembly lines towards the end of the 40s, however these early anti skid braking systems were purely mechanical systems and the first was Dunlop Maxaret which was quickly incorporated into the Jensen FF, a British 4WD version of the company’s Interceptor grand touring coupe. The rest as they say was history.
Since the introduction of the ABS, continuous improvements have been made to the system resulting in much more efficient and advanced ABS systems being fitted into vehicles and the latest versions do not only prevent wheels from locking up when brakes are applied but the front to rear brake bias is also electronically controlled by intelligent systems known commercially as electronic brake force distribution or EBD or emergency brake assist among other terms depending on the automaker’s brand. | 汽车 |
2017-17/0060/en_head.json.gz/16076 | About Drive Electric Minnesota
By bringing together all of the parts and players in the electric vehicle industry, Drive Electric MN will accelerate the adoption of electric vehicles in Minnesota.
Facilitated by Great Plains Institute, Drive Electric Minnesota is a partnership of Minnesota’s electric vehicle (EV) champions, dedicated to encouraging the deployment of EVs and the establishment of EV charging infrastructure through public-private partnerships, financial incentives, education, technical support and public policy.
We believe EVs are an important component of energy efficiency and cleaner transportation in Minnesota that is both financially and environmentally sustainable. Advancing EV deployment will have many benefits to Minnesotans, including reduced transportation costs, cleaner air, and energy independence.
Great Plains Institute
The Great Plains Institute (GPI) aims to transform the way people use and produce energy, making it more economically and environmentally sustainable.
As a program of GPI, Drive Electric MN sees electric vehicles as an integral part of achieving this mission. Consensus oriented and inclusive, Drive Electric MN relies on the same thoughtful process for effecting this transformation as its parent organization:
CONVENE, INFORM, AGREE, ACT.
MPCA monitors environmental quality, offers technical and financial assistance, and enforces environmental regulations.
Our mission is to protect the public interest, advocate for Minnesota consumers, ensure a strong, competitive and fair marketplace, strengthen the state’s economic future.
Great River Energy is committed to increasing energy efficiency and reducing environmental impact through our cooperative members, and our community.
Xcel Energy provides the energy that powers millions of homes and businesses across eight Western and Midwestern states.
At Nissan, we are committed to a sustainable future; we are always working towards reducing both our energy consumption and environmental impact.
The leading organization working to save lives by improving lung health and preventing lung disease, through research, education and advocacy.
Kline Nissan is a local, family-owned dealership that is part of Kline Auto World. Kline Auto World has been a dealer in the Twin Cities and metro area for over 40 years.
Electric Vehicles are an exciting option for drivers and our environment. As these new vehicles hit the road, Minnesota Power is here to help.
Dakota Electric wants to make the transition from the gas pump to the plug-in easier for members with plug-in hybrid electric vehicles.
Connexus Energy supports the growing electric vehicle market and wants to work with members who purchase an electric vehicle to make sure you get the most affordable rate to meet your charging needs.
MN Plug-In Vehicle Owners Circle is a group of EV advocates providing a forum for people to learn and experience EVs.
Otter Tail Power Company is an investor-owned electric utility that provides electricity for residential, commercial, and industrial customers in Minnesota, North Dakota, and South Dakota.
© 2016 Drive Electric Minnesota
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2017-17/0060/en_head.json.gz/16431 | Contact Us Scrap a car for cash in Comber, sell your car for scrapping in Comber
We can scrap your car legally in Comber, free collection and disposal, scrap a car and get cash today!
Comber, from Irish: an Comar, meaning "the confluence" is a small town in County Down, Northern Ireland. It lies 5 miles south of Newtownards, at the northern end of Strangford Lough. It had a population of 8,933 people in the 2001 Census. Comber is part of the Borough of Ards. It is also known for Comber Whiskey which was last distilled in 1953.
The confluence of two rivers, which gave the town its name, is that of the Glen River and the Enler River which meet here. There is believed to have been a church here since the time of St Patrick, while a Cistercian abbey was founded around 1200 on the site of the present Church of Ireland church, a site likely chosen to take advantage of the good access to Strangford Lough. After Henry VIII dissolved the monasteries in 1541, the abbey fell into ruins and its stone has since been used in other buildings.
During the influx of Scots in the early 1600s, a settlement grew up at Comber, although it was focused about a mile further south than at present, in the townland of Cattogs, and there is evidence that the settlement was a port used by traders and fishermen. By the 1700s, however, the focus of the town had moved to the area of the present main Square and Comber became established as an industrial centre with several mills.
We will collect the scrap car from Comber or the surrounding area and dispose of it through our nationwide network of 23 fully licensed Authorised Treatment Facility (ATF) Sites who will scrap your car in line with End of Life (ELV) Legislation, and provide you with a Certificate of Destruction which we file online with the DVLA. So you can rest assured your car has been scrapped legally.
For a hassle free fast way to scrap your car in Comber please complete the fields in the form to the right and we will call you back to arrange a convenient time to collect your car for scrapping. | 汽车 |
2017-17/0060/en_head.json.gz/16595 | This is the Holden VF Commodore SS V Concept
Article by Christian A., on February 19, 2013 Holden, the Australian division of General Motors, is offering its most detailed hint yet of the upcoming Chevrolet SS performance sedan. It’s been said that the Holden VF SS V concept, which is based on the standard VF Commodore, will closely preview the 2014 Chevrolet SS that is expected to make its debut in the weekend.
The automaker revealed that the 2014 Chevrolet SS will be rear-wheel-drive. It is powered by an eight-cylinder engine and it will be equipped with a chassis taken from Holden’s parts bin. Chevrolet has unveiled its NASCAR racer that provides us with glimpses of the styling that will be given to the production car.
However, this Commodore-based Holden VF SS V concept will probably offer an even clearer idea of what to expect from the latest performance sedan to come to the U.S. The Holden VF SS V displays the conventional styling for the square-edged sedan that’s anticipated from the Chevrolet SS.
This model features big projector headlights, a small black grille, with a bigger lower grille opening located between foglights and LED running lights. The front fenders have imitation vents on the front fenders. Meanwhile, the doors are flat except for a tiny crease located on the bottom edge. The decklid narrows and comes with a small spoiler.
Under the bumper, four exhaust tips are accommodated inside a black diffuser. The cabin has been given a trim that appears to be carbonfiber.
It also uses chrome, suede, and perforated leather. The major specifications that come from the show car include a set of 20-inch wheels, Brembo brakes, a touchscreen interface that looks like the Chevrolet MyLink system, LED running lights, an electric parking brake, and a group of active safety technology features that includes park-assist, lane departure warning, a head-up display, blind-spot warning, and forward collision alert.
Plenty of these features would probably be offered in the 2014 Chevrolet SS as an option. With regards to power, it’s uncertain yet if the Chevrolet SS will use the new LT1 6.2-liter V-8 that comes from the 2014 Chevrolet Corvette, or of it will be equipped with the older 6.2-liter LS3 V-8 from models such as the Camaro SS.
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2017-17/0060/en_head.json.gz/17849 | Watch the upcoming 2015 Mercedes-Benz Maybach take on the Nurburgring
Ultra-high-end S-class gains a foot in length, a whole lotta prestige August 19, 2014
Maybach is on its way back -- though as an ultra-high-end trim level for the new S-Class sedan rather than a stand-alone marque. And this clip of what appears to be a Maybach sedan testing on the Nürburgring, courtesy of the dedicated ’Ring videographers at TouriClips, shows just how close to reality this Bentley Mulsanne competitor really is.Based on what we can see in the video, the car will look more or less like our early rendering -- except the additional length (about a foot) seems to sit behind the rear doors in the area covered by black camouflage. The result is a more elegant roofline than we guessed at, but the overall proportions are more or less spot-on.Unlike the Maybach 57 and 62, which were based on the architecture of the Mercedes-Benz W140 -- a sturdy platform, but one that the S-class had already replaced by the time the Maybachs went into production -- this new luxe sedan will share its underpinnings with the current W222 S-class.
Mercedes-Benz to use Maybach name for range-topping S-class
Mercedes-Benz will be bringing back the Maybach name for the extra-long-wheelbase S-class, which is expected to go on sale by the end of this year. This version of the S-class will be a third ...
There’s not much to hear in the video. Wind noise and tire screech as the long sedan hustles around the corners of the Nordschleife is about all the videographers managed to pick up. We don’t expect a gnarly exhaust note from the S600-sourced V12 or S500-sourced V8 that will likely sit under the hood, as luxurious smoothness is part of Maybach’s rep, but we’re sure Benz tuner Brabus will be able to fix that for the right price.We shouldn’t have to wait long to see the new Maybach -- previous reports suggested it would emerge before the end of 2014, and the car in the above video looks more or less ready to sell to the world’s elite. Pricing hasn’t been announced, but expect to pay $250,000 to $300,000.If that’s not enough for you, there’s always the Pullman limousine Benz has reportedly developed with the help of Brabus.
Graham Kozak - Graham Kozak drove a 1951 Packard 200 sedan in high school because he wanted something that would be easy to find in a parking lot. He thinks all the things they're doing with fuel injection and seatbelts these days are pretty nifty too. See more by this author»
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Car News, Luxury, Sedan, Maybach, Mercedes-Benz, Maybach, Mercedes-Benz S-Class | 汽车 |
2017-17/0060/en_head.json.gz/19554 | Back to The Race index page.
U.S. lags in a global race for fuel efficiency Julia Pyper, E&E reporter
Climatewire: Friday, September 28, 2012
Read Part 1, Part 2, Part 3, Part 4 and Part 5 of this series.
Driving down greenhouse gas emissions with more fuel-efficient vehicles may be the world's greatest opportunity to combat climate change, but it will take a truly global effort to get there.
As the global middle class expands, more and more people will seek the freedom of mobility. But the more cars there are, the worse traffic jams, air quality, oil demand and greenhouse gas emissions will become.
A series about how the auto industry is accelerating the use of both old and new technologies to meet tough new fuel economy standards.
The United States recently completed historic new fuel economy standards, but the aggressive increase in international vehicle sales could undermine any environmental benefits derived from them.
"We believe we're at an energy crossroads and the stakes are high," said Kathleen Hogan, deputy assistant secretary for energy efficiency at the Department of Energy, at the 5th International Environmentally Friendly Vehicle Conference earlier this month. "The global transportation system has really never challenged our economic and environmental security more than it does today."
Despite expected increases in fuel economy, the world will need to develop twice the amount of oil currently being developed in the Middle East to meet growing demand, nearly all of which will come from emerging economies, she said. The political and economic risks will increase as demand grows, she added. And the environment will suffer, too.
According to the International Energy Agency, transportation currently produces about a quarter of global greenhouse gas emissions, and that figure is en route to double by midcentury without major advances in fuel economy.
But, independent of any formal international negotiations, policies are being implemented to confront these challenges in both wealthy and emerging economies.
American automakers play 'catch-up'
In the United States, the new corporate average fuel economy, or CAFE, standards completed by the Obama administration last month are considered the most significant single step the country has taken to address global warming.
Under the new law, light-duty vehicles will double in fuel efficiency, reaching an average fleetwide target of 54.5 mpg by 2025.
U.S. auto efficiency standards, shocking to some, are more lenient than those of other nations. Click the graphic for a larger version. Graphic courtesy of the International Council on Clean Transportation.The United States is the first country with a standard up to 2025. But Japan and Europe's policies for light-duty vehicles up to 2020 go even further in reducing fuel use and cutting greenhouse gases.
The European Union finalized targets to limit the average emissions from new cars to 130 grams of carbon dioxide per kilometer (g CO2/km) by 2015. It also has firm proposals to reach 95 g CO2/km by 2020, which is the equivalent to about 60 mpg on the CAFE cycle.
Using the same analysis, the U.S. standards would actually be 49.1 mpg, according to the International Council on Clean Transportation (ICCT).
In Japan's standards for 2020, the government set the equivalent of a 55.1 mpg target. The mpg number is lower than the European Union's, but in practice, Japan's fleet is expected to be equally efficient, said Anup Bandivadekar, a vehicle expert with ICCT.
Hybrids already make up about 20 percent of new vehicle sales in Japan, and numerous automakers have decided to introduce their electric and fuel-cell vehicles in Japan before entering other markets. The Japanese vehicle fleet is already on track to meet or exceed its 2015 standard this year and is likely to meet its 2020 target a few years ahead of schedule, Bandivadekar said.
Necessity, and not just standards, drives fuel efficiency. In India, where gasoline costs just under $4 a gallon -- a very high price relative to income levels -- the average fuel economy of the passenger fleet is around 40 mpg, well above present-day fuel economy in the United States.
"Let's be clear," said Mark Cooper, director of research at the Consumer Federation of America. "The rest of the world was more fuel-efficient. We're doing the catch-up."
Positioning for a global competition
But now that the United States has taken action, ripple effects have emerged.
Prompted by the United States, Canada is also pursuing national fuel economy standards for cars and trucks made after 2016. Canadian Environment Minister Peter Kent said in an interview that the Canadian rule would mirror the American one and be released in December or January.
Mexico has put forward a similar proposal that would align with U.S. 2012-2016 fuel economy standards that will bring the fleet average to 35.5 mpg.
The U.S. fuel economy standards are important because they put North American automakers on track to compete globally, said Cooper. By 2025, the U.S. light-duty fleet will be about on par with the rest of the world in terms of fuel economy, making it much easier for companies to sell across markets.
"And that's why automakers haven't complained," said Cooper. "[The standard] may be hard, but it's where they have to be, and that's why they decided to support it."
In the 1990s, U.S. automakers had a much larger share of the U.S. auto market. And since the U.S. market was so big, they dominated the world market, too. But that's not the case today, said Cooper.
"Now, you have to compete globally," he said.
In response, some unlikely partnerships have emerged within the auto industry.
For instance, Ford Motor Co. and Toyota Motor Corp. announced last year that they would collaborate to build hybrid trucks and SUVs with an expected launch date before the end of the decade.
Toyota and BMW Group also signed memorandum of understanding last year to collaborate on next-generation lithium-ion battery cell technologies. And this year, the two companies announced they will also be working on a fuel-cell system, a sports vehicle, powertrain electrification and lightweight materials.
"As manufacturers are looking to deploy products on more global platforms, they are finding that there's a lot of value in doing this precompetitive development together and then deploying technologies in a way that suits their needs when it comes to product development," said Bandivadekar. "That's creating some interesting opportunities."
When Chrysler and Fiat SpA announced their strategic alliance in 2009, the two car companies had little in common. But it gave the Italian company the opportunity to enter the American market and gave Chrysler, known for its larger trucks and sedans, access to Fiat's fuel-efficient automobile technologies.
"You can't be a, quote, U.S. automaker anymore," said Cooper. "You have to be a global automaker, because you have to spread your costs."
China could transform the auto industry
To boost their domestic auto industries and curb greenhouse gas emissions, emerging economies are also pushing for fuel economy standards on their own accord. South Korea, for example, is working on standards for 2020, and Brazil is poised to launch tax incentives for cleaner vehicles.
Evening rush hour in Xi'an, China, a small sample of what has become the largest auto market in the world. Photo courtesy of Flickr.By the end of this year, the government of India is expected to release its National Electric Mobility Mission Plan, which would put 6 million to 7 million electrified vehicles on the roads by 2020. Proposed standards would also increase the fleet average fuel economy to the equivalent of 52 mpg by the end of the decade.
Fuel economy standards are also being put in place in China, where annual vehicle sales will double sales in the United States in the next decade. The government has already directed the 2015 target to reach 6.9 liters per 100 kilometer (L/100 km), or the equivalent of 37 mpg, and is planning to increase fuel economy to 5 L/100 km, or roughly 50 mpg, by 2020.
China's targets are "really ambitious," said Bandivadekar. But if it succeeds, China could transform the auto industry for the better.
According to the consulting firm Pike Research, the number of plug-in electric vehicles (PEVs) will surpass the number of hybrids on the global market by 2020, driven largely by China, which is hungry for smaller, zero-emissions cars to reduce congestion and local pollutants.
Annual PEV sales, which continue to sorely lag in the United States, will reach more than 1.7 million units globally, and hybrid sales will reach 1.6 million by the end of the decade.
In considering all of the various international fuel economy standards together, Bandivadekar's research actually paints a fairly positive image.
"In spite of the growth in light-duty vehicles around the world ... light-duty fuel consumption and carbon dioxide emissions will be nearly flatlined for the next 20 years as a result of these efficiency standards," he said.
"And if we keep up with these standards going forward, going beyond 2025, we could see a trajectory that declines continuously beyond 2025."
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2017-17/0060/en_head.json.gz/19651 | Racing car with electric drive
Drive technology has an electric future – of this research scientists are in no doubt. Scientists have developed an electric racing car with a novel solution for battery management and electronic sensor systems.
Drive technology has an electric future -- of this Fraunhofer research scientists are in no doubt. At the Sensor + Test measurement fair in Nuremberg from May 14 -16, they will use an electric racing car to present novel solutions for battery management and electronic sensor systems together with an industry partner. The scientists are following a new trend, as even FIA, the governing body for world motor sport, federation of the world's leading motoring organizations and organizer of Formula 1, is planning a racing series for electric vehicles.
From 0 to 100 in 3.6 seconds -- we're not talking about the rapid acceleration of a Porsche Carrera or Ferrari Scaglietti, but of EVE, a racing car with a very quiet engine. EVE is powered by two electric motors, one for each rear wheel. With a maximum output of 60 kilowatts, they get the e-racer going at 4500 rotations per minute. The sprinter can reach a top speed of 140 km/h, and has a range of 22 km thanks to two lithium polymer batteries, with a combined capacity of 8 kWh. Electrical engineering students from the e-racing team at the Hochschule Esslingen University of Applied Sciences designed the 300 kg car as a voluntary project alongside their studies, and they have already competed in it at the international Formula Student Electric (FSE) race in Italy. From May 14-16, the racing car will be on show at the Sensor + Test measurement fair in Nuremberg at the joint Fraunhofer trade show booth (Hall 12, Booth 537). Scientists from the Fraunhofer Institute for Integrated Circuits IIS in Erlangen developed the entire electronic sensor system in close collaboration with Seuffer GmbH & Co.KG, an industry partner with whom the institute has been working for over 11 years. Seuffer GmbH & Co.KG is based in Calw in Baden-Württemberg, southern Germany, and sponsors the students of the E.Stall racing team.
"Electromobility as a topic is becoming ever more important. The racing car serves as a showcase for us to demonstrate novel sensor solutions as well as battery and energy management concepts," says Klaus-Dieter Taschka, an engineer at Fraunhofer IIS. Besides wheels, brakes, damper unit, batteries and electric motors, EVE is equipped with numerous sensors. These include braking pressure, crash, temperature and acce- leration sensors as well as sensors that monitor the accelerator and brake pedals, speed, steering angle, wheel speed and power. These last six functions could all be performed by HallinOne® sensors developed by Fraunhofer IIS, 3D magnetic-field sensors that are already a standard feature in washing machines, where they are used to determine the position and orientation of the drum.
Electronic sensors determine charge state of the battery
The two electronic sensors attached at the sides of the batteries use 3D magnetic-field sensor technology developed by Fraunhofer IIS to measure the magnetic field generated by the flow of electrical current and thus to determine the battery's level of charge. What's special about this is that the contactless sensors measure both the current that flows from the battery to the engine and the current that flows back again when the vehicle brakes. The integrated sensor system is able to eliminate disturbances and foreign magnetic fields, thus guaranteeing very precise measurements. A further advantage is that the system is also able to measure other aspects of the battery such as its voltage and temperature. The data is collected and sent to the power control unit (PCU) and the battery management system (BMS), which controls the charging and discharging processes.
Intelligent battery management system extends battery life
Battery running times and battery life are limiting factors for all electric vehicles. The BMS developed by Fraunhofer IIS in Nuremberg tackles this problem by determining the impedance spectrum of all battery cells and constantly testing whether the cells are functioning properly. This allows cells' condition, current capacity and potential service life to be ascertained and running times to be predicted more accurately.
As individual battery cells age, they are able to store less and less energy. The challenge lies in optimizing cell utilization. "Until now, a battery system was able to provide only as much energy as was available in its weakest cell. The energy stored in other cells remained unused. Our BMS has an active cell balancing system that moves energy between stronger and weaker cells. This means that all cells share the load equally, allowing the maximum capacity of the battery as a whole to be utilized," explains Dr.-Ing. Peter Spies, group manager at Fraunhofer IIS in Nuremberg. Actively balancing out the cells during the charging and discharging process extends the battery's service life and range. "EVE's current BMS is a system developed in house by E.Stall, but our solution could take its place," says Spies.
Polarization camera detects cracks in bodywork
EVE's compact design is built on a tubular steel space frame housed within a carbon fiber body. Racing around the track puts a great deal of stress on the plastic fibers, and this can lead to tiny cracks developing in the material. Fraunhofer IIS in Erlangen has developed POLKA, a polarization camera that can detect such damage at an early stage by measuring stresses within unpainted surfaces of the carbon structure. This compact camera makes any scratches visible by registering properties of light that are imperceptible to the human eye: polarization. Material stresses in the plastic cause changes in polarization. POLKA is able to collect all the polarization information for each pixel in a single shot at speeds of up to 250 frames per second. Using real-time color coding, the dedicated software translates the information collected about the intensity, angle and degree of polarization into a visual display that is accessible to the human eye. The system will also be presented at the joint Fraunhofer booth.
"We are convinced that EVE's innovative technology will allow the vehicle to perform very well while demonstrating excellent environmental awareness," says Rolf Kleiner, group manager of the battery technology department at Seuffer. And the students of team E.Stall will soon have a chance to prove it: This year EVE will be in the lineup for the Formula Student race in Italy, Spain and Czechia.
Fraunhofer-Gesellschaft. "Racing car with electric drive." ScienceDaily. ScienceDaily, 26 April 2013. <www.sciencedaily.com/releases/2013/04/130426073718.htm>.
Fraunhofer-Gesellschaft. (2013, April 26). Racing car with electric drive. ScienceDaily. Retrieved April 23, 2017 from www.sciencedaily.com/releases/2013/04/130426073718.htm
Fraunhofer-Gesellschaft. "Racing car with electric drive." ScienceDaily. www.sciencedaily.com/releases/2013/04/130426073718.htm (accessed April 23, 2017).
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2017-17/0060/en_head.json.gz/19756 | Search this site: Road to GAIKINDO Indonesia International Auto Show (GIIAS 2017) JCN Newswire
Category: Trade ShowEventAutomotive JAKARTA - The GAIKINDO Indonesia International Auto Show (GIIAS), enthusiastically received by Indonesian industry and automobile lovers alike as a fully international automotive exhibition in 2015 and 2016, returns to the Indonesia Convention Exhibition (ICE), BSD City Tangerang on the 10th-20th August for GIIAS 2017.
With the theme being "Rise of the Future Mobility", GIIAS 2017, the 25th GAIKINDO automotive exhibition, is an automotive event that demonstrates the spirit and commitment of GAIKINDO in developing and preparing the Indonesian automotive industry for the future.
Yohannes Nangoi, Chairman of GAIKINDO, said, "GAIKINDO has always been committed to the development of the Indonesian automotive industry. The theme "Rise of the Future Mobility" was chosen because it represents the GAIKINDO spirit to build and raise up the Indonesian automotive industry for the future."
The global auto industry has changed considerably due to breakthroughs in technology, ranging from the use of electricity with lower emissions to autonomous vehicles (vehicle without a driver), thought to become a reality in the near future. This shift convinced GAIKINDO to build and develop an automotive industry that was prepared to face globalization as it happens across the automotive world.
"Developments in the Indonesian automotive industry have not reached that point yet, but globalization is pushing the national industry to prepare, and to continue building and developing in order to keep up with the global automotive industry," he explained.
Supported by OICA, GIIAS is a World Class Auto Show Series
GAIKINDO's commitment, as a member of OICA, is organizing international automotive exhibitions of excellence. As the sole automotive exhibition in Indonesia that has gained the recognition and accreditation from OICA (Organisation Internationale des Constructeurs d'Automobiles), GAIKINDO believes that GIIAS 2017 will again receive the warmest welcome and the enthusiasm of the public.
Rizwan Alamsjah, Organizing Committee Chief of GIIAS 2017, affirms that GIIAS, as the sole auto show organized by GAIKINDO, is an attempt to propel Indonesia's automotive industry forward towards the future. Rizwan added that GIIAS is an event that aims to bring industry, government and the public directly together, making GIIAS an event that not only encourages the public towards an in-depth understanding of the latest developments in the Indonesian automotive industry, but also educates regarding the latest developments in the global automotive industry. "GIIAS is intended to be a two-way window: it provides an overview for the people of Indonesia on the progress of the global automotive world. And through the wide range of latest product presented by the participants, GIIAS is a mirror of Indonesia's automotive industry reflecting on the international market. We hope that GIIAS both stimulates growth for the domestic market and leads to increased Indonesian industry exports," he said.
GIIAS 2017 Attracts the International Automotive World
In line with its theme, the GIIAS exhibition concept is no longer merely a platform to sell automotive products, GIIAS is an exhibition that promotes the advancement and development of automotive technology. GIIAS's future is expected to be a reference for all stakeholders in the Indonesian automotive industry, as a place to gain insight and a place to exchange the latest information about the automotive industry.
Yohannes Nangoi, Chairperson of GAIKINDO, highlighted GAIKINDO's eagerness to continuously develop GIIAS' organizing standard. "We want GIIAS to become a World-Class Auto Show to be reckoned with, and we need to improve ourselves. What has been running well will be much better," he said, adding that at the OICA meeting in October 2016 a representative from the world automotive industry had expressed appreciation for Indonesia's automotive industry development, which was reflected in the GIIAS exhibition last year.
Romi, Seven Event's President Director who also acts as an organizer of GIIAS 2017 agrees with the statement, "In accordance with the 'Rise of the Future Mobility' theme, the GIIAS exhibition will focus on presenting advances in the Indonesian automotive industry through various cars in the exhibition as well as innovations implemented by the participants. "As an event that marks GAIKINDO's first steps to building and expanding the Indonesian automotive industry into the future, we assure all that GIIAS 2017 will continue showing the exhibition's values. There are not only attractions for members of the public but also for the vehicle's brand. Therefore, they will keep registering to take part in GIIAS 2017," said Romi.
At GIIAS 2016, 36 products from Agent licensee (APM) participants were successfully introduced, including 26 product launches, 1 world premiere, 2 ASEAN premieres, 19 Indonesian premieres and 14 concept cars. Concept car attendance figures and brand holder agencies preference to launch their latest products at GIIAS proves GIIAS' attraction and credibility as an international exhibition that has obtained acknowledgement from the OICA.
As of early March 2017, 29 brands from sole agents and GAIKINDO members were registered. This figure consists of 21 passenger vehicle brands, such as Audi, BMW, Chevrolet, Daihatsu, Datsun, Honda, Hyundai, Isuzu, KIA, Lexus, Mazda, Mercedes-Benz, MINI, Mitsubishi Motors, Nissan, Renault, Suzuki, Tata Motors, Toyota, VW, and Wuling. Eight commercial vehicle brands, DFSK, FAW, Hino, Hyundai Commercial, Isuzu, Mitsubishi FUSO, Tata Motors, and UD Truck, have registered to participate in GIIAS 2017 - BSD.
Without a doubt, GIIAS 2017 will present the latest products and innovations from all participants, which has always been GIIAS' main attraction. About GAIKINDO Indonesia International AUTO SHOW (GIIAS)
GAIKINDO hosted the very first Indonesian Autoshow in 1986. In 2006 the exhibition reached a new level, becoming an international-scale exhibition endorsed by OICA (Organisation Internationale des Constructeurs d'Automobiles), and changing its name to Indonesia International Motor Show (IIMS), and in 2009 moved to a larger venue in Jakarta International Expo - Kemayoran.
In 2015 a new chapter began, as the GAIKINDO Indonesia International AUTO SHOW (GIIAS), now the largest in Southeast Asia, held at the spacious Indonesia Convention Exhibition - Bumi Serpong Damai (ICE - BSD), a new destination of the MICE industry in Indonesia. GIIAS 2016 occupied 96,557 sqm, providing maximum convenience for visitors, transportation systems for easy access, and a series of shows that are both entertaining and educational. For more information, please visit www.indonesiaautoshow.com. Contact:
Diah Putri - Seven Events
T: +62-21-2905-4091 ext.109
F: +62-21-2905-4092
M: +62-812-100-3083
E: putri@seven-event.com
W: www.indonesiaautoshow.com | 汽车 |
2017-17/0060/en_head.json.gz/20026 | Dutch Government Testing System That Taxes Drivers Based on Car Use Innovation
under Green Transportation, Innovation, News
by Andrew Michler 3 Comments
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The Netherlands is testing a new car use tax system that will tax drivers based upon the environmental impact of their driving rather than just taxing the vehicle itself. The trials utilize a little box outfitted with GPS, wireless internet, and a complex rating system that tracks a car’s environmental impact, its distance driven, its route, and what time it is driven as a fairer way to assess the impact of the vehicle and hopefully dissuade people from driving. The proposal will be introduced slowly as a replacement for the current car and gas tax, however it is most certainly controversial and will be a real test of how far environmentally savvy Dutch citizens will be willing to go to reduce the impact of the car.
The vehicle use tax has been talked about for decades, however this will be the first application of the system in The Netherlands and one of the first rollouts in the world. A little box mounted in the cabin will update drivers on the amount they are paying in taxes in real-time, giving them critical feedback on how to reduce the charge. Changing the time, the distance, and what they drive will have a dramatic impact on how they are taxed. The intent is to reduce congestion – which is projected to choke the country’s roads in the next decade – and to compensate for a projected loss in gasoline taxes as electric cars hit the streets. The system also takes into account CO2 emissions and air pollution.
The 25% tax on cars now will be replaced by a per-kilometer tax, which government studies indicate should actually reduce costs for 60% to 70% of drivers. Nonetheless, this tax is a clear form of social behavior modification that faces serious political hurdles — the greater benefits for society and individuals could be stymied by the fear of government intrusion and sticker shock. Via New York Times Lead Photo Wiki Commons
3 thoughts on “Dutch Government Testing System That Taxes Drivers Based on Car Use” caeman
August 12, 2011 at 11:14 am Meh, remove the CO2 part and replace it with vehicle weight. If the system ends up working for them, they will see a loss of tax income as people switch to electric. Which they will then have to raise taxes as the elephantine weight of electric cars damages the roads at the same pace as the SUVs of the past.
Starting now with a weight/miles/time-of-day scheme will stop the future loss of tax income NOW and keep the system steady and predictable. Do not punish or benefit drivers based on CO2 with taxes, as that leads to loss of income for the government. Instead, simply pass vehicle regulations to phase our gas and diesel. Make everyone suffer equally.
In addition to taking time-of-day into account, companies would have to be forced to alter their work schedules. The majority of the miles driven, I would bet, are work commutes. And if driving just 1 hour later makes your taxes cheaper, and the goal is to distribute traffic congestion more evenly -- thus, removing it -- then work schedules would have to change, as well.
I hope the Netherlands is thinking this all out, including the extended ramifications. They are legion.
lazyreader
August 12, 2011 at 8:55 am Roads are roads are roads and paying for them is no small feat. Still charging people a user fee for roads is the means to pay for it. About 80-90 percent of Americas Interstate highway system was payed for out of user fees. Coming in the form of tolls on roads, gas taxes and tire taxes all of which are payed for by users willingly, on a pay-as-you-go system. As they used it more, the revenues collected increased to pay for it’s expansion. No huge sums of additional money was burrowed, the system operated on a feedback loop the more people used it the more they put into it, that's why it took so long to finish the project.
In general gas taxes are becoming an obsolete way to pay for our roads. Gas taxes were originated in Oregon in 1916 but by the 1950's it became standard for nearly any highway. But over the years they've lost a lot of their original purchasing power. They work well when you have little traffic but they don't work very well when you have congestion. That and the fact the feds always enjoy pilfering the highway trust fund to finance non road based schemes such as rail transit and we wonder why our roads are in sorry shape. Today of course tolls can be used to pay for our roads. It's a cheap and largely automated process thanks to systems like EZ pass sensor strips that send you a bill or simply snapping a picture of your license plate instead of having to stop and put money in. Getting rid of the gas tax and replacing it with a Vehicle Miles Traveled tax as a way of making the public funding of roads and highways more efficient and based on user fees, not taxes and subsidies. Why should a person who drives a thousand miles a year pay as much as someone who drives 10 thousand miles a year where as they should pay more for putting more stress on the roads.
I also look forward to the future of the driverless car, as long as America’s aging transportation bureaucracy gets out of the way. We'll see drastic declines in traffic congestion and lateness when these vehicles are on the road. Once driverless cars are on the road this will be truly revolutionary. For one, regardless of age or physical impairment nearly anyone between the ages of 9 to 99 will be able to get a ride to go anywhere they need to go and they won’t need a license. We’ll be able to fit 3 or 4 times as many vehicles on the roads than before so we wont have to build additional lanes or highways. Most traffic congestion is a byproduct of rush hour trends; but throughout much of the day they’re seldom congested at all. 90 percent of the cars in America are parked throughout much of the day. Transit works on the collectivization of commuters and taking them from low density areas to high density areas and your running it all day long when it's mainly used largely during rush hour. And as we've all learned about the miserable failures of socialism, collectivization lead to shortages, inefficiencies and overall poor productivity.
About 90 percent of the technology needed to make self driving cars already exist. Systems like Lane Departure Warning, Information displays, adaptive cruise control, GPS, auditory aids to alert blind people, automatic parking, sensors, etc. The only two challenges left is software (dedicated operating system) and bureaucratic red tape which is ubiquitous in anything government. Interstate Highways only account for less than 2 percent of all our roads, but account for 25 percent of our traffic and miles driven. De-congesting those major highways will lead to big fuel savings and money savings, and the cost would be absorbed by the drivers (the ones responsible for making roads congested to begin with). We can focus more on our state highways after and avoid the huge public costs associated with building more freeway lanes or bolstering attempts to persuade people to take transit which is in truth more expensive and less practical. Why ask for transit when especially no to long from now, if we can push forward an agenda for driverless cars and user fee funded roads and private transit (buses, shuttles, jitneys, etc), conventional collective public transit will be rendered obsolete very soon that's already financially obsolete anyway.
msyin
August 11, 2011 at 6:47 pm This could be a case for people to put their money where their convictions are. If 60-70% of people will actually save money with this new scheme then those who have a potentially higher bill will have to take a look at their actions and either change or resist because the stimulus is coming from a created outside force, ie govt. that they can then interpret as controlling their life. I think since the majority of people in the Netherlands have been so progressive in taking care of the environment they may see this as a step forward for the country as a whole since a cleaner greener Netherlands is of benefit to themselves as well as the planet.
Dutch Government Testing System That Taxes Drivers Based on Ca... | 汽车 |
2017-17/0060/en_head.json.gz/20310 | Contact Us Scrap a car for cash in Mablethorpe, sell your car for scrapping in Mablethorpe
We can scrap your car legally in Mablethorpe, free collection and disposal, scrap a car and get cash today!
Mablethorpe is a lively seaside resort with award-winning golden sand beaches providing an irresistible attraction. It is a wonderful centre for families and senior citizens who return again and again. Mablethorpe has a wealth of things for the visitor to do; the Seal Sanctuary and Nature Centre, play centres, funfairs and a super range of charming shops to pick up that special memento.
The living is a rectory, annexed to the rectory of Theddlethorpe, in the diocese of Lincoln. The church was long ago destroyed by encroachment of the Sea.. manding fine views; and is surrounded by a very beautiful-park. An ancient stronghold, whence the castle took its name, stood on a ridge of hill within the park; is said to have been built by the Saxon Wade or Wada, about 200 years before the Norman conquest; was dismantled, by order of the parliament, in the time of Charles I.; and is now represented by ruins, comprising a central keep with corner towers, a square tower at the SE angle of the outer wall, two circular towers at the entrance, and some fragments of other walls.
Wade, the builder of the old castle, is traditionally said to have been a giant, and to have made the road from Dunsley to Malton called Wade's causeway. A lofty cliff at Kettleness, surmounted by a hamlet, became undermined; and, on a night of Dec. in 1829, glided down to the sea. Alum works are at Kettleness and Sandsend, and have been worked for upwards of two centuries. The living is a vicarage in the diocese of York. Value, £300. * Patron, the Archbishop of York. The church is ancient, with a tower; and has been greatly altered by modern restorations and repairs. The vicarages of Ugthorpe and Grosmont are separate benefices.
We will collect the scrap car from Mablethorpe or the surrounding area and dispose of it through our nationwide network of 23 fully licensed Authorised Treatment Facility (ATF) Sites who will scrap your car in line with End of Life (ELV) Legislation, and provide you with a Certificate of Destruction which we file online with the DVLA. So you can rest assured your car has been scrapped legally.
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2017-17/0060/en_head.json.gz/20467 | Lexus LF-LC Concept headed to production
Article by Christian A., on July 16, 2012 The Lexus LF-LC Concept, which was initially created to be a conceptual showcase for its new design language, appears to be headed to production, according to an Automotive News report. This LF-LC is California-penned. The new car will replace the SC 430 coupe, which has been in production for almost 10 years, had aged and was famous for being one of the last vehicles to have a cassette player when it was discontinued in 2010.
If Lexus does make a production version of the hybrid-powered LF-LC, it would give the brand a premium coupe option that’s modern, efficient, and that offers a high-performance. This will likely be available alongside the IS hardtop convertible, and expensive LFA, and Lexus’ two-door vehicles.
Lexus is feeling the pressure as it has been recently toppled from its No. 1 position in luxury car sales by Mercedes-Benz and BMW. It would also now consider the Audi as a serious rival. The 2013 Lexus GS, which has leaner lines and bolder styling, signifies a change in the brand’s direction. Lexus is known for building feature-filled and refined models that are mostly unexciting.
The models that were the exception and were far from being bland were the high-performance Lexus IS-F (which hasn’t been around since the 2008 model year) and the very exclusive LFA that debuted for 2011. The LF-LC concept has a front-engine, rear-drive hybrid powertrain. There was no mention of the particular engine at the Detroit debut but it’s believed to be a variant of the GS’ 3.5-liter V-6 engine.
Japanese premium carmaker Lexus has taken the veil off its Lexus LF-LC Concept at the 2012 North American International Auto Show (Detroit Auto Show). According to Lexus, this new 2+2 hybrid sport coupe concept provides a glimpse into the carmaker’s future design direction for Lexus with great emphasis on the driver.
Mark Templin, Lexus group vice president and general manager, remarked that the Lexus LF-LC Concept is a continuation of the Lexus design revolution that commenced with the Lexus CT and the Lexus GS. He added that the concept goes beyond just a sport coupe as it is trespasses “the limits of style, performance and technology."
We could thank Lexus’ Calty design studio in Newport Beach, California for penning the design of the Lexus LF-LC Concept as the styling firm managed to redefine a Lexus by injecting avant-garde elegance and advanced technology into a future hybrid sport coupe concept. Calty president Kevin Hunter quipped that the whole studio toiled to come up with a design that beautifully interprets Lexus’ originality. Hunter added that the new Lexus LF-LC concept reflects the studio’s vision of what a premium sport coupe could be.
Lexus’ new design language in the new Lexus LF-LC reinterprets the premium brand’s signature spindle grille and rear architecture. This new design language is also marked by a beautiful combo of elegant curves and sporty angles.
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2017-17/0060/en_head.json.gz/20641 | P-Platers: new rules start soon
Changes to the Graduated Licensing Scheme (GLS) that aim to protect South Australia’s young drivers and passengers will come into effect on Monday, 28 July.
The first year of driving unsupervised is the riskiest driving period in a person’s life, according to statistics.
Young drivers gaining their P plates and beginning driving unsupervised are 11 times more likely to be involved in a crash.
Inexperience, night-time driving and peer pressure from passengers all contribute to an increased risk of being involved in a crash.
From 2009-2013 people aged 16-24 accounted for 22 per cent of fatalities and 24 per cent of serious injuries in South Australia, despite making up only 12 per cent of the population.
The new laws will see night-time driving and passenger restrictions introduced for P1 licence holders.
The night and passenger driving restrictions will apply to all P1 drivers for the duration of their P1 licence, which is a minimum of 12 months. They will not apply to P2 drivers.
A month long state-wide advertising campaign will commence across South Australia with newspaper, radio, online and bus shelter advertising.
Individual letters and an information brochure will soon be sent to all existing Learner’s permit holders (approximately 50,000) and P1 licence holders (approximately 51,000).
Letters will also be sent to motor driving instructors, Members of Parliament, key road safety stakeholders, Local Government, as well as a range of employer, education/training providers (including high schools, universities, TAFE), arts, religious, charitable, youth, disability groups and sports associations.
It is estimated that if the passenger and night-time driving restrictions had been in place in South Australia since 2008, 23 fatalities, 256 serious injuries and 1553 minor injuries on our roads could have been avoided.
For full details on the new rules please visit mylicence.sa.gov.au
Night-Time Driving Restriction - No driving between midnight and 5 am. Applies to P1 licence holders and Learner motorcyclists under the age of 25.
Does not apply if a qualified supervising driver is seated in the front passenger seat or the young driver meets the exemption criteria. Also does not apply to motorcyclists under age 25 who hold a P2 licence or a full car licence.
Exemptions from the night driving restriction are available for a range of purposes including employment, education/training, formal volunteer work, or to participate in sporting, artistic, scientific, charitable and/or religious activities.
Passenger Restriction - No more than one passenger aged 16-20 at any time of the day or night (immediate family members exempt) for P1 licence holders under 25.
Does not apply if a qualified supervising driver is seated in the front passenger seat or the young driver meets the exemption criteria.
An exemption from the passenger restriction is available if a driver is required to carry more than one passenger aged 16 to 20 in the course of their employment.
Police and emergency service members (both paid and volunteer) are exempt from the night and passenger restrictions while on duty.
The night and passenger restrictions do not apply to P2 drivers.
Fines of $327 and 3 demerit points apply for driving between midnight and 5am or driving with more than one passenger aged 16-20.
Other GLS changes include:The hazard perception test will now be a requirement to progress from L to P1 (previously required to move from P1 to P2).
Extension of the provisional licence period from 2 to 3 years. This will mean one year on P1 and two years on P2. The extended period will only apply to provisional licences issued on or after 28 July 2014.
Regression to a previous licence stage following disqualification will be removed. This will mean that disqualified L and P drivers will return to the licence stage they were at when they committed the offence. | 汽车 |
2017-17/0060/en_head.json.gz/20774 | Home » Dodge
Dodge Charger SRT Hellcat officially unveiled
on August 14, 2014 in Dodge, News, Sticky news Dodge has officially pulled the wraps off its newest creation, the Charger SRT Hellcat, which will be hitting the production line sometimes next year.
After being teased, rumored and spied a few times, the brand new Dodge Charger SRT Hellcat is finally here and the model in question has been officially unveiled by the car manufacturer. According to the company, the vehicle is the “quickest, fastest and most powerful sedan in the world” and it is coming with an aggressive front fascia, including the new front grille or the LED infused headlights, the power bulge aluminum hood with the heat extractors and cold air intake and much more.
The Dodge Charger SRT Hellcat is also coming with a brand new rear bumper, with a dual exhaust system and with a trunk mounted spoiler, which will definitely help it stand out from a crowd. We should also mention the large 20-inch aluminum wheels, which have been covered in Pirelli P Zero tires. The same sporty styling is also continued in the cabin, where we can find the Alcantara upholstery and Nappa leather, coverting the ventilated sport seats.
The interior design of the impressive ride has been also fitted with a flat bottom steering wheel, with heated seats, an 8.4-inch display for the Uconnect infotainment system, 18-speaker Harmon Kardon audio system a digital instrument cluster and several other features. The most important part of the Dodge Charger SRT Hellcat is definitely found under its hood, where we can find the same unit from the Challenger SRT Hellcat muscle car, the 6.2 liter V8.
The engine is said to produce a total output of 707 HP (527 kW) and it has a peak torque of 880 Nm (650 lb-ft). Power is being sent to the rear wheels through an 8-speed automatic transmission, which is allowing it to do a quarter mile in 11.0 seconds and to reach a top speed of 328 km/h (204 mph). Dodge says that from 0 to 100 mph (160 km/h) and back to 0, the performance sedan needs less than 13 seconds. The Dodge Charger SRT Hellcat will be hitting the production line in early 2015. No pricing details have been announced yet. | 汽车 |
2017-17/0060/en_head.json.gz/21659 | The Infiniti QX60 Hybrid will be shown at the New York auto show. Infiniti QX60 Hybrid set for New York auto show debut
A hybrid version of Infiniti's JX seven-passenger crossover, rebadged the QX60, makes its debut at the New York auto show late this month and goes on sale this summer.The QX60 Hybrid mates a supercharged 2.5-liter four-cylinder engine with a 15-kilowatt electric motor and a continuously variable transmission. The combination delivers 250 hp, and the QX60 Hybrid is expected to get 26 mpg in combined city/highway driving. Buyers can choose between front-drive and all-wheel-drive configurations.Infiniti says the hybrid powertrain will add about $3,000 to the sticker price of the crossover. The current Infiniti JX35 has a base sticker price of $42,245, including shipping charges.The hybrid powertrain employs technology similar to the unit used in the M35h Hybrid. But the sedan uses a 3.5-liter V6 and 50-kilowatt electric motor, driving the rear wheels through a seven-speed automatic transmission.In the QX60 Hybrid, the lithium-ion battery pack is mounted beneath the third-row seat. Regenerative braking helps recharge the battery.This will be the third hybrid in Infiniti's renamed product lineup, joining the Q70 Hybrid sedan (now named the M35h) and the Q50 Hybrid (the redesigned G37 sedan).Infiniti is renaming its vehicles for the 2014 model year, with all cars getting a Q badge and all crossovers and SUVs getting a QX badge. The change is part of brand president Johan de Nysschen's strategy to boost global sales of Infiniti vehicles.Here are the changes:-- The G37 sedan becomes the Q50 and is redesigned for the 2014 model year.-- The G37 coupe and convertible become the Q60.-- The M35/M50 sedan becomes the Q70.-- The EX37 crossover becomes the QX50.-- The JX35 crossover becomes the QX60.-- The FX37/FX50 crossover becomes the QX70.-- The QX56 SUV becomes the QX80.
By Dale Jewett See MoreNew York Auto Show
New York Auto Show, Auto Shows, Car News, Photo, Authors, Infiniti, Other News, Infiniti JX, Dale Jewett, Production Vehicles | 汽车 |
2017-17/0060/en_head.json.gz/22179 | 2017 FirstCar Young Driver Road Safety Awards
The nomination process for the 2017 FirstCar Young Driver Road Safety Awards has now opened, with entries invited in five different categories.
Now in their third year, the awards are sponsored by Road Safety Support (RSS) and will once again be presented at the Young Driver Focus event in London in April 2017.
FirstCar conceived and launched the awards scheme in 2015 to recognise the work of road safety professionals in seeking to reduce casualties among young drivers.
The 2016 ‘gold’ award winners were: Transport for Buckinghamshire (Education & Training); Fife Council (Partnership); Kent County Council (Campaign); the Honest Truth Partnership (Sustainable Intervention); Bournemouth Council (New Scheme); and RED Driving School (Private Sector).
For 2017, there are five awards categories: Best Education and Training Initiative; Partnership Scheme; Young Driver Campaign; New Scheme; and Private Sector Initiative.
The winners will be decided by a carefully selected panel of judges with extensive industry experience. For all awards the judges will be looking for schemes with clear and measurable aims and objectives and for evidence of evaluation. Gold, silver and bronze awards will be awarded in each category. Entries need to be submitted by 9 February and the shortlist will be announced week commencing 20 February. The awards will be presented at Young Driver Focus 2017 which is being held at the Royal Automobile Club (RAC) in Pall Mall, London on 26 April 2017.
Click here for more details about the awards categories and how to apply, or for more information contact James Evans at FirstCar on 0845 130 8853 or 07800 822818. | 汽车 |
2017-17/0060/en_head.json.gz/22210 | Q & A: How Simraceway aims to blow existing driving games out of the water..
When Simraceway announced their landmark agreement with McLaren earlier this month, we decided to delve a little deeper behind the story before sharing our thoughts. Anyone with even a rudimentary awareness of driving games will know about the two goliaths of the genre, Sony Playstation’s Gran Turismo (GT5) and Microsoft Xbox’s Forza 4. To say they dominate the marketplace would be something of an understatement – and with driving games now a $2.5 billion industry, according to market researcher EEDAR, it would take a brave man to place any bets on a newcomer. Ignite Game Technologies is that newcomer and Simraceway is the game they’ve invested more than $12.2 million and 2 years of their lives in developing. That may sound a lot, but as already mentioned, gaming is now a huge industry. To provide some perspective, Polyphony Digital, maker of Sony Playstation’s Gran Turismo 5 is known to have invested $80 million over a 5 year period, so you’ll understand why we were keen to speak with the guys behind Simraceway to find out if they were trying to bite off more than they can chew.
Let’s talk about the McLaren deal first, then we’ll come back to a behind-the-scenes Q & A with Ignite.
Prepare to race the McLaren of your dreams..
Prepare to race the McLaren of your dreams – that’s how McLaren led into their own announcement earlier this month. The significance of the deal with Simraceway is two-fold, firstly no other racing game is licensed by McLaren to include its cars and it’s not just the F1 and MP4-12C that are on offer, McLaren has chosen to provide its entire catalogue of road and race cars – 60 in total – all exclusively rendered for the Simraceway virtual environment.
That’s a huge commitment, don’t you think? Not only does this involve a room full of geeks and designers slaving over their Macs, but also a team of engineers scanning, measuring and gathering data on each and every car. The partnership breaks new ground for the videogames industry, representing the first time McLaren has licensed its entire catalogue of F1, Can-Am, sports and road cars for use in a game. It also represents the first time that anyone outside the McLaren team will be able to experience the brand’s greatest cars.
Included in the line-up is the iconic 800hp, turbocharged MP4/4 F1 car that was driven into the history books by the legendary Ayrton Senna and his teammate Alain Prost. The MP4/4 is still the most successful car in Formula One history, having won 15 of the 16 races it entered in the 1988 season, capturing the same number of pole positions and leading no less than 1003 of the 1031 laps raced that season.
Joining the MP4/4 are the F1 cars driven by Emerson Fittipaldi and James Hunt (in 1974 and 1976) and of course this season’s Vodafone McLaren Mercedes MP4-26, currently being driven by Lewis Hamilton and Jenson Button. In total, 36 F1 cars, with the exception of the MP4-26 (which is already licensed for Codemasters F1 2011), will be exclusive to Simraceway.
Jonathan Neale, Managing Director of McLaren Racing said: “Choosing Simraceway as our licensor for all 60 McLarens makes perfect sense. We’re highly impressed with their gaming products, innovative technology and the drive of their people. We are very optimistic that this will represent the start of a successful co-operation between the two companies, and we look forward to seeing our rich and beloved heritage brought to life in the virtual world.”
To save me introducing them all, but realising that many of you would love to know the details, all 60 cars are listed in the drop-down display below.
[reveal title=”Licensed Vehicles List – McLaren” ]
McLaren Automotive cars
McLaren F1 (1992)
McLaren F1 LM
McLaren F1 GT
SLR (P7 Project) (2003)
SLR 722 Edition
SLR Roadster
SLR 722 GT
SLR Roadster 722 S
SLR Stirling Moss SLR McLaren Edition
MP4-12C (P11) (2011)
MP4-12C GT3
(P12) (2011/2012)
(P13) (2012)
M2B (1966)
M5A/1 (1967)
M7A/B/C/D (1968)
M14A/D (1970)
M19A/C (1972)
MP4/1 (1981)
MP4/2 (Variants MP4/2B,C) (1984)
MP4/5 (Variant MP4/5B) (1989)
MP4/7A (1992)
MP4/10 (1995)
MP4/98T (1998 – Tandem vehicle)
MP4-16 (2001)
MP4-19 (Variant MP4-19B) (2004)
McLaren Can-Am cars
M1A (Variants M1B,C) (1964)
M6A (Variant M6B) (1967)
M6 GT Coupe (1969)
M8A (Variants M8B,C,D,E,F) (1968)
[/reveal]
Let’s take a look at the game..
When we think of PC driving games, it’s all too easy to imagine controlling it via a keyboard or joystick, or if you’re a serious gamer then perhaps a dedicated gaming seat, complete with steering wheel and pedals. Ignite chose a different approach, joining forces with gaming peripheral maker SteelSeries to develop the SRW-S1 Steering Wheel. The SRW-S1 is an affordable, high-performance PC controller that aims to open up a whole new racing world to players frustrated by the limitations of joypads. The handheld hybrid racing controller combines the features and functions of a high-end steering wheel, with the portability and convenience of a joypad – the SRW-S1 includes a motion-sensor for steering and a patent-pending throttle and brake paddle system for a fully simulated driving experience without the need for floor pedals.
Sound like a gimmick? Well take a look at the video below..
Ignite Gaming Technologies recently launched the Simraceway wheel, a joint effort between the Steel Series peripherals specialist and Simraceway.
The controller was designed, tested and approved by a team of world-class drivers, including four-time IndyCar Series winner Dario Franchitti, double Indy 500 Champion, the late, great and much missed, Dan Wheldon, and SimRacing stars David Greco and Bruno Marques. “When we set out in 2008 to create a new kind of racing game, one of the first issues we had to confront was the age-old ‘interface problem’,” said Ignite CEO Jonathan Haswell. “For decades now, racing game players have been faced with the unenviable choice of spending a huge amount of money on a wheel-and-pedal set that is tricky to set up, store and transport or settling for a binary joypad that simply isn’t fit-for-purpose.
“It soon became clear that the only solution was to produce something completely new and unique. A controller that would be affordable enough for those who can’t justify spending fortunes on top-end racing wheels but authentic enough to convey the full exhilaration of the virtual racing experience.”
As an extra bonus the SRW-S1 controller is compatible with other PC-based driving games, which makes its €119.99 ($119.99) price seem even more reasonable. You can find out more at http://steelseries.com/srws1.
Q & A with the Simracing Developers
So far the Simraceway experience sounds worthy of a closer look, so we got in touch with the developers and put them on the spot. Q: Why develop yet another physics engine? Surely the leading console games have this technology already sown up?
We’re not developing a brand new physics engine — we’re perfecting an existing one using extensive real-world racing expertise. It’s also important to emphasize that, despite their popularity, we don’t accept that Gran Turismo and Forza constitute the last word in physics. As with real-world racing, there’s always room for innovation! With Simraceway we believe we can not only match other titles, we believe we can offer a superior racing experience thanks to a number of important innovations we have made during the title’s development.
Q: Really? Care to share some more details about how you plan on beating them?
Not only has our development team been able to call on the expertise of three world champion drivers, we also have a real-world racing facility permanently available to us for research and development. We believe both of these factors have given us a vital edge over other games in terms of authenticity on the track.
Simraceway CEO Jonathan Haswell joins in the celebrations with 2010 IndyCar Series Champion, Dario Franchitti.
We’ve partnered with SteelSeries to produce a financially-accessible, high-performance steering wheel that integrates fully with Simraceway, giving players a viable alternative to joypads, which are patently not fit for purpose in the context of a racing game.
We have experts in the field of skill quantification developing and perfecting a skill-matching system that will blow existing methods out of the water, effectively bringing sim racing to the masses by producing perfectly-matched contests for drivers of all skill levels.
As well as racing for pride and points, our players can choose to compete in paid-entry competitions which will give them the chance to win big prizes and pit them against real-world professional drivers.
Unlike “packaged goods” games, Simraceway can be constantly updated, allowing us to add new licensed content, features and upgrades and keep the game in sync with the real world.
Q: Will Simraceway run on just PC platforms, or will it be available on Xbox and PS3?
Simraceway is a PC game that employs a client-server model similar to that used by popular online games such as World of Warcraft™. However players will also be able to enjoy an ongoing connection with the game—and perform many gameplay-related actions like viewing leaderboards and engaging with the game’s community—using any web-enabled device.
Q: Does Ignite plan on adding any further car brands to the game?
To date, Simraceway has agreed over 600 licenses for modern and historic race and road cars from some of the biggest brands in the automotive industry, including Bentley, Bugatti, Mitsubishi, and Saleen. Many of these will be exclusive to the game. By the start of 2012, we expect to be releasing over 30 laser-scanned models each month as we build up a comprehensive simulation library of motorsport history, which our players will be able to purchase content from. We like to think of it as an “iTunes for racing”.
Q: And what about the tracks? Are these simulations of real circuits or purely virtual designs?
Simracing drivers will be able to race on a combination of real-world and fantasy street circuits, ovals and road courses. We currently have licenses for over 60 real-world tracks which we are in the process of laser-scanning for deployment in the game.
So, how can you get involved?
Simraceway entered into open beta last week and the Simraceway wheel was launched at the same time. You can sign up now at the Simraceway website, then download the game and try it for yourself. The software is free and you can win points and prizes in the Simraceway competitions.
Sound interesting? Let us know how you get on.
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jason @ motorsport sensors
Wow! Not only am I amazed at how much money has been spent researching this and developing it, but that control consol! Do you need a degree to operate it? I left school at 16!
Good luck to them. They’ve got a job on their hands!
Looks pretty cool don’t you think? I’d certainly like to see how natural it feels to use. The big selling point is clearly the big name Motorsport champions who’ve been involved in its development.
A few days ago I heard Le Mans winner Alan McNish raving about the new steering wheel, which gives me the impression that it must be pretty good. | 汽车 |
2017-17/0060/en_head.json.gz/22373 | Rolls-Royce wants to keep its exclusivity, not planning an explosion of new models
Article by Christian A., on March 19, 2013 Rolls-Royce boss Torsten Müller-Ötvös says that since exclusivity is highly valued by its customers, it’s not likely that there will be an explosion of new products after the new Wraith coupé is launched. Priced at about £215,000, the Ghost-based Wraith coupé will start selling this autumn.
However, Müller-Ötvös said that the company would have to give much thought to any plans of expanding the range further.
He said that while the company wants to bring the brand to new direction, they have to be careful with the brand as it has a “century of pedigree.” He explained that the company isn’t included to raise production as there’s no space to expand the plant.
He also mentioned that its customers love their cars’ exclusivity. He mentioned that Rolls-Royce can produce cars that cost £150,000 cars but its cars’ rareness is what makes the company capable of selling cars with a price tag of about £200,000. Because of this principle of exclusivity, the company isn’t eager to just follow every trend.
Müller-Ötvös acknowledged that it’s probable that new products will be launched every two years. He declined to discount the possibility of introducing an SUV to go up against Bentley.
He also made light of rumors that the rising demand for SUVs in markets like China, Russia and Brazil means that the company would definitely build such a car. He said that he won’t absolutely say that it won’t be entering certain segments. He did mention that no customer has asked for an SUV yet.
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2017-17/0060/en_head.json.gz/22729 | Cars That Depreciate In Value The Most By Linda McMaken Share
Depreciation is that moment when you drive a new car off the lot and the car instantly loses 20% of its value. Some cars hold their value better than others. The cars that depreciate the most on automotive lists tend to be high-end luxury cars or very cheap sub-compact cars. However, there are many models at both of these levels that hold their value and are consistently regarded as reliable and safe. Many things factor into the true cost of owning a car. Depreciation is a major factor. Automotive sources use a basic formula that spans an average five-year ownership of a vehicle to determine its depreciation value. According to a recent survey by CarMax, high mileage on a car was the number one factor in its depreciation. Other sources, such as Popular Mechanics, cite poor quality, bad design, the expense of repairs and sometimes just that the general public doesn't like the car. Do you remember the Edsel? Born from a marketing blitz, the Ford Motor Company created an entire division around the car. It seemed destined for success, but it bombed. Nothing was really wrong with the car. In fact, it had state-of-the-art technology for the era, but consumers hated it. Ford isn't the only carmaker that saw the value of one of its models sink like an anchor when it hit the lot. The Mazda RX didn't live up to its hype, and sales of the car dropped. The highly-touted Nissan Leaf, one of the first all-electric cars, left many drivers stranded because its power gauges were incorrect. Depreciation is also a result of the substantial competition in the auto industry today. "The automotive industry is so competitive these days that you're seeing vehicles being redesigned every four or five years," said Eric Ibara of Kelley Blue Book. "If you see a vehicle that is in its fourth or fifth year and not doing well selling [new] retail, it would tend not to hold its value as well as its competitors."
Plus, those incentives to buy that car dealers love to lure us with will depreciate a vehicle very quickly, too. Here are few models that depreciate the most. Luxury ModelsRange RoverThis is a staid, timeless SUV that unfortunately used some very subpar electronics in a few model years. Word spread quickly and that new Range Rover that was purchased for $60,000 can be now had for $5,500. Cadillac EscaladeAs the luxury carmaker tried in earnest to create a luxury SUV, gas prices soared and interest in this gas guzzler died. Carrying a sticker price of over $80,000 new, you can pick up a low-mileage Escalade for less than $30,000 today.
Jaguar S-Type Although there is nothing inherently wrong with the Jag S, its design looks dated. Originally selling for $60,000, models can be found for around $10,000.
Mercedes-Benz S-ClassOddly, this model has taken one of the worst beatings in the depreciation department, with the ability to lose more than 80% of its value in five years. Again, it is an old, respected brand and even the experts can't figure out why the value has dropped so significantly. Mid-Size and Compact CarsExperts warn you away from any carmaker that has financial issues, such as Chrysler and Saab. Values of models from both these manufacturers have plummeted, particularly the Chrysler Sebring and the Saab 9-3.
The values of the Chevrolet Cobalt and Mercury Grand Marquis drop a staggering 80% after purchase. One of the reasons is that the design of these models hasn't been updated in four years.
Subcompacts from Kia and Hyundai are now being sold to fleets and this instantly decreases their value. Others to avoid are the Ford Taurus and Chevrolet Malibu. Although experts consider the Malibu one of the most improved models, it seems no one wants it, and its resale value has tanked. Limiting DepreciationExperts caution that if you are certain you will be trading your car in in five years or less that you do not purchase a vehicle that was created for fleet service. A good example is the Ford Taurus. The aftermarket is littered with them, which drives their resale values down. Also, for those drivers who trade their cars in every five years, don't buy an odd color. Stay with black, silver, white or dark blue. Stay on top of maintenance and limit your mileage. If you intend to keep your vehicle over five years, then depreciation isn't really a factor in your purchasing decision. The biggest decline in value occurs in the first five years. By the ten-year mark, the car has no significant value. Make sure to take all of these things into account when deciding to purchase a new or used vehicle.
The Bottom LineThere is no way to predict the depreciation on a vehicle. Their values drop the minute they are driven out of the sales lot. You can, however, do a little research to see which models are the most reliable. In the end, your care of the car, the mileage and the whims of the public will all determine how much value your car retains. First, find a car that fits your taste, needs and budget. Make informed decisions before you get to the dealer, not while you're standing in the showroom. Trending | 汽车 |
2017-17/0060/en_head.json.gz/23047 | A weekend of firsts for 2 singular car shows
By Alli Knothe TELEGRAM & GAZETTE STAFF
A neon green sign leading up the hill to Worcester's Green Hill Park read "No Burnouts" on Thursday.The crowd was reserved, sitting in lawn chairs and walking among the gleaming antique cars, all of which predated 1988. A DJ sat under a pavilion playing oldies.About 25 miles south is the Thompson International Speedway, where cars growled through the gates as pop music blared from parked cars. Tatoos and tubetops were aplenty, and speakers called out directions for those ready to drag race before the crowd.It will be a weekend of firsts for the two car shows.For the past 22 years, Green Hill Park was the home of the New England Summer Nationals, run by Bob Moscoffian, who said the change in venue, which he notes is still close to the city of Worcester, gives the event more room to operate.In an attempt to continue the tradition of having a car show at the park, another group of car enthusiasts launched the first Cars of Summer Car Show — with a new vision.One of the organizers, Roger Steele, said they were aiming for a more family-friendly and mild event."These are all beautiful cars," Mr. Steele said. "They're all car-show quality."Mr. Steele, a Worcester police captain, estimated that the group would show about 3,000 cars during the four-day weekend. The show had face painting and balloon animals for the kids, and an auction for people to buy antique cars.Mr. Moscoffian said he was "delighted" with the New England Summer Nationals first-time location in Connecticut and expected at least 4,000 cars to be registered for the event.The Cars of Summer show kept to about 30 venders, while the summer nationals totaled about 80, organizers said.Many car owners and visitors saw the Worcester show as a success early on, highlighting the more classic car-focused crowd."This is Christmas in July," said, Dominic Masiello, of South Grafton, who was showing his red 1967 Chevelle Super Sport. "It's relaxed ... I can hear myself think."But the Summer Nationals also had plenty of supporters, and was more crowded on Thursday than Green Hill."We're true to Bob," said Jim Heath, who was showing off his Ford Coupe at the show. "He always puts on a good show.""The layout is much nicer," said Mr. Heath's friend and fellow Ford Coupe owner, Dave Eastman.Kevin Weigold, who said he has been going to the Summer Nationals for about 20 years, agreed that the track is a welcome addition to the show, adding that it is nice people don't need to climb a hill to see the cars any more."It's kind of sad they divided the spectators and the cars" between the two events, he said. Instead, Mr. Weigold believed that if the new show at Green Hill Park was been held during Labor Day, people wouldn't have to decide between the two.He did not believe that by removing the new flashy cars and the other attractions like burnouts that the Green Hill show became more family-friendly."Kids like the (new) hot rods" like Camaros, Mustangs and Corvettes, he said.Contact Alli Knothe at aknothe@telegram.com. Follow her on Twitter @KnotheA | 汽车 |
2017-17/0060/en_head.json.gz/23055 | Jobs Now Available for Continental Tire Plant in Sumter, South
Carolina - Applications now being accepted at
Ready SC Continental
- The first of approximately 1,600 new jobs for
South Carolina are now posted online
- Construction to be completed by end of 2013, start
of production in early 2014
SUMTER, SC--July 27, 2012: Continental Tire the Americas,
LLC (CTA) today announced that the first job postings for its new plant in
Sumter are posted online and applications
are being accepted. Altogether, CTA will invest more than $500 million into the Sumter plant and create about
1,600 new jobs when the plant is completed and production is in full
swing.
Continental has partnered with readySC and Central
Carolina Technical College to assist with recruiting and training
interested candidates. Current job postings can be viewed at
readySC.org/conti. Industrial Maintenance Technician and salaried
positions, such as engineering and management positions, are currently
posted on the site. Interested candidates must submit an application
online. CTA will begin to accept online applications for Production
Operator positions in late summer. "We are making good progress on the construction of our plant," said
Craig Baartman, Sumter Plant project manager. "Now it's time to
fill some of the first of these well-paying jobs with excellent
benefits."
CTA is proud to provide, overall, 1,700 new jobs in South Carolina in the coming years.
Approximately 80 of these new jobs are part of the expansion of CTA's
Headquarters located in Lancaster
In the first phase of production, which is between late 2013 and early
2014, Continental will hire approximately 300 production employees for the
Sumter plant. The staffing process and manufacturing training for the first
150 employees will begin in the first quarter of 2013.
Key facts about the new Sumter plant:
The construction process for the plant is expected to be finished by
the end of 2013. Production is expected to start in late 2013 or early 2014. In the initial phase stretching out until 2017, more than four million
passenger and light truck tires will be produced annually. In 2021, when the full production level will be reached, the annual
production capacity will increase to up to eight million tires per year.
The new site comprises approximately 330 acres in total and a 1
million-square-foot production facility.
Continental Tire the Americas has continued to hire employees during the
economic downturn. Since January 2008, CTA
has created more than 2,500 new jobs in the Americas region. Some 625 of
these new positions were created in the U.S., particularly in the Mount Vernon, Illinois plant. To keep up with
business growth, CTA announced the hiring of more than 400 employees at the
Mount Vernon plant in May 2011. Continental Corporation hired 30,000 new
employees globally in 2010 and 2011.
With the Sumter investment, CTA will have invested more than $1 billion in manufacturing and product development
in the U.S., Mexico, Ecuador and Brazil since 2006. Aside from the U.S.,
Continental is currently expanding production capacity also in Russia, China
and Europe to better serve global demand
on a long-term basis. Continental Corporation recently announced its
intention to invest more than $2.5 million
(EUR 2 billion) globally in 2012.
For the latest information on hiring for the Continental Tire Sumter
Plant, visit them on Facebook. Search The Auto Channel | 汽车 |
2017-17/0060/en_head.json.gz/23440 | Home Hemmings Classic Car
Alain Bertrand
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Alain Bertrand from Hemmings Classic Car
February, 2007 - Mark J. McCourt
America was an incredibly vibrant and exciting place to be in the immediate post-WWII era, and its rapidly changing culture created ripples of influence all over the world. It was such that a boy, born near Paris in 1946 and attending an isolated boarding school in Normandy in the late 1950s, could soak up the experiences of the American airmen living on the nearby Evreux-Fauville Air Base. And this cultural exchange would have a profound effect on his later life as an illustrator and artist.
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From a young age, Alain Bertrand was handy with a pencil and paper. "I never had any training or formal practice," he said. "I simply liked drawing from when I was very small, and I got better and better with time." As a teenager, he spent a good deal of time absorbing all that was foreign about those local U.S. airmen--their planes, their rock-and-roll music and Elvis Presley, their cigarettes, and the chrome, big fins and powerful V-8 engines of the big American automobiles they drove. "I was really into cars and music. I think the first American car I saw was a 1949 Mercury, and today I have two of them--a four-door sedan and a woody, as well as a 1952 Chevrolet Styleline Deluxe, a 1958 Impala convertible and a 1952 Oldsmobile Super 88," he explains.
After school, Alain did a stint in the French army, and was hired by automaker Renault to monitor factory quality control. It was there that he also had the opportunity to fine tune his drawing skills. "I also did industrial illustrations, but just for factory machinery," he said. "I spent 11 years at Renault, but I didn't really enjoy it."
Although he'd been indoctrinated in many aspects of American culture as a youth, it wasn't until he visited America in 1976 that he became truly fascinated with our cars and the culture they've inspired. "I traveled to the big national parks like Yellowstone. I loved Arizona and New Mexico. I had a revelation as the result of my first trip to the United States--from now on, my paintings would be devoted to the U.S.A."
That trip would be the first of 44 such visits, with a memorable recent one having taken place three years ago when he shipped his 1951 Citroën Traction Avant to the port in Newark, New Jersey, and drove it to visit his brother in Canada via Vermont and Maine, a 2,500-mile round trip. While he has enjoyed every North American visit, they weren't all solely for pleasure--in 1984, he spent three months working in New York City on illustrations for advertising campaigns for clients like New York Telephone, ATARI and Jeep. Back in France, he illustrated posters, the sort that would be displayed on billboards and in the streets, for the likes of Peugeot, Renault and Michelin, and non-auto-related brands like candy maker Mars and Darty, a multinational electronics retailer.
Alain also became known for his work on music album art and movie poster designs. "I've collaborated with Alain Marouani of Barclay Records on many album covers, including 11 for [French singer and actor] Eddy Mitchell. I worked with Francis Ford Coppola on creating the poster for Coup de Coeur (One From The Heart), as well as designing the poster for Mommie Dearest, with Faye Dunaway. I also did the merchandizing brochure for Jurassic Park 2 - The Lost World.
This artist always did his illustrations in acrylics, but chose to work with another medium when he got into creating for his "hyper-realistic" automotive fine art about six years ago. "I paint on large format canvas with oil and brushes. I discovered Cuba in the 1980s, with the daily life of Havana; a new theme and feel developed in my paintings...the warmth of the surrounding colors gave me the impression of a life that stood still. This was a forceful inspiration for me--I try to bring everyone back several decades and leave them as nostalgic orphans of the American dream."
Alain says that he is equally comfortable with painting from his own inspiration and on commission, and he is updating his Web site's gallery with new works regularly; 14 of his automotive-themed works are collected in a limited-edition portfolio, "Cuba." He has exhibited his American car-themed automotive works during prestigious events like the Artist'Auto of Rétromobile in Paris and the Expo at the Grand Prix of Monaco, as well as galleries in Paris, London, New York, Miami and Singapore and, as he continues to be inspired by his U.S. visits, he demonstrates that passion for classic American iron is a theme that is truly universal.
Fin D'Orage (End of Storm)
"I saw this image in an old Life magazine. I cut out the image, and I imagined how it would be with a man in the street."
"I liked this car, so I made a little sketch of it in the street, and I put it in the road like that. That's how I saw it, in my head."
Servicentro El Siboney
"This service station really exists. I added the Chevrolet station wagon."
San Raphael Bridge
"I took this photograph while I was driving my car across the bridge, and I put older cars in place of the modern ones."
Jeu de Lumiére No. 3 (Play of Light)
"I like to collect a lot of documentation, so I buy all the American magazines I can find at second-hand markets for their pictures. For this one, I took two or three pictures and combined them to make one."
"I took a picture of the front of that theater in London, and I changed it into a cinema about 40 years back."
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This article originally appeared in the February, 2007 issue of Hemmings Classic Car.
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2017-17/0060/en_head.json.gz/23790 | Revisiting Thistle #16
There is more from the Depoe Bay Wooden Boat Festival (and crab feed). Quite a bit more, in fact. Sweet Sixteen, Thistle hull number sixteen, made a debut in the warm spring sunshine. No one knows for sure how many years it's been since this boat has seen the water, but she's ready to make up time. For this show, Sweet Sixteen rested on her trailer on the tarmac and drew many admirers. There was general agreement that she didn't look her age. She's just as sporty today as she's ever been, after 63 years!You may know that boats in this class today are made of fiberglass. They may technically be the same design, but who would argue that the wood ones are prettier?Doryman spent approximately 1000 hours restoring this old thoroughbred. A labor of love, indeed!Designed by Sandy Douglas, the Thistle debuted in 1945. The sail plan consists of a main, jib, and spinnaker. The boat planes easily in 10-12 knots of breeze and will glide effortlessly in light air. Hull number sixteen was manufactured in 1946. The Thistle Class Association has no record of this boat, so it is speculated that it was a "kit" boat, possibly assembled by it's owner and probably never raced. But she's ready now!.
Never been raced | 汽车 |
2017-17/0060/en_head.json.gz/24323 | Aston Martin owner looking for a buyer
Article by Christian A., on November 12, 2012 Talks are private but from insiders, we learned that Investment Dar Co., Aston Martin’s controlling shareholder, has met with possible buyers. Aston Martin is of course, the famous producer of luxury sports cars see in numerous James Bond movies. One source said that Rothschild has been hired by the Kuwaiti firm, which owns 64% of Gaydon, U.K.- based Aston Martin, to be an advisor for the sale.
Sources also said that one of the companies that Investment Dar has approached in the past two months is Indian automaker Mahindra & Mahindra Ltd. It’s believed that a sale is difficult since investors have not agreed to match the price that Investment Dar paid five years ago for Aston Martin.
One person said that Investment Dar has asked for around $800 million in exchange for its stake. These proceeds would help the company pay off the debt of Kuwait’s Investment Dar, part of the group that purchased Aston Martin for 503 million pounds ($805 million) in 2007. If Aston Martin got a new backer, it could develop models that could go up against Bentley and Ferrari.
Aston Martin is famed for having built the 1.2-million-pound One-77. Independent auto analyst John Wolkonowicz said that one can’t be competitive without the support of a large car company. He added that without that much backing, very few become successful. An Investment Dar representative, who asked to be anonymous, denied that it wants to sell Aston Martin. According to Janette Green, director of brand communications at Aston Martin, Investment Dar isn’t thinking about selling. Chairman David Richards and Roma Balwani both declined to comment.
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2017-17/0060/en_head.json.gz/24398 | Honda business jet for about $4.5 million
The business jet, which can seat up to seven and lists for about $4.5 million, will be reaching customers at least five years behind schedule. Honda says it has received more than 100 orders, primarily from customers in North America and Europe.Michael Whalen, a hospitality industry executive, says he placed a deposit for a HondaJet in 2007 to replace his slower, propeller-driven King Air. Whalen is founder and CEO of a company that runs hotels and restaurants in a half dozen Midwestern states from Moline, Illinois, a city with few direct flights. Now his Heart of America Group is expanding into Wyoming, Colorado and Texas.
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2017-17/0060/en_head.json.gz/24976 | Record year for Sunderland’s Nissan plant
The body shop at Nissan's Sunderland plant.
NISSAN’S Sunderland plant enjoyed a record-breaking 2011.
Figures out today showed the plant smashed its previous top production tally, the best ever recorded by a UK car plant.
The Nissan factory turned out 480,485 cars last year, passing 2010’s record of 423,262, with more than a month to go, on November 16.
November was also the most productive in the 25 year history of the plant, with 46,606 vehicles built.
The plant’s record performance was led by demand for the Qashqai and Juke, with 244,298 Qashqais, 56,979 Qashqai+2s and 132,606 Jukes rolling off the lines.The success reflects the fact that 2011 was the first full calendar year to see 24-hour production of the Qashqai and Qashqai+2 and was also the first full year of Juke production, helping Nissan achieve an all-time record European market share of 4.2 per cent.Record production means record staffing levels, with employee numbers reaching an all-time high of 5,462 people directly employed on site.The year ahead promises to be equally exciting, with the plant set to launch Nissan’s first lithium-ion battery production facility outside Japan and preparing for the start of Nissan Leaf production in 2013.
Kevin Fitzpatrick, Nissan vice president for manufacturing in the UK, said: “Our 25th anniversary year will go down in UK car production history and all our staff can be proud of the many milestones we have passed.“Our 26th year promises to be equally exciting, as we launch the new battery plant at Sunderland and prepare the plant for production of the 100 per cent electric Nissan Leaf alongside the Qashqai, Juke and Note.”Last year also saw the plant produce its six millionth vehicle in January, then in June Nissan’s Chief Executive Carlos Ghosn announced that the next generation of the Nissan Qashqai would be designed, engineered and manufactured in the UK.And there was more good news for the plant in this week, with factory boss Trevor Mann being made a CBE in the New Year honours list, as reported in the Echo.
Washington and Sunderland West MP Sharon Hodgson, whose constituency covers the plant, said: “These record-breaking figures are great news for Nissan, Washington and the whole North East, and are testament to the hard work and skills of local workers.“I’ve been to the factory to see the Qashqai being put together for myself, and I am in no doubt that the success of the car is down to the precision and quality of the production line and the skill of the workers on it. “I hope 2012 sees even more records being broken, and even more jobs and training opportunities provided in Washington and right the way down the local supply chain.” | 汽车 |
2017-17/0060/en_head.json.gz/25446 | Apple reportedly sets 2019 date for first electric car
An autonomous car remains a long-term goal
Martyn Williams (IDG News Service)
Apple is targeting its first electric car for release in 2019, The Wall Street Journal reported on Monday.The newspaper said the company has recently begun accelerating its efforts in the space and is planning to triple the 600-person team already working on the technology after investigating the area for a year.Details of work at the secretive company are still thin on the ground, including exactly what type of car Apple is developing under the codename "Titan."Apple has been talking with officials at the Contra Costa Transportation Authority over getting access to the Concord Naval Station. The former U.S. military base near San Francisco is being turned into an autonomous car testing facility called "GoMentum Station."The company's first electric car won't be fully autonomous but that remains a long-term goal, said The Wall Street Journal.
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2017-17/0061/en_head.json.gz/171 | Why Blame Ratan Tata For The Nano ?
Ratan Tata is chairman of Tata Motors. He is passionate about cars. Not just driving or admiring them but about building them as well. Ten years ago he unveiled the Indica, the country's first indigenous car. The Indica was greeted with much acclaim. On the road, it was a different story. The car had several glitches and it took several years before they were resolved.Tata acknowledged the Indica's failings from start. It was not easy. Possibly he turned the criticism as encouragement to work even harder to create an error-free product. But the Indica experience, as traumatic as it may have been at outset, did not deter him from thinking even bigger - A project to build the world's cheapest car. So if Ratan Tata is a car maker, then all he can do, presumably, is to think of better, cheaper and bigger cars or dream of doing all of that. So he is only doing what he set out to do, or the founders of Tata Motors did when they set up the Tata Engineering & Locomotive Company (Telco which became Tata Motors recently) to make locomotives and other engineering products in 1945.What Are The Rest Doing ?I wonder then why people blame Ratan Tata for creating a car that might potentially swamp Indian roads or create a pollution problem. As an innovator in the automotive arena, Tata and his team are only doing what they set out to do, as best as they possibly can. Can the Nano be the most fuel-efficient car on the planet ? Or remain $2,500 for ever. Maybe not, but competition and determination might help.That is the story of Ratan Tata. What are the rest doing, I wonder ? How much innovation can you credit those in Government who are supposed to create infrastructure, either for mass transport or private transport. Why is it that we fail so miserably in even defining a benchmark for innovation here, leave alone setting one - yes there is the Delhi Metro.It could be argued that public funds end up funding private transport, either at the point when the cars are manufactured or are driven, on the roads. I am not sure. We pay much higher prices for cars and fuel than most, if not all developed countries do. A car that costs $10,000 in the US costs $20,000 in India. As simple as that. Fuel is much cheaper there too.An Alternate Transport System ?Actually, cars are insanely taxed in India. So where does that tax money go ? Why I wonder would I pay Rs 10 lakh for a car that costs Rs 5 lakh elsewhere and still not get good roads or quality public transport – at least one should flow logically, if not both. The question is rhetorical incidentally, we all know where the tax money goes or does not.A small illustration. Mumbai desperately needs an alternate transport system. A proposal for a water transport link connecting south and north Mumbai has been floating around for three decades and more. All that someone in Government had to do (state of Maharashtra) was to take a decision. As I have realised over the years, the easiest thing to do is to not do anything. That's what most public service in India is actually about. Business is different. Being remembered is not so simple anymore. Most battles are not fought in backyards but on the global stage. Even dynasty does not help. So why blame Ratan Tata for taking a decision and chasing a dream.
The Rise Of Dhirubhai Ambani
(This blog's author is attempting to return to the fold, as it were. This is not the first attempt nor I suspect the last. The plot this time round is to make it simpler, shorter and easier to read. Which may prompt the conclusion that it was not so earlier. True, is the author's own objective assessment.)Actually the book is called The Polyester Prince. Copies of the book suddenly appeared all over Mumbai on Sunday evening at traffic signals and pavement book shops. Prices ranged from Rs 100 to Rs 400 I was told. A colleague picked it up at Rs 100, the urchin selling it at a traffic signal in central Mumbai quoted Rs 250. The timing of the book's release - a day before Anil Ambani's mega Reliance Energy IPO opens for subscription - is curious to say the least. The Polyester Prince was first published in 1998 and was supposed to be an authorised biography of the late industrialist. Somewhere along the way, possibly following a somewhat negative article the author (Hamish McDonald) wrote in the Far Eastern Economic Review, the two fell out. McDonald went on to write the book and published it. McDonald provides interesting and less known insights into Dhirubhai's childhood. His birth in Chorwad, his time in Aden where he demonstrated his entrepreneurial bent and the birth of the textile and petrochemical giant that is Reliance today. But the book also prises open the lids on episodes the Ambanis would surely want to put behind - for instance, the fascinating story and events that led to the arrest of Kirti Ambani, a Reliance employee, on charges of conspiring to murder Dhirubhai rival Nusli Wadia. Incidentally, the book was banned ten years ago and has till date stayed out of circulation. What was selling on the streets yesterday is the pirated version of a banned title. Most enterprising, one would think, even as you wonder why now. I guess Dhirubhai himself would have said, "Nobody is a permanent friend. Nobody is a permanent enemy. Everybody has his own self-interest. Once you recognise that, everybody would be better off." | 汽车 |
2017-17/0061/en_head.json.gz/455 | Students in Sean Brennan's research group stand in front of a Volvo connected truck that was brought to Penn State.
Penn State discusses intellegent vehicle research collaboration with Volvo Group and University of California at Berkeley
In early June, Penn State hosted representatives from Volvo Group Trucks Technology and the University of California, Berkeley (UCB) to explore an east coast—west coast collaboration around intelligent commercial vehicle research.
Martin Pietrucha, director of the Thomas D. Larson Pennsylvania Transportation Institute, and Sean Brennan, associate professor of mechanical engineering, hosted Volvo representatives Skip Yeakel and Sam Mclaughlin as well as Tom West, director of the UCB Partners for Advanced Transportation Technologies. As part of the meeting, several connected trucks were showcased at the Penn State Larson Transportation Institute test track facility to demonstrate the ongoing work being led by UCB Partners for Advanced Transportation Technologies, with Volvo and Penn State as subcontractors. This visit followed the inaugural Vehicle to Infrastructure Deployment Workshop hosted by the Intelligent Transportation Society of America and the U.S. Department of Transportation in Pittsburgh, where the trucks were also exhibited.
Connected vehicles/autonomous vehicles (CVAV) are vehicles that can talk to each other through dedicated short-range communication (DSRC) radios. For example, if the car in front of you stopped suddenly, it could send a signal to your car telling it to slow down. The DSRC radios work similarly to the Internet but with very little latency.
“DSRC doesn’t transmit a lot of data, but it’s like a speedboat,” said Brennan, “it goes from point A to point B incredibly fast.”
UCB is working to modify vehicle automatic cruise control systems to include DSRC-enabled information sharing in commercial trucks. This technology would enable platoons of trucks to work together in what is called a cooperative adaptive cruise control. Drivers could bring many vehicles almost bumper-to-bumper at highway speeds. The idea is to increase the capacity of highways because building more roads is costly and often space prohibitive. In addition, the tightly spaced vehicles—particularly with commercial trucks—increase efficiency by significantly reducing aerodynamic losses associated with highway driving.
The trucks brought to Penn State are able to travel in these close vehicle groups called platoons. Technology enables these platoons to open up, or separate, when a vehicle needs to move into their lane or if there is another obstacle. However, the challenge is testing the technology.
“One of the things I've been bemoaning for a long time is that there's not a highway set aside where you can drive autonomous vehicles at 70 miles an hour, and there are safety concerns about testing autonomous vehicles in the public space,” Brennan said.
Penn State is supporting Volvo with this research by developing driver simulation software to aid in testing. The open-source software can put multiple people into the same driving simulator, much like a video game. However, unlike a video game, the researchers have control over the entire environment, including creating cooperative or disruptive bystander traffic, strange road configurations, or blocked sensor inputs. This software is the same as the one that will be used to communicate between vehicles. The software facilitates testing of situations that would be impossible to test on open roads, like communication or mechanical failures in the platoon. To be adopted by the public, the system must accommodate emergency and unforeseen situations, such as a blown tire.
There is also the challenge of public education and acceptance before this system can be used on public roadways.
“There is a visceral need for people to see and experience things themselves,” Brennan said. “And we don't really have that capability right now anywhere.”
Public acceptance and emergency response of platoons are core areas that UCB is studying right now in partnership with Volvo and supported by Penn State. The conversation at Penn State explored how the two universities and Volvo could pool resources, facilitate public awareness, and start doing research-level and fault-level testing beyond very simple test cases to prepare these systems for public roads.
Penn State has an Academic Preferred Partnership Program with Volvo, and was the first university outside of Sweden to have that designation. In addition to autonomous vehicle research, Penn State partners with Volvo in many other areas, including engine research, fuels research, and driver assist and collision avoidance research.
“One of the things I've been bemoaning for a long time is that there's not a highway set aside where you can drive autonomous vehicles at 70 miles an hour, and there are safety concerns about testing autonomous vehicles in the public space." | 汽车 |
2017-17/0061/en_head.json.gz/872 | Recon Engine Specialists | Used Engines For Sale | Save Up To 80% on New & Used Spares | Quality Complete Engines From £125.| Recon Engine Specialists | Expertise & Advice For Any Recon Engine Carrying the drive to the wheels
The gearbox and rear axle of a front-engined rear-wheel-drive car are almost the car length apart, so need to be linked by a propeller shaft, which passes on the engine power to the rear axle. A propeller shaft is made of hollow steel and has flexible couplings at each end, called universal joints. These joints allow the shaft to change angle - over road bumps, for example - while still transmitting power. The shaft can also change length slightly by sliding backwards and forwards on splines on the gearbox output shaft.
The propeller shaft ends at the final drive, a complicated set of gears in the middle of the rear axle. The final drive turns the drive through a right angle to rotate the half-shafts attached to each rear wheel. This is done by the propeller-shaft pinion and the crown wheel, which both have bevelled teeth. The crown wheel has a much larger circumference, so turns slower than the pinion, thus reducing the speed of the wheel half-shafts.
The final drive also gears down the speed of the propeller shaft to the speed of the wheels. Because of their larger circumference, the wheels turn only once for every three to six turns of the crankshaft. For example, if a car is travelling at 60mph (96km/h), the wheels are turning at probably only 1000 revolutions a minute while the crankshaft is turning at about 4000 revolutions per minute.
Also incorporated in the final drive is a mechanism called the differential, which allows the rear wheels to revolve at different speeds when cornering. If both wheels revolved at the same speed, the inner one would skid at every corner.
On each half-shaft there is a bevel gear that meshes with two small bevel pinions on the inside of the crown wheel, one at the top and one at the bottom. While the car is driving straight, the force on each bevel pinion is equal. If one road wheel starts to drag - the inside wheel when the car takes a bend, for example - its half-shaft bevel gear becomes harder to turn, so the pinions drive the other half-shaft gear faster, increasing the speed of the other wheel. | 汽车 |
2017-17/0061/en_head.json.gz/2833 | Car Business
Car Business / News 0 Historic Durant-Dort Factory One To House Automotive Archive
by Lawana Perkins | Posted on Tuesday, August 18th, 2015
The historic Durant-Dort Factory One will be converted into an archive and research center as part of a renovation project connecting the site’s rich manufacturing history with ongoing developments in the automotive industry.
General Motors, which owns the former carriage factory near downtown Flint, will invest several million dollars to create a modern archive to house the automotive collection currently located at nearby Kettering University. The archive and research center will occupy the first floor of the east wing of Factory One.
GM plans to develop the second floor of the east wing into a flexible meeting area for GM, community and educational groups to conduct STEM-related classes, seminars and, potentially, research. The high-bay area in the west wing of the facility will be renovated to house classic vehicles and other artifacts from Flint’s carriage-building era.
“Factory One truly is the epicenter of the automotive industry and, as such, it makes sense to create a world-class archive where anybody can learn how carriage builders in Flint launched the global auto industry,” said Mark Reuss, GM executive vice president of Global Product Development, Purchasing and Supply Chain.
GM purchased Factory One in 2013 and has invested approximately $3 million to repair the exterior of the building and install new windows and doors. The investment also covered the construction of a fence around the GM-owned parking lot across Water Street.
The next phase of the project, which is still being finalized, is expected to cost several million dollars and will include the installation of a new roof. SmithGroupJJR in Ann Arbor is the architect on the project and has experience in historic renovation projects as well as creating modern archives.
Once plans are finalized and a general contractor is selected, work on the archive and other interior projects could begin in early 2016 with the project completed in 2017.
“The beautiful restoration of Factory One as a centerpiece of Carriage Town and downtown Flint provides us with an amazing opportunity to partner with GM and to provide these iconic historical treasures with the vibrant, innovative display they so richly deserve,” said Kettering University President Dr. Robert K. McMahan. “Housing these collections at Factory One provides greater accessibility to the public, history enthusiasts and educational institutions, making the amazing shared history of GM, Kettering and the automotive industry in Flint available to new generations.”
The investment in Factory One is the latest in a series of investments that GM is making in Flint. On Aug. 4 GM announced plans to invest $877 million to build a new body shop at Flint Assembly, raising total investments to $2.5 billion in Flint during the last six years. Earlier this year, GM announced a donation of $2 million to Kettering to create a powertrain laboratory and the GM Foundation committed $2 million by 2019 for the creation of an automotive proving ground for Kettering students.
In addition to renovating Factory One, GM is financially supporting the Durant-Dort Carriage Company office building across the street.
“This project is more than preserving our past,” Reuss said. “It is about telling the story of pioneers in manufacturing, visionaries, risk takers and innovators and how they helped build a global industry and continue to inspire people today.”
Located on the Flint River near downtown Flint, Factory One got its start in 1880 as part of the Flint Cotton & Woolen Mills company. In 1886, the then-empty facility was leased by William Crapo Durant and Josiah Dallas Dort, who formed the Flint Road Cart Company.
Durant later took control of Buick Motor Company and leveraged his Durant-Dort resources to grow the fledgling automaker into one of the most successful car companies in the country. Durant used Buick’s success as the cornerstone on which he built General Motors, and, a couple of years later, he again turned to his friends from Flint’s carriage industry to form Chevrolet.
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2017-17/0061/en_head.json.gz/3342 | YEAR201720162015201420132012201120102009 MONTHJanuaryFebruaryMarchAprilMayJuneJulyAugustSeptemberOctoberNovemberDecember Sustainability Channel is the communication channel towards our stakeholders interested in Sustainable approach to the business. 21/10/2010 Happy birthday to Pirelli Argentina
Pirelli has celebrated its 100 years in Argentina with an international press conference at Merlo, in the province of Buenos Aires, in the presence of the President of the Nation of Argentina, Cristina Fernández de Kirchner and, for Pirelli, the Group’s chairman, Marco Tronchetti Provera, managing director of Pirelli Tyre Francesco Gori, the CEO of Pirelli Pneus Latin America Guillermo Kelly and the president of Pirelli Neumáticos Argentina Franco Livini. Also at the press conference was an important representation of the country’s national and local institutions, including the Governor of the Province of Buenos Aires, Daniel Scioli, the Minister for Industry, Débora Giorgi, Foreign Minister Héctor Timerman, the Minister of Work, Carlos Tomada, the Italian ambassador to Argentina, Guido Walter La Tella and the Mayor of Merlo, Raúl Othacehé.
At Merlo, Pirelli presented the development plan to be concluded by 2013, which aims to increase production capacity in the SUV and light truck market segments from 5 million to over 6 million units a year. The Merlo factory, which has been operational since 1951, accounts for 10% of the Group’s overall production in Latin America, where Pirelli has seven plants of which five are in Brazil and one in Venezuela: together with the Argentinean installation, they generate 36% of Pirelli Tyre’s overall turnover.
Volkswagen, GM, Fiat, Ford, Peugeot and Iveco are all clients of the Merlo factory, 50% of the production of which goes to the internal market and the rest to Brazil, other South American markets and the USA. Pirelli’s investment will be $US100 million by 2013, of which about $US20 will take place in 2010 to make technological and qualitative improvements and increase production capacity. Coherent with the strategy that sees Pirelli ever more committed to the development and manufacture of ‘green performance’ products, in 2011 the installation envisages a new production process for compounds, which will enable the plant to produce 50% of the tyres it makes with a reduced environmental impact.
As well as holding the press conference, Pirelli celebrated the centenary of its presence in Argentina with the presentation of the exhibition ‘Pirelli 100 años de Argentina’ and a gala dinner attended by the Italian ambassador to Buenos Aires, Guido Walter La Tella, representatives of the country’s world of industry and executives of the Group.
Tags: Argentina, Cristina Fernández de Kirchner, Francesco Gori, Marco Tronchetti Provera
Categories: Sustainability | 汽车 |
2017-17/0061/en_head.json.gz/3798 | Features » What is the Ultra Low Emission Zone and how will it affect you?
The Ultra Low Emission Zone: How will it affect you?
The Ultra Low Emission Zone (also known as ULEZ) will be an area within London where all cars, motorcycles, vans, minibuses, buses, coaches and heavy goods vehicles (HGVs) will need to meet new exhaust emission standards or pay a daily charge to enter.
Although the start date is still under consultation, the ULEZ is expected to begin on the 8 April 2019. Once in force, the drivers of the most polluting cars and vans will have to pay an extra £12.50 (on top of the Congestion Charge) to enter London. Buses, coaches and HGVs, meanwhile, will be charged £100 per day. Why is London introducing the ULEZ? It all comes down to air quality. Or lack of it. The capital’s toxic air has been labelled as a ‘public health emergency’ by a cross-party committee of MPs and is linked to 9500 premature deaths in London every year. The problems are mostly linked to nitrogen dioxide (NOx) and particulate matter, which are linked to heart disease, cancer and a range of respiratory problems. The Mayor of London hopes that the introduction of the ULEZ fee will cut NOx by as much as 50 per cent by 2020 and deter owners of older cars and vans from entering the city. Which vehicles will be affected by the new rules? The ULEZ will affect petrol vehicles that do not meet Euro4 standards and diesels that do not meet Euro6 emission limits. This means diesel vans, cars and minibuses that are older than four years in 2019 will have to pay, while petrol cars older than 13 years will also be charged. For newer vehicles, you should be able to see its Euro emission rating on the V5C in section D2. Alternatively you can check on the Transport for London website to see if you'll have to pay the charge or not.
What areas will the ULEZ cover? The ULEZ will operate 24 hours a day, seven days a week, within the same area as the current Congestion Charging Zone (see below). However, there are already plans afoot to extend it to Greater London for 2020 and by 2021 the ULEZ could also cover the North and South Circular.
How will I pay the fee, and what happens if I forget? The details of ULEZ payments are still to be confirmed, but we'd expect it to mirror the existing Congestion Charge. This means you can pay online or over the phone in advance, on the day of travel or by midnight the following day. If the vehicle does not meet the ULEZ standards, and the daily charge is not paid, then a Penalty Charge Notice (PCN) will be issued to the registered keeper or operator. For motorcycles, cars, vans and minibuses this will be £130 (reduced to £65 if paid within 14 days). For HGVs, coaches and buses this will be £1000 (reduced to £500 if paid within 14 days).
How will TfL know if I’ve paid or not?
Like the Congestion Charge, the ULEZ will be monitored by Transport for London (TfL) with ANPR (automatic numberplate recognition) cameras. Each time you enter and leave the zone, it will be logged. What about drivers who live within the ULEZ?
Drivers who live within the zone will be exempt, but only for a limited period of time. They will get a three year ‘sunset period’ to change their car and at the end of this period (from 7 September 2023) residents will be liable for the full daily charge, should their vehicle not meet the ULEZ standards.
And what about taxis? From 1 January 2018, all taxis presented for licensing for the first time in London will need to be zero emission capable and emit no more than 50g/km CO2, with a minimum 30 mile zero emission range. This means new diesels will not qualify for a licence, but Transport for London and the Government are expected to offer grants of up to £7500 for the purchase of purpose-built ultra-low emission taxis.
Will other towns and cities introduce ULEZ fees? Nothing has been confirmed, but there are signs that other cities will introduce similar schemes. We think it is inevitable that other cities and towns will follow London's example and start to charge older petrol and diesel vehicles to enter.
Indeed, air quality campaigners are calling for an outright ban on all diesels from city centres during peak hours and, with thousands of deaths linked to air pollution, we think it will only be a matter of time before Manchester, Birmingham, Glasgow and Belfast introduce similar ULEZ measures. Share this story
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2017-17/0061/en_head.json.gz/3948 | Compare All SK Continental E-motion Launches Global Battery Business
BERLIN, HANOVER, Germany, REGENSBURG, Germany, and SEOUL, South Korea, Jan. 22, 2013 /PRNewswire/ -- At the beginning of this year, SK Continental E-motion closed the transaction and officially started operations following the approval of the relevant authorities. The company, which was established by SK Innovation, Seoul ( South Korea), and Continental, Hanover ( Germany), will jointly develop, produce and distribute lithium-ion based battery systems for cars and light commercial vehicles. All relevant authorities have given unrestricted approval to the antitrust application submitted by the two companies. All provisions of the agreement signed on July 23, 2012 came into force on completion of the approval process. "Bringing together the capabilities of both companies opens up completely new options for the future of mobility. SK Continental E-motion's battery systems will be among the most advanced designs in the global automotive market," said Ja Young Koo, President & CEO of SK Innovation. "The synergies generated by Continental's extensive systems expertise and automotive engineering skills together with SKI's technological leadership in battery cells and separators will enable us to make SK Continental E-motion one of the world's leading suppliers of battery systems," added Dr. Elmar Degenhart, chairman of Continental's executive board. SK Innovation has a 51 percent stake in the new company while Continental owns 49 percent. Both Continental and SK Innovation plan to invest about 270 million Euros in SK Continental E-motion for the next five years. The business strategies of SK Innovation and Continental will not be affected by their joint management of this new venture and both companies will continue to supply their customers in the automotive industry with their complete product range. SK Continental E-motion started working on initial development programs in the 48V mild hybrid segment as well as for commercial vehicle applications. Prev | 汽车 |
2017-17/0061/en_head.json.gz/4593 | Contact Us Scrap a car for cash in Chipping Norton, sell your car for scrapping in Chipping Norton
We can scrap your car legally in Chipping Norton, free collection and disposal, scrap a car and get cash today!
The origin of Chipping Norton like many ancient towns is not clear, however it is likely that people lived here and visited The Rollright Stones which lie on a prehistoric track on a neighbouring ridge. Roman coins have been found on several sites in and around the town, and this stone head was uncovered at Glyme Farm. Chipping Norton began as a few houses with a church and castle at the bottom of the hill. Only the earthworks of the castle remain, but the church is a fine example of a “wool church” enlarged by local merchants who grew rich on the profits of the Cotswold wool trade.
The hexagonal porch is a feature unique to the church and there are many ornate gravestones that hark back to the town's prosperous past. A new market to promote trade was laid out in 1205, which formed the new town centre higher up the hill, where it still is today. Many of the original houses around the market place were rebuilt in the 18th century with fashionable ”Georgian” fronts. Granted by James I on 27 February 1606/7 the Town’s charter was a legal document, written in Latin, to record the grant of rights or property. It created a corporation to govern the town. The charter gave the corporation legal rights, the right to hold land, to issue bylaws and granted them a common seal to seal legal documents.
In Church Street there is a fine row of cottages given in 1630 by Henry Cornish,to house eight poor widows, but later converted into four, today managed by the Town Council and let to elderly widows or widowers. In 1835 the Municipal Corporations Act was passed, and in 1841 the Borough Council decided that the old Guildhall was inadequate for their purposes, and resolved to build a new Town Hall in the market place, designed by George Repton, which would be more appropriate and would reflect the new “status” of the town. In Victorian times the Bliss family ran a wool manufactory near to the town centre but later built in the valley at the bottom of the town. This building was destroyed by fire in 1872, but replaced by the building which still remains today, now converted into luxury flats.
We will collect the scrap car from Chipping Norton or the surrounding area and dispose of it through our nationwide network of 23 fully licensed Authorised Treatment Facility (ATF) Sites who will scrap your car in line with End of Life (ELV) Legislation, and provide you with a Certificate of Destruction which we file online with the DVLA. So you can rest assured your car has been scrapped legally.
For a hassle free fast way to scrap your car in Chipping Norton please complete the fields in the form to the right and we will call you back to arrange a convenient time to collect your car for scrapping. | 汽车 |
2017-17/0061/en_head.json.gz/4868 | 2007 Dodge Nitro
Keith Turner, Tue, 31 Oct 2006 08:00:00 PDT
Early one recent morning in the San Diego harbor, in the shadow of some of our nation's greatest warships - the decommissioned USS Midway and the nuclear-powered USS Nimitz, home from a recent tour in the Mideast -- Dodge executives gathered to unveil their newest baby: a mid-sized sport utility vehicle called the Nitro.With bold, rugged styling similar to that of the testosterone-pumped ships it shared harbor with that morning, the Nitro is set to stand out from its many competitors in the crowded mid-size SUV market. Following in the footsteps of its Dodge cousins Charger and Caliber, the Nitro is positioned to bring out the masculine side of one's personality.While other mid-sized haulers in its class, such as the Ford Escape, Nissan Xterra and Chevy Equinox, cater to a fairly generic audience, the Nitro is designed to appeal to more males than females.While other mid-sized haulers in its class, such as the Ford Escape, Nissan Xterra and Chevy Equinox, cater to a fairly generic audience, the Nitro is designed to appeal to more males than females.Indeed, there's no mistaking the difference in styling between this vehicle and the others it will share the road with. Taking a cure from the rear design of the Dodge Magnum, the Nitro features a large, bold "crosshair" grille, sharp body lines, flared fenders and narrow one-third rear windows that gave the Magnum its one-of-a-kind look.k.Now you can make that two-of-a kind as the 2007 Nitro prepares to tackle the showroom floor with all the subtlety of an NFL linebacker at a cotillion. Available in three model configurations: the base SXT, mid-level SLT and the R/T, the Nitro is certain to start turning heads as soon as it hits the freeway. The Nitro comes available with part-time or full-time four-wheel drive systems, with the full-time system standard on all 4x4s with automatic transmissions. A part-time four-wheel drive system is available on all manual transmission Nitros.Even more impressed will be fellow football fans at tailgate parties who take a gander at the utility of Dodge's newest invention, the "Load 'N Go" cargo floor that slides 18 inches out of the rear on steel tracks strong enough to hold two grown men of 200 pounds each.You put your party gear on the table-like panel for pre-game festivities and then slide it easily back into the vehicle as kickoff approaches.To put the muscle where their mouth is, Dodge is including two V-6 engines and three transmissions for the Nitro. A 3.7-liter V6 with six-speed manual or four-speed automatic transmission on the SLT and SXT models; and a 4.0-liter V6 with automatic transmission on the RXT.The smaller engine produces 210 horsepower and is expected to get 18/24 miles per gallon in the two-wheel drive automatic version and 17/23 mpg in the four-wheel drive manual version.The larger engine is standard on the top-end, R/T model, with 260 horsepower that will cover about 17 to 21 miles on a gallon of gas.In spite of its explosive name, the Nitro promises to be one of the safest mid-size SUVs on the road, with more than 25 security and safety features standard on all models. Among these are anti-lock brakes, electronic stability control and "Electronic Rollover Mitigation," which is designed to prevent the vehicle from getting into a situation that could potentially cause a rollover.Airbags are everywhere in the Nitro, including advanced multi-stage air bags that identifies the size of the front seat passenger based on weight and adjust the airbag deployment accordingly. Side-curtain airbags extend the length of the vehicle, offering protection for all front and rear seat passengers. Each side air bag operates independently to deploy only in specific area needed. But the Nitro is just all business and safety, there's some fun stuff too, like the new, optional MyGIG multimedia "Infotainment System" featuring touch-screen or voice command controlled navigation, hands-free cell phone, and a 20-gigabyte hard drive where you can store some 1,600 songs and photos - yes, photos - to personalize your vehicle.You can arrange a slide show of family photos to serve as a screen saver while driving, or change the photo to suit your needs. Imagine arriving to pick up your date and having her smiling photo displayed right there on your center console! How impressive is that?There's also an optional video entertainment system for rear passengers to enjoy movies and play video games, and Sirius Satellite radio, with its multitude of music and news channels, comes standard on the SLT and R/T models.Driving the Nitro through the twisties of Southern California's San Jacinto Mountains was a pleasure. Every turn was negotiated effortlessly as the 17-inch wheels (optional on the SXT) hugged the road with little complaint. In spite of the narrow rear windows, sight lines are excellent all around the Nitro, and the V-6 easily had the power to pass while climbing to higher altitudes.An interesting design choice on the Nitro is the retro-like door handles that feature an oversized thumb button that requires pushing to open the doors. With a cartoon-like appearance, these buttons make one feel like they are preparing to take a drive into the "Cars" movie by Pixar instead of driving to the football game or flea market.To be built at the Dodge/Chrysler Toledo, Ohio assembly plant, the price of the base Nitro SXT starts at $19,885 for the 4x2 model and $21,395 for the 4x4. The mid-level SLT sells for $23,295 (4x2) and $24,805 (4x4); while the top-of-the-line R/T is priced at $25,970 (4x2) and $27,630 for the four-wheel-drive model. All prices include a $660 destination fee.Whether you call its styling athletic, bold, rugged or just plan cool, the 2007 Dodge Nitro is certain to turn some heads in stadium parking lots across the country. It's a clear indication that Dodge is ready to do battle on the highly volatile mid-size SUV battlefield. Ready . . .aim . . .Nitro! 2007 Dodge Nitro SLT on carlist.com2007 Dodge Nitro SLT on carlist.com2007 Dodge Nitro SXT on carlist.com2007 Dodge Nitro SXT on carlist.com Please wait... | 汽车 |
2017-17/0061/en_head.json.gz/5934 | Satellite TV System
As an Option in SUVs - WSJ
Cadillac Will Offer
As an Option in SUVs
KVH Industries Inc. said its satellite TV system for vehicles will be offered as an option in Cadillac Escalade SUVs. The agreement is the first of its kind with an auto maker. Previously, car owners who wanted to install satellite TV systems in their vehicles needed to buy them separately from electronics stores and then have them installed.... | 汽车 |
2017-17/0061/en_head.json.gz/6403 | Rules to double U.S. fuel economy to 54.5 mpg by 2024 by Chris Isidore @CNNMoney August 28, 2012: 2:53 PM ET A car salesman puts a mileage estimate in a window of a new car. New rules finalized Tuesday will nearly double the average fuel economy for 2025 model-year cars. The Obama administration finalized new fuel economy rules Tuesday that within 12 years will almost double today's standard for cars and light trucks to 54.5 miles per gallon. The rules, which have been in the works for several years, will add thousands of dollars to the cost of new cars. But in the long run, regulators say, drivers will spend less on gas, outweighing the additional cost at the dealership. They say the rules will also help reduce the nation's oil imports from OPEC by about half. The standard takes effect in 2024 when 2025 model-year cars begin to hit dealer lots. "These fuel standards represent the single most important step we've ever taken to reduce our dependence on foreign oil," said President Obama in a statement announcing the rules. The standard was praised by environmental groups. Major automakers such as General Motors (GM) and Ford Motor (F), which agreed to the new fuel standards when they were proposed by the Obama administration last year, are investing billions to develop new fuel-efficient cars and electric vehicles. "What we know is that consumers want higher fuel efficiency in their cars and trucks and GM is going to give that to them," said a statement from GM on Tuesday. "While the requirements are aggressive, we intend to pursue them vigorously." Related: Alternative green cars But the rules have some critics, including many conservative members of Congress. They object to the higher vehicle cost, what they say will be reduced vehicle choices for drivers who want large cars or trucks, and say safety will suffer as a result of new lighter vehicles. Watch luxury cars struggle in crash tests "The rule finalized today by the Obama Administration will hurt American consumers by forcing them to drive more expensive and less safe automobiles," said a statement by the Republican leaders of the House Oversight and Government Reform Committee, which had asked that the rules be reevaluated. While the automakers have signed off on the rules, their dealership organization expressed concern. The National Automobile Dealers Association estimates an average $3,000 increase in the price of each vehicle to comply with the rules. It says that will put a new car out of reach to an estimated 7 million potential buyers. "As this rule ignores the essential role that consumers play, Congress needs to continue to review these regulations to ensure that affordable vehicles are available to all Americans," said Bill Underriner, chairman of the dealers' trade group. Related: Cars you won't see in 2013 The current mileage rules call for 29.7 mpg. The new rules will gradually start to take effect with the model year 2017 cars and raise the mileage standards from there. "We know that these standards are both achievable and cost-effective," said Environmental Protection Agency Administrator Lisa Jackson during a press call Tuesday. But if the industry has problems meeting the new standards, the rules do have a review process built in that could reduce the fuel efficiency target. CNNMoney (New York) First published August 28, 2012: 1:01 PM ET Comments Social Surge - What's Trending | 汽车 |
2017-17/0061/en_head.json.gz/6552 | Contact Us Scrap a car for cash in Criccieth, sell your car for scrapping in Criccieth
We can scrap your car legally in Criccieth, free collection and disposal, scrap a car and get cash today!
From the time of Elizabeth the glory had almost gone from Criccieth and the castle was neglected, the castle itself remained in the hands of the crown until 1858 when it was sold to Mr. Ormsby Gore, M.P.
For a long time the walls of the castle had been crumbling, although the late Lord Harlech carried out some repairs it wasn't until 1933 when he placed the castle under the guardianship of the Ministry Of Works that things improved. The M.O.W carried out much work for the next six years and improved things considerably and thus the castle was maintained in its present state.
When seaside holidays first became popular Criccieth at first did not benefit from this boom in tourism, that was until in 1867 when the Cambrian Coast Railway line first made stops at Criccieth. However from that date Criccieth with its stunning beaches and picturesque views has become a favourite holiday resort for many thousands of travellers.
All through the Victorian era the favourite pastimes of sea bathing, hill walking and mountain walking increased in popularity and this coupled with the romance of Criccieths stunning scenery ensured the prosperity of one of Wales most beautiful coastal resorts.
We will collect the scrap car from Criccieth or the surrounding area and dispose of it through our nationwide network of 23 fully licensed Authorised Treatment Facility (ATF) Sites who will scrap your car in line with End of Life (ELV) Legislation, and provide you with a Certificate of Destruction which we file online with the DVLA. So you can rest assured your car has been scrapped legally.
For a hassle free fast way to scrap your car in Criccieth please complete the fields in the form to the right and we will call you back to arrange a convenient time to collect your car for scrapping. | 汽车 |
2017-17/0061/en_head.json.gz/6570 | Navigation HomeMotorcyclesCarsBoatsClothingGearHelmetsFilmsArtCafe RacersAdvertise The Radial Engined Megola Motorcycle
Reading time: about 2 minutes.EngineeringMotorcyclesRare The Megola motorcycle was designed by Fritz Cockerell in 1920, it’s powered by a 5-cylinder radial engine mounted inside the spokes of the front wheel. The are a few benefits to this layout and a couple of drawbacks, on the positive side there is very little power lost to mechanical drag and the engine’s simplicity means that it’s quite reliable. On the negative side, there was no clutch, gearbox or neutral – so whenever the bike need to come to a halt the engine had to be turned off. In 1920 when traffic lights were a rarity this wouldn’t have been nearly as problematic as it would be now.Cockerels’s ability to think outside the box was quite remarkable. Some versions of the Megola motorcycle, like the touring version shown here, used both front and rear suspension – a rare thing on a motorcycle in the early 1920s. The seating position was also rather unique, offering an armchair-like experience for riders, with long handlebars and a small luggage rack on the back.The body of the Megola is of box steel construction using both rivets and welds, fuel is stored inside the frame and gravity fed to a small auxiliary tank mounted to the right side of the forks. This kind of monocoque body construction was unusual for the era – in fact it’s still unusual now. Perhaps the most significant downside is the propensity for even a small amount of rust in critical areas to render the body unusable, this could be part of the reason that just 10 of the original 2,000 unit production have survived to the modern day.The radial engine used in the Megola has a capacity of 640cc, with each cylinder displacing 128cc, and a bore/stroke of 52mm x 60mm. Although it only produced 14hp, all of its power output was applied directly to the front axle – giving the Megola a top speed of 85 km/h (52 mph) – with further refined, more sporting examples later capable of a reported 140 km/h (88 mph).Interestingly, there was an in-house Megola motorcycle racing team and they took a popular win at the German Championship in 1924, as well as a series of other race successes over their active years.The 1921 Megola Touring Motorcycle you see here is a complete restoration with an all-new body and an original engine. It’s due to be sold by Bonhams on the 19th of September, and the estimated hammer price is between £120,000 and £140,000. If you’d like to read more or register to bid you can click here. Facebook Twitter Pinterest StumbleUpon Reddit Google+ Tumblr Print Email Buffer Pocket Flipboard Related Posts
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DucatiMotorcyclesScramblerThe new Ducati Scrambler range of motorcycles was introduced in 2014, and went on sale in 2015. Their popularity has been nothing short of explosive, and in 2016 Ducati expanded the model line with additional smaller engined examples for smaller riders, and those new to motorcycling. The production of each Scrambler begins in the main factory…Read More Interview: Enzo Ferrari on Ferrari5 Minute Histories: The Norton Commando | 汽车 |
2017-17/0061/en_head.json.gz/7364 | Trans-Canada Highway
(iStockPhoto)
Driving with pets increases crash rates
Thursday, May 16, 2013 7:00AM EDT
This week: more developments in the battle against distracted driving.The Ontario Government states that distracted driving is cited as a causal factor in 30 to 50 per cent of traffic collisions and pedestrian fatalities. Distracted driving is blamed in more than 10 per cent of all U.S. highway fatalities, according to the U.S. National Highway Traffic Safety Administration (NHTSA).
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The problem is people fussing with their phones, e-mailing or texting when they should have their eyes on the road. Well, here’s another distraction that I have personally noticed countless times, but now there’s some data that backs up my suspicion. Simply put, pets in cars increase crash rates.Researchers at the University of Alabama-Birmingham claim that seniors who drive with pets in the car are twice as likely to end up in a crash. “This is the first study to evaluate the presence of pets in a vehicle as a potential internal distraction for elderly drivers,” said Gerald McGwin, senior author of the study.According to NHTSA, drivers should never take their eyes off the road for more than two seconds at a time. A moving pet, especially in the front seat, can cause a driver to do exactly that. I recently saw a woman barrelling down our street with a small dog in her lap with its head stuck out the window. Often times, I see a large dog sitting in the front passenger seat as a car roars past.An animal loose in the front seat should automatically result in the driver getting the $155 distracted driving fine.If a dog or cat gets startled and moves suddenly, it stands a good chance of causing the driver to lose control of the vehicle. “Adding another distracting element, especially an active, potentially moving animal, provides more opportunity for an older driver to respond to a driving situation in a less-than-satisfactory way,” said McGwin.There may not be laws to keep pets out of the front seat, but there are lots barring motorists from texting or using hand-held devices while driving. A number of auto makers have been adding supposedly safer voice-to-text features to their vehicles and I have tried many of them.Sometimes the voice recognition system works fine if you tell it to turn up the heat or change the radio station, but plenty of times it doesn’t. It shouts back at you, “Invalid Command” or some such phrase and tells you to try again. Sometimes it will list a bunch of “valid” commands and tell you to choose one. Some systems display the valid commands and you take your eyes off the road to read them. Most of the time, I yell back at the damned system or start pushing buttons on the touch screen; in either case, I’m seriously distracted.Well, now there’s a new study by the Texas Transportation Institute (TTI) that warns that this hands-free voice recognition technology is just as likely to leave drivers distracted and at risk of a crash as monkeying with your cellphone. Despite being billed as a safer alternative, the new study indicates that texting in any form is a dangerous distraction.The study took 43 licensed drivers between the ages of 16 and 60 and sent them driving on a closed course four times. They were asked to drive once while focusing on the road, once while texting manually, and then once each using an iPhone voice-to-text app and an Android phone using voice-to-text.“Results indicate that driver reaction times were nearly two times slower than the baseline condition, no matter which texting method was used,” according to TTI’s Christine Yager. It’s interesting to note that the drivers perceived the voice-operated systems to be safer, but the study showed driving performance suffered equally. In fact, in some cases, manual texting actually took less time to complete.As I have discovered, voice-to-text technology isn’t perfect and, when you start arguing with the thing, you are taking your concentration off the road. If the dog starts barking, too, you’ve got a real problem. The U.S. National Transportation Safety Board has outlined an aggressive campaign to eliminate most high-tech distractions from the automobile, including not just Bluetooth systems but most on-board navigation devices.The battle over the safety of voice-based systems is just getting started.Send your automotive questions to globedrive@globeandmail.com
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2017-17/0061/en_head.json.gz/7713 | The Most Reliable 4x4 on our Roads
The Most Reliable 4x4 on our Roads When one purchases an expensive vehicle such as a 4x4, reliability is of the utmost importance. Nobody likes surprise repair bills.
According to Warranty Direct there is no other 4x4 out there on UK roads with a higher reliability rating than that of the Honda HR-V models that were built between 1998 and 2006. Only three in 100 owners reported mechanical problems during the past year.
The company should know: it kept meticulous records of more than 16,000 vehicles to arrive at this conclusion. The second place goes to the 2005 and 2006 Suzuki Grand Vitara.
The most breakdown-prone of them all was none other than the Land Rover Range Rover (2002 and later). More than 67% of problems reported with this vehicle were either electrical or suspension related.
The Jeep Grand Cherokee (1999 - 2005) and the Volkswagen Touareg (2003 and later) were not far behind the Range Rover.
Korean and Japanese manufacturers top the list with the smallest number of breakdowns, but the Land Rover Freelander (2006 and later) did not do too badly with only 20% of owners reporting problems on a yearly basis. This particular model was also reported to be very affordable in terms of repair costs.
The company calculates the overall reliability of a vehicle by taking into account the average repair cost, how often it breaks down and how long it, on average, spends in the workshop. The cheaper it is to repair a vehicle and the less it breaks down, the lower the index figure will be. | 汽车 |
2017-17/0061/en_head.json.gz/7764 | Endless faults after car serviced at garage
Q: I took my car to the garage for a service and MOT. They claimed that something went wrong during this and I had to pay for the repairs. One month later there were more faults with the vehicle, and I feel that the work carried out by the garage may be affecting the car. What action can I take?
A: If you can obtain independent evidence that the vehicle was serviced incorrectly then you could look to pursue the garage for your losses. However, evidence to prove this is key.
Web design company failing to release files
I recently hired a web design company fir a large amount of money, but they refuse to release some information to me. They are now refusing to do so without reason. What should I do?
Manufacturer offered compensation instead of repaired car
My car was recently written off by the manufacturer for being defective. While I was compensated, I have now found that the car was repaired and then re-sold to someone else. I would have preferred that they repaired the car for me instead of compensation but they did not at least offer to do so. What can I do?
Pressured into immediate car purchase
I purchased a car from a dealership but I was unhappy at the way in which it was sold to me. I feel that I was pushed into purchasing an extended warranty as it was sold as a “today only” offer. I have since found out that this is not truly the case. The garage is saying that there is no cooling-off period as it was purchased at the premises. What do you advise I do? | 汽车 |
2017-17/0061/en_head.json.gz/8067 | Providing useful insights and making the complex world of energy more accessible, from an experienced industry professional. A service of GSW Strategy Group, LLC. Wednesday, September 23, 2015
The Fallout from Volkswagen's "Defeat Device" The repercussions from VW's error in judgment seem likely to extend beyond the hit to their reputation and stock price, and the unnecessary extra pollution from these cars.
This incident will make a useful, fuel-saving alternative to gasoline cars less attractive, at least for now, resulting in higher future oil consumption and CO2 emissions.
I find the revelations concerning Volkswagen's reported efforts to circumvent vehicle emissions rules disturbing, especially as a VW owner and someone who has advocated diesel technology as a tool for reducing oil consumption and greenhouse gas emissions. VW has apparently admitted its colossal error. However, I haven't seen anyone attempt to explore the implicit emissions tradeoffs involved. As bad as this decision was, did it at least, on balance, help the environment?
The details that have emerged so far have focused on a software routine that manipulated diesel engine performance to produce one level of emissions in regulatory testing, presumably on a dynamometer, and different, much less acceptable results in real-world driving. Aside from the obvious questions about ethics and compliance, what did this mean for actual emissions?
For many years regulators have been tightening restrictions on allowable emissions of so-called criteria pollutants from cars. These include oxides of sulfur and nitrogen, particulates, and hydrocarbons, but not CO2. A whole gamut of technology was developed to tackle these pollutants, starting with catalytic converters on cars and deep desulfurization of fuels in refineries. Today's cars are much cleaner than those of a generation ago. Oxides of nitrogen, referred to as NOx, are combustion byproducts that don't originate in a car's fuel, but from the nitrogen and oxygen in the air in which it is burned. NOx emissions from diesel engines have always been challenging, because they operate at higher temperatures and compression ratios than gasoline engines. Manufacturers that produce diesel vehicles have deployed different technologies to control NOx. As far as I know the VW Group uses at least two, depending on model. Larger (and more expensive) vehicles appear to use a process called Selective Catalytic Reduction (SCR), in which small amounts of a liquid chemical such as urea chemically react with the NOx. The liquid must be refilled at service intervals. The technical manual for VW's 2-liter diesel engine involved in the current fiasco indicates it uses EGR, or exhaust-gas recirculation, which reduces the oxygen in the engine available to form NOx . If controlling emissions from diesels is so challenging, why bother with them? Well, a typical diesel car uses up to a third less fuel than a comparably equipped gasoline model. After adjusting for the carbon content of the fuels, the lifecycle CO2 emissions are around 20% lower than for gasoline. Given the shortcomings of similarly priced electric vehicles in range and convenience, diesel provides a useful option. That helps explain why roughly half of European cars today are diesels, in many cases promoted by national fuel- and/or engine-tax policies. That leads us to the question of whether such a reduction in CO2 might be worthwhile, even if it came at a penalty in NOx emissions, which act locally, rather than globally. To arrive at a ballpark answer let's assume that the 482,000 affected diesel cars couldn't have been sold at all if their engine software didn't fool emissions testers, and that the buyers would have otherwise chosen a comparable gasoline car. For comparison, the EPA rated the 2015 Jetta diesel at 36 miles per gallon (mpg) overall, while the 1.8 L turbo gasoline Jetta gets 30 mpg. At an average of 12,000 miles per year each, the collective annual fuel savings of the cars involved would be 32 million gallons, resulting in avoided CO2 emissions of about 300,000 metric tons per year, or 0.005% of US annual CO2 emissions.
If the tradeoff in extra NOx emissions is based on the reported maximum estimate of 40 times the EPA's allowed level of 0.07 grams per mile, then the affected cars would collectively emit an extra 16,000 metric tons of NOx per year. That's roughly 1% of the annual US NOx emissions tracked under the Clean Air Interstate and Acid Rain Program cap-and-trade markets in 2012. Even recognizing that those programs don't count all US NOx pollution, and that NOx and CO2 are very much apples and oranges in their environmental and health impacts, the relative proportions I calculated don't make this seem like a tradeoff worth making. Whoever made the decision to circumvent the pollution controls on these cars did enormous damage to VW's brand and reputation. Unfortunately, the response in Europe and Asia suggests that this event has also raised questions about the emissions testing and compliance of the entire car fleet. Resolving them will take time and money, and if they are not seen to be dealt with properly, the impact on the public's trust of these processes on both sides--manufacturers and regulators--could be long-lasting. Unlike in Europe, diesels made up just under 1% of new cars sold in the US last year. However, the technology was finally shedding the poor reputation that low-quality diesel cars earned in the 1980s, and the "take rate" was growing, along with the number of models offered. VW's diesels are among the most affordable in the market. The NOx reduction technologies they use have been proven to work, when they are not circumvented, but that is not the message that this debacle will leave with the average consumer. Carmakers will have to work harder to convince buyers that this driver-friendly alternative to gasoline cars is worth a look, and that has implications for future oil consumption and CO2 emissions.
NOx,
The Fallout from Volkswagen's "Defeat Device" | 汽车 |
2017-17/0061/en_head.json.gz/8609 | Bentley SUV gets green light for production
Article by Christian A., on July 23, 2012 There’s good news for auto workers in Crewe, England, as Bentley is rumored to soon start production of an SUV at its plant there. This move ensures that there will be jobs at the plant for 14 years. A source told The Sentinel newspaper that Bentley will produce the EXP 9 F SUV concept that was seen at the Geneva auto show last March.
The concept’s appearance was heavily criticized but Bentley managers retorted that the SUV would be a good fit for the luxury marque. In early 2012, Bentley CEO Wolfgang Duerheimer told Automotive News Europe that if this would be approved, the annual sales of this SUV may reach 3,500 to 5,000.
This would be noteworthy for a brand that posted sales of 7,003 units last year. In a release, the Volkswagen Group said that it will extend the period that the Crewe plant will be shut down in the summer from two weeks to three weeks to permit several facility changes to prepare for future productivity increases as well as being a good fit with suppliers' holidays. The Sentinel said that Bentley has informed workers about the extended shutdown of the Continental production line since the company that supplies bodyshells can’t cope with demand.
Bentley said that it had faced difficulties with one of its suppliers, saying that it’s unrelated and has been resolved with the least impact on the business. Bentley’s supplier for its painted bodyshells for its very popular Continental model line is VW’s plant in Zwickau, Germany, plant, that supplies bodyshells for the Phaeton sedan, the flagship of the VW brand. In the first half of 2012, Bentley's sales increased by 32% to 3,929 cars. A spokesperson said that the company is “confident” that there will be “good double-digit growth” in 2012.
Bentley Bentayga is a combination of effortless performance, unparalleled luxury, and everyday usability. It has a new W12 powertrain, making it the world’s fastest, most luxurious, most exclusive, and most powerful SUV. It offers you a genuine Bentley driving experience, with features that showcase innovative technology.
Bentayga’s styling is pure Bentley as it is sculptural and is a product of timeless and elegant execution. Engineered, designed, and handcrafted in Bentley’s factory in Crewe, England, the Bentayga perfectly balances confidence and sportiness. The Bentley DNA is clearly visible all throughout the Bentayga, from its large matrix grille and four round LED headlamps, to its muscular haunches and distinctive power line.
Moreover, the Bentayga boasts the finest automotive cabin in the world, with unparalleled precision levels. Its metal, leather, and wood detailing, as well as the meticulous tolerances between its trim elements, makes it a perfect example of modern British luxury. The SUV was able to achieve this level of perfection with the exceptional skill and craft of Bentley’s crew.
Additionally, the SUV features a new twin-turbocharged 6-liter W12 engine. The powerful 12-cylinder unit combines refinement and efficiency with super luxurious levels of torque and power. With 608 PS and 900 Nm delivering a zero-60 mph time of 4 seconds and a 187-mph top speed, the Bentayga can be considered the world's fastest and most powerful SUV.
According to Wolfgang Dürheimer, chairman and CEO of Bentley Motors, the Bentayga is the Bentley of SUVs. It redefines luxury in the sports utility vehicle sector and offers you an authentic Bentley experience in whatever environment, thanks to an unparalleled attention to detail combined with a go-anywhere ability as well as cutting-edge technology.
Topics: bentley, bentley bentayga, suv, production If you liked the article, share on: | 汽车 |
2017-17/0061/en_head.json.gz/8631 | On The Wings of a Snow White...Dodge
Copyright © 2006 by Curtis Redgap, Orlando, Florida. All rights reserved. See Part I.
Plymouth and Dodge return with the mighty 426 Hemi V8 engines The war was on. At the end of the Daytona 500 in 1963, Lynn Townsend called his engineering department. He told them that they needed to start thinking about building something for Petty. He had the skill, now he needed the equipment. A few ideas were laid out. For the summer, it seemed to go on a back burner. At the end of the racing season, Townsend loosed the hounds as he called down with orders. Build something that will win! There wasn't much debate over in the Chrysler Engineering labs. The way to go would be to put hemispherical heads on a V-8 engine. There wasn't much debate about which V-8 engine since the current 426 block had proved itself in racing. This decision had been reached at the end of March of 1963! The problem arose when the engineers tried to mate the two.
The current wedge type heads on the 426 had a four bolt pattern around each cylinder. With the combined experience of the group that had originally built the first Hemi V-8 for Chrysler (and there were still a lot of them around) it was determined that to handle the additional power, 5 bolts would be needed in the Hemi head. Many designs were suggested, but, in some way, each failed to work. The additional bolt interfered with the valve train which could not be redesigned. A few weeks went by, then months of wrangling. Townsend was getting anxious. The 1964 Daytona race was in February. It was now October 1963, and no such Hemi 426 yet existed, except as an idea. Finally, it was realized that the troublesome fifth bolt did not have to go on the top of the head, but could be added through the bottom of the head, coming up through the engine valley. Problem solved. It took about two weeks to design the head casting and get them poured in cast iron. At the end of November 1963, after spending 80 hours hand assembling the new Hemi 426, the engine was ready for testing. The 426 block had been deepened, with the bottom end receiving additional strength as well as being fitted with a four bolt cross pattern on the main bearings. Testing was set for the first week of December 1963. That left about 11 weeks before the new 426 Hemi had to be ready for the Daytona 500 race. The first tests were dynamic. Chrysler never released the actual results. Some sneaky guys spirited away some sheets from the lab that had been "misplaced." The results were great. The big engine was cranking out some 700 horsepower. More was available. That put it about 100 horsepower above the Ford 427. Elation ran wide through the corporate offices.
Then along came the cold water on the parade. Longevity tests revealed some inherent weakness in the 426 block. It could not withstand the stresses of the power made by the twirling mass of the pistons and rods against the right side of the block. It was cracking. As such, this type of engine block would never finish a race. Moving quickly, Chrysler engineers went to their best foundry out in Indianapolis. Design after design was tried to make the "thick walled block" work. Time was wasting. Finally at the end of January 1964, some 3 weeks away from the magic date of February 23, 1964, a solution was found. After working through a 24 hour stint, a means was created to allow the block to be poured without losing porosity and blowing holes through the casting. On February 3, 1964, the first of the thick walled blocks was poured, a mere twenty days before the race; this created a small crisis, because these thick walled blocks would not be ready in time for the race practice or qualifying for the Daytona.
Chrysler decided to gamble. Believing that the original 426 engines would last through practice and the 40 lap qualifying races, Chrysler choose to install these engines in the team cars. Practice began in earnest on February 4, 1964. It was mainly a Ford and Chrysler show. Chevrolet and Pontiac were practically non-existent. Jumping ship, hot foot Junior Johnson was in a Dodge with the new Hemi. In an interview after his retirement, he still held the Hemi in awe. He said that he had never experienced an engine with that sort of power. Even after the 1963 Chevrolet mystery motor, he said that the Hemi was just way above everything. He continued to say that even at 180 miles an hour on the back stretch of Daytona, you could lift off the throttle, and then push it back down, and the Hemi would just pick up and go! Engaging in an obvious conspiracy, the Chrysler team drivers kept their practice speeds at around 165 miles an hour. Ford had elected to stand pretty pat for 1964. A redesign on the big Galaxie was in order, but the Sport back roof and 427 V-8 engines were retained. The Fords were practicing at around 165 miles an hour as well. However, they were near flat out, and the Hemi equipped cars were merely sand bagging. Ford teams were suspicious. Ford officials had been grumbling at Bill France that the Chrysler engine was no more a production item than the previous years Chevrolet 427 had been. As well, it had leaked out that Paul Goldsmith, in a Nichels prepared Belvedere, had seen 185 miles an hour at what was supposed to be a top secret test site in Texas. That was 20 miles an hour faster than any speed that had yet been reached at Daytona. Chrysler gently reminded Bill France that he had let the Chevrolet engine run, so a precedent had been already set for their new 426. As well, they sent whispers that they had planned to make the 426 Hemi a regular production engine in two months when the spring selling season began. NASCAR wanted to hear this. The Hemi cleans up on the track The howls of protest began when qualifying for the Daytona race began on February 7, 1964. (The thick walled Hemi blocks, a couple dozen of them, were coming out of curing on the same day.) Paul Goldsmith in a Ray Nichels prepared Plymouth Belvedere screamed around the race track at 174 miles an hour! It smashed the old two lap qualifying track record of 160 miles an hour very easily. Ford was purple with outrage. Richard Petty then went out a few moments later in his Petty Enterprise prepared Plymouth Belvedere and also qualified at 174 miles an hour, thereby solidifying the argument against the Hemi by Ford. One by one, the Hemi powered cars qualified at terminal speeds that were way above what ever Ford or Chevrolet had to offer. The next day, on Saturday February 8, 1964, two fifty mile qualifying runs were made to set the order for the race in the first half of the field. In the first race, Paul Goldsmith in his Plymouth won at a speed of 170 miles an hour. In the second race, Richard Petty in his Plymouth won at 171 miles an hour. With his two lap qualifying speeds, Goldsmith got the pole, while Richard got the outside position. To really top things off, Junior Johnson blew off everything on the track on Friday, February 21, 1964, when he won the first 40 lap qualifying run at a speed of 170 miles an hour! However, the team’s worst fears were realized when Junior came into the pits after the Victory celebration. Oil pressure was down to about 20 pounds. Upon tearing the engine down, it was found that the block had cracked at the oil casting line along the entire length of the valley on the right side — much worse than expected out of the original Hemi engine. However, a miracle had really occurred. The new thick walled racing engines, all complete and ready for installation began arriving by truck that very evening. They continued to arrive into Saturday, February 22, 1964. Ronnie Householder, the overall director of Chrysler's racing efforts was there, with plenty of spares for anyone. Upon receiving their new engines, the Petty crew installed one in Richard's Belvedere. Taking a few practice laps, a new problem popped up. It was found that the head gasket was leaking. Apparently, the block was too big. Quickly word was passed to all the Chrysler teams. A bunch of brass was heated up and fitted to replace the gaskets. It held, as we know, for Richard went on to win the 1964 Daytona 500 handily. He set a new record as well at 154 miles an hour. At the end of the 1964 season, Richard Petty emerged as the Grand National Champion. It was his first of seven. However, just before the last race of the season, NASCAR announced new rules for 1965. Effectively, it banned the 426 Hemi outright. Ten days later, Ronnie Householder, Chrysler's racing director blasted NASCAR. He imposed a boycott on any factory team stating flatly that no Chrysler product would race in NASCAR until the rules changed. It set the tone for the next few years. Who would rule NASCAR? Detroit or Daytona Beach? In this instance, Detroit appeared to win. Without the Chryslers, and ever popular Richard Petty, people stayed away from NASCAR events in droves. No GM cars either, they still elected to stay away from NASCAR; so it was down to which Ford beat another Ford. Within four months, it became painfully obvious to Bill France (and he never forgave Chrysler for it, nor did his successors) that unless he did something, other than all the tricks he had already tried to do, such as reinstating Curtis Turner, who he had banned for life for gambling on NASCAR races (ostensibly for trying to form a drivers union), NASCAR was going to go bankrupt! Evermore the shots rang out, back and forth in this war. While real gunpowder wasn't using the perception of bullets flying back and forth was very real. Finally in late July 1965, France let the Hemi back in, with some restrictions, of course. So, on July 25, 1965, the MoPar teams came back. But the war continued.
Ford had already announced that it had built a single overhead camshaft 427 cubic inch V-8 for competition and intended to race it. The engine was a monster. It put out a reported 650 horsepower. More like 800 was reality! Not to be outdone, Chrysler had the answering salvo in a bigger monster of an engine, a double overhead cam 426 cubic inch V-8 that probably had as much horsepower or more than the Ford. No one could ever accuse Bill France of being stupid. He intended to control NASCAR and never again be caught up in a bind imposed by any factory. Early in 1966, he took the bull by the horns and visited the Detroit manufacturers. Pointedly, he went to Ford Motor Company. He got the grand tour. The final stop was to view the 427 OHC engine. He took one look at it and told the Ford people that under the rules that engine would never race at NASCAR. Bill France’s intentions were the same when he got to Chrysler Corporation. Again he was given the grand tour. However, to his surprise, he was shown the new production line for the newly available "street" Hemi 426. Basically a detuned version of the racing engine, Chrysler was building the engine and making it available across the counter for anyone able to pay the price. France seemed pleased. He had won. In the final event, he was shown the new monstrous 426 DOHC V-8. His response was the same as it had been for Ford. Unless Chrysler was going to make them a regular production engine as they had with the Hemi 426, that engine would never race in a NASCAR event. Unlike Ford, which did make some SOHC engines available for other racers while constantly pushing NASCAR to let it race that engine, Chrysler wisely elected to leave well enough alone. These DOHC engines, of which Allpar purportedly says that three were built by Chrysler, still exist somewhere. It would be nice to see some pictures and find the locations of them. Ford kept up the pressure to allow NASCAR to let them race the SOHC engine. Not relenting much, France, NASCAR allowed that the medium riser wedge headed 427 could run with two four barrel carbs as opposed to the single four barrel allowed on the hemi. Sticking to his guns, Bill France said that engines had to be a regular production item, as the Hemi 426 now was; therefore the Chrysler engine was allowed. Ford had never really intended to build the SOHC as a regular production item. Instead they had planned on making 1,000 kits available to Ford dealers to install on engines of those that had the $2,500 entry price to obtain them. Even that price was ridiculously small. Ford never made any profit on these engines or kits, since it cost Ford about $5,000 to build one head alone! Dodge gets serious about NASCAR racing There were some differences between the Dodge and Plymouth divisions. For years, Plymouth had been the leader in profits for the company, and had, a couple of times, carried the entire Corporation. Granted, it had suffered the ignominy of losing its traditional third place in the production race in 1954, due to being left to flounder on its own for many years through benign neglect from the Chrysler Board Room. It is hard to fathom why such a blind, foolish attitude existed. Dodge never met a Plymouth that it didn't like! Dodge quickly adopted many Plymouth designs like it was their own. The Petty - Plymouth combination was the winningest in Chrysler Corporation history. Lee Petty scored the first win for Plymouth in 1949! He went on to score first a win for a Dodge in 1953. He put Chrysler in the winning column in 1954, using a big New Yorker to gain a NASCAR Grand National Championship. Now, in 1966, Dodge experimented for a new way to make speed, and Plymouth wasn't even informed! Not even invited to make a viewing! Does that not smack of corporate contempt, ignorance, and biases? Wouldn't you believe that the corporate president would have stepped in, recognizing that a large amount of money was going to be spent in this new racing direction, and insured that the team out there winning had a clue? Didn't happen. Now Dodge entered the war with some battle wagons of their own. While the Dodge Coronet was a nice car in and of itself, it didn't seem to garner the interest of racing teams, taking a back row seat to the sister division Plymouth. The Petty crew was hard to beat in any event. They found power in the Hemi that other teams wished they had. But that was about to change. Dodge recognized that up until now, brute force had been the way to race, with ever increasing power. That had become finite. No SOHC, no DOHC, no increase in cubic inches. Some other means of increasing speed had to be found. Dodge hired an aerodynamicist! Several, in fact.
Dodge introduced the slippery sloped back Charger in 1966. Teams quickly adopted it not only for its 426 Hemi power plant, but for the obvious aerodynamic appearances. While it may have been pretty slippery aero wise, it would have been a lot better if it had not had its square front face. Richard Petty won the 1966 Daytona 500 in his Plymouth Belvedere. He reckoned with the toughest driver he ever faced in that year as well. David Pearson was probably the best NASCAR driver ever to that time. He and Richard competed fiercely. Petty admitted later in his retirement that David Pearson was better as a driver than he was. Ford Motor Car Company withdrew from racing on April 15, 1966 in protest of the continued Hemi-engined Chrysler dominance of NASCAR racing. Ford claimed it could not compete under the current rules. It was an overall Ford loss. While the factory teams stayed out, a lot of the drivers did not. Like Ned Jarrett, 1965 Champion struck a deal with independent Henley Grey and hardly missed a beat. Curtis Turner went to work for Smokey Yunick out of Daytona Beach in a small block Chevelle. The Ford boycott had nowhere near the impact that the Chrysler boycott had in 1965. Slowly, then inevitably, the realization that their boycott was a bust set in the Ford mind set. Slowly they returned to NASCAR racing in September 1966. Along with the big Galaxie models, some racers tried to bring in the Ford Fairlane model and the Mercury Comet. They rode on the same 116 inch wheelbase as the Plymouth Belvedere. At first blush, NASCAR said no way to these cars. However, on taking a second look, they were allowed in with some new rule adaptations. Just being fair, of course, the Ford 427 had to have "in line valves." To even the score they were allowed to run with two four barrel carbs, while the Hemi was restricted to one four barrel. And the "strictly stock" designation got lost along the way because the Fairlane and Comet bodies were designed as units, with no frames, like the Chrysler cars. Yet, underneath the Ford products was an obvious shortened version of the Galaxie NASCAR racing frame. Bill France was ambiguous about this. He needed to research some. In the end, it apparently didn't seem to make much difference, at least to NASCAR. Overall, Dodge took 18 wins in 1966, Plymouth garnered 16, Ford got only 12 and Mercury took 2 wins. The only other exception was a 1965 Chevelle driven by Bobbie Allison with a small block. Driving a 1966 Cotton Owens prepared Dodge Charger; David Pearson won his first Grand National Title over the course of 49 races that year. It had not been easy. As slippery as the Charger looked, it was a vastly different beast at speed. Literally, it was described by Pearson like dancing with a "fat lady on skates" when speeds reached upwards of 190 miles an hour. NASCAR recognized that something had to be done. Without benefit of a wind tunnel, NASCAR approved adding a rear lip spoiler on the Charger to hold it down on the track at speed. Richard Petty came in third in points. Pearson would go on to score 105 career victories, second to King Richard. David earned about 3 million dollars in his career, invested it well and let go of NASCAR racing in 1982. After a smattering of entries over the next few years, he competed in only two races in 1986 and then was gone from the racing scene.
Richard Petty becomes unbeatable 1967 was simply the season beyond belief. Richard Petty and his 1967 Plymouth Belvedere were just unbeatable. It was what truly set the stage for the greatest battle of all in the war. The battle for air. There is no way to describe the 1967 season. Ford came dressed for battle in their Fairlane and Comet warriors. The Fords were equipped with engines and bodies that should have been totally dominant. Not to be. Yet it didn't start out that well. The first race at Riverside in California was a Ford win. The second race, the Daytona 500 was another Ford win. Grim faces set in at Chrysler. Complaints began to fly against the Ford racers. An ugly threat of a Chrysler team boycott reared its head when the April 2 Atlanta 500 approached. Team Petty looked askance. Richard made a public statement that "we are going to Atlanta with two cars, likely three, and we are going to race, that is what we do." No Chrysler sponsored team observed the boycott at all. In the meantime, things did begin to look up for Chrysler. Prior to the threat of a boycott, Dale Inman, Richard's cousin and Crew Chief, had been looking for a means to make the 1967 cars faster. Even though the body work was only very minor different than the '66, the '67 just was not as fast. In a quiet move, Inman reskinned the '66 with '67 sheet metal. The third race of the season was all Richard Petty in that worked over '66. Even though the race was a 150 mile job, Richard and that ol' '66 won by two laps and were going away. Apparently there was some sort of magic in the 1966 model. Every single thing that Dale did to that car made it go just plain faster. So fast, that out of 48 races that year, Richard won 27! That included an unprecedented 10 races in a row. In May, Richard finally won at Darlington. His dad never won there, so it was a Petty family first. It was also Richard's 55th career win. One more win than his father Lee's 54 victories. Near the end of the season of 1967, Ford teams were nearly despondent. Everything they tried failed to garner any sort of sustained win. Dodge was also not too happy. Even though Lee Roy Yarborough had won the Daytona 40 lap qualifier in a '67 Charger, the Dodge boys would only be able to add four more wins to their total in '67. When the dust settled, Richard Petty stood easily on top of the Grand National Circuit that year. His well earned second Grand National championship in four years. But, things were not swell on the horizon. The Petty team was now very well aware that Dodge had assigned a cadre of engineers to solve the Charger's terrible handling problem. However, no one had bothered to let the Plymouth crew in on anything that was happening. In Richard's words, "it surely appeared that we were being left out in the cold to fight our own battles while the Dodge guys were getting more help than they could possibly handle." It did not settle well to Richard's idea of getting a fair advantage. Looking at the advanced designs for the 1968 Dodge Charger alongside the 1968 Plymouth GTX, Richard said that he wanted a 1968 Charger instead of the Plymouth. Chrysler flatly refused. He was their number one Plymouth man, and nothing else would do. But, the request startled Chrysler officials enough that a select group of engineers were assigned to share everything they learned from Dodge with Plymouth. Lending their considerable talents to both the Plymouth and Dodge teams, the cars, while for all appearances looked "stock," they were highly "tricked" up. The details are too numerous to mention here. But, the two year advantage that the Petty team had acquired, all went away in 1968. The GTX/Road Runner body just would not lend itself to the NASCAR effort, unlike the 1966 rebodied '67 Belvedere. Due to this tremendous gained experience the Petty cars took off, easily outdistancing all the other Plymouth racers, and most of the new Dodge Chargers. Yet, it was the Dodge teams that gained the most from the shared engineering and Petty Enterprise knowledge. But, Ford had not been sleeping during the 1967 season. They arrived in 1968 with some really sleek looking along with powerful new cars. The Ford Torino and the Mercury Montego were slick top fast backs that proved beyond a doubt the aerodynamics played just as important a part as brute horsepower in winning a race. For the Daytona 500, Cale Yarborough in a Ford took the pole position with a new record lap speed just over 189 miles an hour. That surely fizzled the 1968 Dodge Charger speed of 184 miles an hour. And the new Charger had some handling problems that needed to be quickly sorted out. Buddy Baker reported that the Charger started to handle funny as speeds approached 100 miles an hour. At terminal speeds up near the 180 mark, it wouldn't handle at all! Baker reported that along the back stretch, he turned the wheel, and nothing happened. He turned the wheel further, and still nothing happened. The Charger kept right on blasting ahead. Finally, he let off the throttle. After a long drift, Baker clipped the retaining wall and took off the tip of the bumper. The Charger was in big trouble. So far, only the Petty Plymouth was able to keep up with the Fords. There were two situations that caused the handling problems with the Charger. The grille was recessed. When the air rushed in, it collided with the flat surface, but had no way to get out of the way. It was ascertained that the grille design was actually causing the front end to lift at speed, creating more than 1,250 pounds of lift! Of equal concern was the rear window design. While the roof appeared to be a fast back, in actuality it consisted of two sail panels into the trunk, while the back window itself was nearly vertical. The air rushing over the roof was suddenly sucked downward in a tunnel effect, causing about 800 pounds of lift on the rear! A small spoiler on the front end resolved some of the problem, but not all. Dodge fired another salvo. The engineering team rushed to find a solution for the aero problem with the Charger. In about 100 days, the new Charger was made public at a press review in June 1968. The 1969 Charger 500 was then unveiled. The grille had been taken from a Dodge Coronet and set flush to the front of the fenderline, eliminating the recess. The back window had been modified to make it a fast back design, eliminating the tunnel effect. Things looked set for Dodge dominance in 1969. This really frustrated Richard Petty. He had been struggling all season long with the Plymouth body. It was not suited to the high speed tracks. Yes, he had won 16 races with the 68 GTX, but they were all on the short tracks or dirt surfaces. Again, Richard asked for a Charger to run in 1969. Again, he was rebuffed. That combined with what Richard felt was a total lack of support for his team from the factory backed efforts being laid on Dodge, brought team Petty to a fateful decision. Richard Petty switches from Plymouth On November 25, 1968, Richard Petty made a public announcement that he would not be driving for Plymouth in 1969. He had switched to a Ford Torino. Richard had also been shown the Ford answer to the Charger 500. Ford had lowered the nose with a lengthened version of the Torino, which was to be named the Talladega. The statement by Richard Petty sent a huge shock wave through the racing establishment, as well as knocking Plymouth and Chrysler officials right out of their buildings! So much so that Lynn Townsend finally got involved. He roared at everyone that Petty had to be brought back, and he didn't give a damn how, just get it done. Of course, it was not to be in 1969. So now the stage for some of the final battles was set. Salvo after salvo had gone back and forth between Ford and Chrysler. Neither of them liked the other in any way. They had no respect for the other as well. The first race of the Grand National NASCAR season was not Daytona as it is now. It was Riverside California, which was a nine turn road course. It was odd to see Petty Blue colors all over a Ford product. However, there it was with Richard Petty behind the wheel. He qualified fourth for the race. Despite spinning out twice during the event, he managed to stay in front and win. Ford execs were justly proud. Chrysler fans fell to the floor in despondence. The next race was the 1969 Daytona 500. Tension was extremely high as the February event approached. A huge amount of factory money as well as sponsorship dollars had gone into the Dodge, Ford, and Mercury racing teams. As practice started, it became apparent that Richard Petty seemed down on power to the other Ford teams. He managed to qualify in twelfth spot, finishing the race in fourth. Suspecting that Holman and Moody had supplied the Petty Team with something less than an all out effort, Dale Inman managed to divert an engine meant for another team. The difference was easily discernible. Some of the Ford teams actually feared that the Petty team had advance knowledge of everything, and were out to beat them, as well as the other racers! Dale made certain that he obtained engines from a source other than Holman and Moody. He also learned very quickly how to build power out of a Ford engine. One thing he did learn that he held pretty close to his vest was that the Ford 427 was down to the Hemi 426 by at least 100 horsepower. What that amounted to was very clear in that the Ford and Dodge Charger were pretty well close in their racing trim.
The first qualifying race of 40 laps was an all out Ford triumph. A Ford, followed by a Mercury, then another Ford in third place. However, all hope wasn't lost. In the second 40 lap race, it was an all out Dodge show, with 3 Chargers finishing in the top three spots. Upon race day, it was all out track battle. Ford and Dodge traded places in fierce competition all race long, right down to the final lap. It brought everyone to their feet, and the usual noisy crowd was quiet. Charlie Glotzbach in a Charger was in the lead. Going into the second turn, heading for the back straight, Lee Roy Yarborough slid past the sleek Charger. Glotzbach was not too concerned, because it placed him perfectly to make the sling shot pass coming out of turn four. As the time came, Glotzbach made the swing out from the high 31 degree banking, closing rapidly on Yarborough in the Torino.
However, Yarborough was not unwise in such a tactic, and began to squeeze down on the Charger, forcing Glotzbach into a lower line, cutting down the velocity he needed to complete the pass. Across the finish line, Yarborough led by less that a car length. Glotzbach had put the front fender of the Charger up to the rear fender of the Torino. No matter, Ford had won and Dodge had lost. Without Richard Petty, Plymouth had nothing to report for the entire season, by the way. Sales went down as well in the Plymouth division for 1969. Chrysler management had truly really wanted to win at Daytona. The rest of the season just didn't seem to matter much. Not unlike the Indianapolis race, it was everything. Even despite the closeness of the finish in the Daytona 500, the loss caused a reaction akin to a total disaster in the Corporate Circle. Dodge determined to win at NASCAR; development of the Charger Daytona Click here to read Part III. (Link fixed) NASCAR at Allpar
Once...as Jerry Olesen wrote..."The cars were production line models, which were reinforced at key points...These days, they race 'cars that never were,' so to speak, and much of the relevance to actual automobiles has been lost. "
The semi-stock car years
The most exhaustive history of NASCAR and the Petty team you're ever likely to see!
Another excellent in-depth history of NASCAR (1960s-1972), in three parts! Pace cars including the 1971 Challenger
Racing the Charger Daytona and getting to 200 mph NASCAR wars
Wins at NASCAR: Dodge | Plymouth
The very brief NASCAR compact car series
The Confusing Presence of Dodge at NASCAR/Phoenix (2012)
Profile of Ted Musgrave (Truck Series)Cheating at NASCAR: Part I (short) and Part II (1930s-2007)
More noodling at NASCAR: the chase to the race and the Car of Tomorrow Cars - March, 2001 | April, 2001 | Trucks - Feb-March, 2001
Dodge NASCAR Teams in Review (2001)
Dodge dances with NASCAR, 1999-2001: Part 1 (Car) | Part 2 (Car) | Truck championship
NASCAR, desparately seeking Dale: Part I | Part II (2001)
Back to America (2001) | 汽车 |
2017-17/0061/en_head.json.gz/8632 | Recollections of a Ramcharger, Part Three: After the ’61 Nationals
by Mike Buckel, Ramcharger • courtesy of the North Georgia Mopar Club
We returned from Indianapolis after the '61 Nationals feeling very good about the Dodge having beaten every car of note in the country. The experience had clearly identified several problems with the car. Most notable was the transmission with the pin-type synchronizers which had blocked the 1-2 shift on several occasions, costing us the race. The other transmission problem was that it drove like it had 1st, 2nd, and 4th. The powers that be at Chrysler felt that first gear was for “unusual situations” only and normal starts were to be made in second gear, so the second gear ratio was very low. The car also consumed a lot of oil due to the lack of expanders behind the oil rings. From the starting line, the car was not visible at the finish line. Head gasket failures were a daily occurrence because of the excessive amount of material removed from the heads to get the 13.5:1 compression ratio.
The car was difficult to launch. Chevrolets, Pontiacs, and Fords had conventional two-plane intake manifolds that allowed the car to be driven off the line from essentially idle to avoid tire spin. The ram intake manifold did not like to do that, necessitating slipping the clutch. Nobody knew it at the time, but the built-for-flow exhaust headers also killed low-end torque.
We ran the car at Detroit Dragway and were beaten by George DeLorean, the brother of John DeLorean, with a ’61 Pontiac. Having already beaten Mickey Thompson, the best Pontiac in competition, we felt that the DeLorean car must be phony, so we protested. The teardown was in the Sinclair station down the street. The car was very well prepared, with many of the lightening techniques used in our Dodge. Finally, we found the stroke to be 0.060 inches too long. They must have used a stock forging and cut the crank pins out to the limit of metal. We felt vindicated with that result.
Then we received a call from the promoter of the U.S. 30 Dragway in York, Pennsylvania, requesting us to come there to match race Strickler & Jenkins in the Old Reliable Chevrolet. They offered something like $200. Wow, getting paid to travel and race. We started to think about this trip after the date was set. What would be in store for us to go race at the enemy's home track? Well, off we went, and with Jim Thornton driving, we beat the Chevrolet in three of five.
We were then offered a similar deal to go race in Muncie, Indiana. The match race was with, if I remember correctly, a Ford, which we handled with ease. We were still towing the Dodge with my '61 Ford as it was the only full-size car in the club, everyone else having acquired a Valiant. The 2nd-speed gear in the transmission froze to the output shaft while running above 70 mph on the way home. It sounded like the race car started. There was no bushing on the 2nd gear, so it ran steel/steel on the output shaft, really cheap. We did a roadside propshaft removal and continued on. All the valves were bent as the car had a 4.56:1 rear axle.
Upon reaching Detroit the rear axle in my Ford was howling pretty badly. This was the second rear end as the first began howling after several passes at Detroit Dragway. Ford ultimately put in five rear ends under warranty. Mine did not live but that 9-inch rear end went on to become the standard hot rod heavy-duty unit.
By this time the magazines were coming out that gave our car great coverage of the Nationals. The first was National Dragster, the NHRA newspaper, featured us on the cover after the Nationals. All this free, favorable publicity resulted in Chrysler's decision in November to build Super Stock cars.
I was still living with the bachelor Beagles in Farmington. We car-pooled to work at Chrysler where I complained about the lack of room in the Valiant, and they complained about the ride quality of my Ford, as it had the police suspension, brakes, and 15-inch tires. The English student was Derek Harling, who brought over a MG Midget. He offered me a ride to work in the car, and I believe that I was never so cold in my life. My head protruded above the windshield, and the foot tunnel was so small that one could not hunker down. That was my only trip in that car.
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