2007 VW Passat 3.6 - Long Term Update

2007 VW Passat 3.6 - Long Term UpdateHistory loves its heroes and usually forgets its failures, other thann as answers to trivia questions. Consider the current Volkswagen Passat. Its ancestor hit these shores as the Dasher in 1974 and I can attest to its weirdness. I worked at a VW dealer at the time and my daily ride was an early Cal Look, big-motor Split Window; it had eight-spokes (not BRMs, which would have been cooler), but my Bug was super-quick.Into the mix came this odd-looking front-drive mess that needed water to run correctly. We didn't understand or care about what VW had to do about its future. For us, it was all air-cooled, all the time. Water was for the other suckers. The sister Porsche Audi dealers already had their hands full of defective Audi 100 models and many of us in the parts and service departments were expecting trouble with the Dasher. It didn't disappoint.Carbureted 1.5- and 1.6-liter motors were particularly troublesome. The move to fuel injection in 1976 helped cure a number of ills, but with an output of less than 80 hp, not much was expected of the Dasher. Things started to look better when the Dasher morphed into the Quantum in the early '80s.Through a variety of platforms, the Dasher of yore has finally arrived as the sixth-generation Passat of today. Our long-term model has been a revelation to the staff and assorted freelancers. Our black mount has been in constant demand since it arrived. It says a great deal of how good the Passat is, considering our garage also has at least one two-seater of high-performance caliber.The 4Motion system has been around for a while, receiving many refinements; the 3.6-liter V6 is well suited to the all-wheel-drive platform. And while its 280 hp is by no means class-leading, the torque figures are impressive enough to hustle down to road to the 60 mark in six seconds or so. I was able to coax 25 mpg with the cruise set at 85 on a haul up Highway 101 for several hundred miles.Where the Passat gets in trouble is how quickly its cost can go up when the options are piled on. The special body kit and sport package add more than $8,000. Then add the nav and those trick headlights, and the car is around the mid-40s. That puts it close to some fairly prestigious rides (but those hardly have the equipment at the same price). For the individual who wants something a bit different from the usual mid-size nameplates, take a long look at a similarly equipped Passat. Right down to the stealth black color.I see the Passat as a more manageable Phaeton. I found fault with almost every aspect of that car and this is what makes the Passat such a relief. VW makes midlevel cars to a high degree of quality-that's the plateau it should build on. The quest to enter the high-end market is not something the masses will take to. The VW Group includes Audi, Bentley and Lamborghini-and Porsche owns a major share. How much more highend can there be? VW owners like what they drive-keep them happy.At A GlanceExcellent initial quality - Options add cost quickly Mileage: 14,992 Fuel Economy: 22.8 mpg Photo Gallery: 2007 VW Passat 3.6 - All Wheel Drvie - European Car MagazineRead More | Digg It | Add to del.icio.us

2007 BMW Z4 M Coupe - Long Term Update

2007 BMW Z4 M Coupe - Long Term UpdateLet me cut to the chase. The Z4 M Coupe is my favorite long-termer so far. I realized this about 10 minutes into the drive. The cabin is ergonomically sound, with everything within reach and easy to figure out, including the navigation system. The carbon-look leather stitching is an especially nice touch through the interior and I've absolutely fallen in love with the fat steering wheel.For a sports car, the leather seats are plenty comfortable and my initial 200-mile drive was butt-friendly. The suspension is firmer than most would allow for a daily driver, though not stiff in the same sense as when some adjustable coilovers are at their stiffest settings, making things start to creak and rattle. This is a more solid feel, giving plenty of feedback. For me, this suspension is still bearable for highway commutes-although it's borderline.Once I get the chance to take the car through miles of traffic-less canyon runs, however, it's a different story. With 225 and 255 tires for front and rear respectively, coupled with the 50/50 weight distribution, I've never experienced such precise handling. Maybe it's been too long since I've tossed a Ferrari around, but that's the feeling-I would never do anything to change the Coupe's handling prowess. Even with a long enough wheelbase that instills plenty of confidence around sweeping turns at high speeds (thanks to a mild understeer), the chassis' rigidity allows quick, second-gear switchbacks to be sliced through with precision. The handling is so good that it underlines a shortcoming with the seats-the lack of sufficient lateral support for the upper torso.The best part, which is no surprise, is the world-famous S54 inline six that gives the car its soul. The cam timing from BMW's Dual Vanos system kicks in a phenomenal amount of torque at just 2000 rpm-so uncharacteristic from just 3.2 liters. Since it can also turn at 8000 rpm all day, the S54 propels the 3200-pound chassis with a magical 330 hp.Unlike the S54 powering the E46 M3, the sound of the engine's intake above 6000 rpm is akin to the roar from a conical upgrade. Additionally, the love-or-hate 'rattling can' exhaust reverberation, signature to the E46 M3, has been tuned out to a melodious, deep vroom in the Z4 M.Catapulting to triple-digit speeds seems as natural as Roger Federer hitting forehand winners. And with quick, precise throws of the six-speed transmission, the total package becomes a synchronized ballet-graceful yet powerful. It's a complete blast. And how I manage to get 22 mpg after all this is still beyond me.I like the looks, as do several others, including a woman who was at least 70. She pulled alongside at a red light and gave a thumbs-up. But I wish BMW had flared the front fenders, even if that meant adding another inch or two to the width at the rear.Come to think of it, that would look even cooler (and so would a set of 275 tires stuffed back there). Except for the quad-tip exhaust, the overall appearance looks too plain for car that wears the legendary M badge and, unlike what BMW did previously with the Z3-bodied M Coupe, just adding wheels and a bumper cover doesn't give the required visual appeal over the base-engine Z4 Coupe.The men from Munich made this aesthetic mistake once before with the E36 M3, which displeased a number of BMW purists. That said, I'd have another go in this thing any time.At A Glance+ interior trim, steering wheel, handling, power delivery and sound - exterior, lateral support Mileage: 15,770 Fuel economy: 22 mpg Photo Gallery: 2007 BMW Z4 M Coupe - Long Term Update - European Car MagazineRead More | Digg It | Add to del.icio.us

Anyone Can Comment on the Proposed CAFE Changes

Anyone Can Comment on the Proposed CAFE ChangesProposed standards are open to comment through the National Highway Traffic Safety Administration.An Automotive News report tipped us off to a comment recently filed by BMW regarding the proposed change in CAFE standards for model years 2011-2015. Through the magic of public records, we took a look at what BMW and other manufacturers, as well as the general American public, had to say.Announced on Earth Day earlier this year, the proposed standards will use vehicle 'footprints' (basically the ground area covered by a car or truck) to determine the average fuel economy each company needs to meet. Without getting into the specific formula, the legislation can be summed up as requiring vehicle lines with smaller footprints to get better fuel mileage than those with large footprints. That much is intuitive - generally speaking, a large vehicle tends to weigh more and use a larger engine that will get lower fuel mileage.In its comment, BMW cites the high feature density of its lineup - many of its safety, convenience, and handling systems add weight - as one reason why the footprint model fails. The comment also notes that this footprint system would create a disincentive for adding any advanced technology, while conversely providing incentive for automakers to increase the size of vehicles. BMW mentions that specific efficiency - a vehicle's fuel economy divided by its weight - should be increased, but that this plan might have the opposite effect.As an alternative to the new standards, BMW has proposed "an optional uniform standard for those manufacturers that due to their specific range of product portfolio have to increase their fuel economy excessively under NHTSA's current CAFE proposal, or increase the size of their vehicle fleet." This plan would allow BMW and similar companies to instead improve fuel economy by 4.5 percent each year, starting in 2010.Ferrari posted its comments today, and also took issue with the footprint system. The Italian manufacturer notes that a vehicle can be sold with two or more completely different powerplants, while all variations would have the same footprint. Not surprisingly, Ferrari "strongly supports the introduction in the CAFE final rule of specific provisions for small-volume manufacturers (SVMs) which have more  difficulties to implement new technologies, change models frequently, due to limited technical and  financial resources, along with the availability of suppliers which sometimes refuse to sell compliant systems and components because the limited production numbers."GM's 15-page comment states that the company is "fundamentally supportive of reforming the CAFE program to create a system that more equitably treats competing vehicles in the marketplace." It also takes issue with the distribution used for the footprint system, suggesting an adjustment to the scale. NHTSA requested input regarding the treatment of tow vehicles, and GM suggests that a "heavy-tow capable" classification be created. This would apply to vehicles with a tow weight rating greater than 7700 pounds and compensate for the added weight of hardware necessary for towing.And then there are the average Joes and Janes who've seen fit to throw in their two cents. One commenter, who wished to remain anonymous, said only "Get Real...gas is now over $4 per gallon..."Public commentary on the Notice of Proposed Rulemaking closes today, though the site also notes that late comments will be accepted.Source: Automotive NewsRead More | Digg It | Add to del.icio.us

2009 VW Jetta Sportwagen - First Look

2009 VW Jetta Sportwagen - First LookMore than 50 years ago, Volkswagen introduced its Type II, aka the Microbus or Transporter. Originally billed as the Station Wagon in the United States, it was a roomy box of a vehicle loosely based on the Type I (Beetle) platform with one key difference: it could haul around a lot more people and stuff.Since the introduction of that iconic vehicle, station wagons have remained an integral part of VW's range all the way up to now. Beginning in 1966, the design morphed from the original breadbox aesthetic into what we would more easily recognize as a station wagon, beginning with the Type III Squareback and continuing through to the modern Passat.The original Jetta wagon, a more compact alternative to the midsize Passat, had its first run from 2001 to 2005. After a three-year hiatus, it's back in Mk V form as the new-for-'09 Jetta Sportwagen.Three engine variants will be offered: the base 2.5-liter inline five-cylinder, a 2.0-liter turbo engine and-eventually-a 2.0-liter turbodiesel. At launch, the only powerplant available for testing was the 2.5L, which is a good piece of engineering-not particularly spectacular in any respect, but solid. While it'll never be billed as a top-end screamer, the 2.5L offers generous torque in the lower and middle ranges of the tachometer and totally adequate acceleration.My first tester was a barebones, stripped down five-speed. But the drive didn't suck. Quite the contrary, I preferred driving the manual. The Jetta's shifter assembly is excellent, even on a lower-performance model, and much improved over previous generations. Driving the manual reminded me of how much I liked our 2.0T Jetta long-termer and made me eager to drive a Sportwagen with a 2.0 liter turbo motor at the other end of the reins.Probably the most impressive thing about the car is the initial feeling of quality when sitting in it. It's true of Volkswagens in general, but particularly evident on a sparse model like the 2.5L five-speed. The high-quality plastics and the way everything fits just so are the main selling points. I have a hard time believing competing entry level offerings from the United States or Asia are constructed to this level.Of course, you're not stuck on a bottom rung if you decide to buy a Jetta Sportwagen. It may be outfitted with an array of options, including a six-speed Tiptronic automatic transmission with Sport Mode, an eight-speaker Premium VII stereo, touchscreen nav, or a very cool panoramic glass sunroof that adds to the feeling of spaciousness within the cabin.And the list of standard items is quite long, including the 'Eurotuned' suspension that offers a good compromise between comfort and poise during spirited driving; an auxiliary jack that allows an MP3 device to play through the stereo; roof rails to interface with an array of available accessory racks; six airbags and child-seat tiedowns for maximum occupant safety; three power outlets located throughout the interior; 60/40-split folding rear seats that provide up to 66.9 cubic feet of rear storage volume when folded down, and a fold-flat front passenger seat for that extra bit of space.It will take a special type of buyer to get into one of these, but that's exactly what VW is banking on. This car was built specifically for that particular customer, as well as those looking to move from a compact SUV or crossover vehicle into something equally utilitarian, but much more nimble.As for this magazine, we've already ordered one. You can bet we'll go into a lot more detail when we take delivery of our longterm Sportwagen TDI tester later this year.2009 VW Jetta Sportwagen*LayoutTransverse front engine, front wheel drive*Engine2.5-liter inline five, dohc, 20-valve*TransmissionFive-speed manual; optional six-speed automatic*DimensionsLength/Width/Height (in.) 179.4/70.1/59.2Wheelbase: 105 inchesCurb Weight: 3228 lb*PerformancePeak Power: 170 hp @ 5700 rpmPeak Torque: 177 lb-ft @ 4250 rpm0-60 mph: 8.4 sec.Top Speed: 127 mph (electronically limited)*Price Tag$19,000 (est.)H Photo Gallery: 2009 VW Jetta Sportwagen - Five Speed Transmission - European Car MagazineRead More | Digg It | Add to del.icio.us

Porsche Cayman S - Proven Power Adders

Porsche Cayman S - Proven Power AddersThere's no debate about performance potential in the Porsche Cayman's mid-engine layout. The car's enthusiasts argue that the factory has purposely hobbled it, so as not to poach sales from the 911. As with most Porsches, there's a certain amount of conservativism in the design, meaning power left on the table for tuners to exploit. We decided to see what the Cayman S could do with improved breathing and an ECU tune that takes advantage of this potential.Vehicle2007 Porsche Cayman STransmission: Six-speed manualMileage: 8790Testing octane: 91BaselinePeak wheel-horsepower: 260 @ 6200 rpmPeak wheel torque: 223 lb-ft @ 4400 rpmDyno dataDynojet 289Temperature: 70 to 75 degrees FTransmission test gear: fourthNotesThe testing was done at Vision Motorsports in Lake Forest, California, carried out over two days. Conditions remained the same for both. Several runs were done in every state of tune and the level of consistency the Cayman recorded was surprisingly good. The car was driven in between installations to ensure proper adaptation by the ECU.RSS IPD intake plenumPeak wheel-hp: 269 @ 6800 rpmPeak wheel torque: 231 lb-ft @ 4500 rpmMaximum power gain: 13 whp @ 5900 rpmMaximum torque gain: 13 lb-ft @ 5900 rpmThis is one of the surprising areas where Porsche left untapped ability. It seems like a simple enough part, but the IPD plenum has been shown to make power on all Porsche platforms. The factory piece is a T-shaped plastic pipe while the IPD item is a cast aluminum rounded Y-pipe. It's positioned behind the throttle body, between the two separate intake runner plenums. The factory plenum also has a flapper valve that changes the volume of the system to affect intake resonance charging. Surprisingly, the IPD piece removes the stock car's dip in mid-range torque.ProsEasy install and good bang for the buckNoticeable improvement in performanceConsSeems to work best with more modifications (not necessarily a bad thing)Aluminum construction will make for a lifetime part, but will heat-soak more than plasticPartsCast aluminum intake plenum, molded silicone intake hose, rubber breather hosePrice: $995Installation time: 30 min.Tools7mm socketE10 socketTorx 30RatchetLarge flat-head screwdriverPliersRevo stage one reflashPeak wheel-hp: 272 @ 6800 rpmPeak wheel torque: 233 lb-ft @ 4500 rpmMaximum power gain: 6 whp @ 6000 rpmMaximum torque gain: 6 lb-ft @ 6000 rpmAs regular readers will know, we're big fans of software upgrades. Adding both power and driveability at a reasonable price is a win/win situation. Revo offers software product for a wide variety of German cars through a network of dealers.ProsSwitchable software modes via the OBD-II port with Select deviceBetter throttle response makes car more lively and allows for easier heel-toe downshiftsTheft protection mode renders car completely inoperable in secondsConsNot a big power bump by itself on paperPartsOptional Select Switch unitPriceBasic software: $899Select Switch Plus: $349Installation time: 20 min.NotesThey can't be represented on a dyno graph, but driveability and smoothness are the big gains with this stage one software. The car feels faster and performs better on a road course or autocross. Users looking for faster zero-to-60 mph or quarter-mile times will not see much difference in a quantitative sense.Cargraphic exhaust and Revo stage two reflashPeak wheel-hp: 291 @ 6200 rpmPeak wheel torque: 249 lb-ft @ 6100 rpmMaximum power gain: 20 whp @ 6200 rpmMaximum torque gain: 20 lb-ft @ 4900 rpmAlthough factory exhaust systems have become substantially better over the years, there's often room for improvement if an enthusiast is willing to replace the complete system. Cargraphic offers its system in modular sections, but for optimum results an entire swap is necessary. Optional pre-silencers are available for owners wanting an even more aggressive sound. Revo suggested we go with a stage two re-flash to take full advantage of the exhaust.ProsUncorked sound is similar to a factory racecar without being too loud or droningStainless construction for years of trouble-free serviceFactory look will not draw unwanted scrutinyHigh quality, 200-cell, true tri-metal catalytic converters are TV-approvedGood-looking twin 89mm chrome tipsConsCheck local laws for emissions complianceMight be tough to justify this upgrade given its pricePartsStainless equal-length headers with integrated 200-cell metallic catsTwo stainless steel rear silencer boxesDual 89mm chrome tipsPriceHeaders and cats: $4,495Cat-back mufflers: $2,400Installation time: 4 hours (professional installation recommended)ConclusionForced induction has ruined enthusiasts' expectations of what to expect from bolt-on modifications. The results from this Cayman S are quite impressive for a modern, naturally aspirated performance car. If it were ours, we would do all the modifications as a one-step package, but it could all be done easily in stages. The featured components will give at least factory levels of reliability and safety, which is our first concern. The driveability and enjoyment factors go well above what can be communicated by numbers alone.Although it looks like a substantial investment, remember the quality of products being taken off the car in the attempt to improve upon them. RSS, IPD and Revo have brought the Cayman S one step closer to a 911 in terms of power. Substantially bigger increases in power will require either forced induction or more displacement, resulting in even more substantial cash outlays. Photo Gallery: Porsche Cayman S - Proven Power Adders - European Car MagazineRead More | Digg It | Add to del.icio.us

Marino Franchitti At Sebring - Sport

Marino Franchitti At Sebring - Sport*You know the last name. This is the other racer from Scotland's contribution to American motorsport. Marino is young, enthusiastic, driven and, to top it all, has kept a vivid sense of humor. After learning that the second-place Acura had been disqualified, he told me he was going over to their truck to trade his third-place trophy for theirs. Now that's a racer.ec: Let's start with the most obvious topic, the major differences between your ride last year in an Acura-powered LMP2 to this season's Porsche RS Spyder. And don't get all politically correct on us.MF: I'm going to have to, I'm afraid. It's not right to compare two cars that are very different this year-in the case of the Acura, completely. It wouldn't be a valid comparison.ec: The Porsche must feel more like a complete car, as the tub, driveline and motor are all from one place. Does that translate into a more secure feeling as far as driveability is concerned?MF: I think you're underestimating the job Acura has done and what they've achieved with a chassis that isn't their own. They'll be formidable opponents this season, especially at certain types of tracks. Porsche is amazing at providing a customer team like Dyson, not only with a complete and refined package in order to go racing, but also support that makes you feel like a true partner. It really is the benchmark, I guess that's why so many other marques' customer programs follow the lines of Porsche so closely.ec: You appeared more confident in the Porsche at Sebring than in most of your drives last year in the Acura. Is that simply getting a season under you in the LMP2 class?MF: I certainly didn't feel that way. Last season, I started every race in which I competed in the Acura and, mechanical issues aside, I came into the pits in the top three in nearly every race. There were some mishaps, but I used them as positives and learned from every good and bad experience. Some starts last season showed the confidence I had. Or at least I hope they did. Of course, the experience gained last year also helped to improve me hugely as a driver. I had never before been part of the development of a car from the word go, through to it being a race winner. Technically, I grew and learned a huge amount.ec: Last year, you had a great drive going at St. Pete and then had a coming-together with another prototype, which didn't appear to be your doing. How do you make the adjustment from a proper circuit with a runoff area to the temporary walls of a street track? This has to play a major part on how you attempt a pass.MF: I was taken out by a car attempting a pass that was hugely optimistic, to say the least. The fact that his team boss apologized to me at the next race says it all. For me, I love the challenge of street circuits where any mistake is severely punished. I think if you're only 'attempting' a pass, then you shouldn't be making it in the first place. But passes happen differently on street tracks. You need to be sure you can make the pass cleanly and be ahead by corner exit, as there is rarely room for two cars later in the turn on street tracks.ec: You've had a lot of success in GT cars, especially Porsches. What about the jump from GT to prototype? Now you avoid traffic and pass it, whereas before you were the traffic.MF: I was lucky that the step up to prototypes was something I got to experience early, the second year, in my sports car career. The first time was 2002 in the Phoenix Grand Am race in an SRPII Lola. I had minimal testing, but managed to get pole position, fastest lap, and-with my teammate, Nic Jonsson-won the race. So I found driving a prototype very natural and the increased downforce seems to suit me.I feel fortunate to have driven GT cars and have the understanding of how difficult it is sharing the track with prototypes. It's so hard driving a GT car flat out, you need to use all the track while trying to work out how you can help the LMPs to pass you and lose the least amount of time in the process for both. A lot of prototype guys don't have a clue what you go through as a GT driver, so it's a big bonus for me and I find I get through traffic better because of it.The game's changing. As the organizers continue to give us smaller and smaller restrictors in the prototypes, it becomes harder to pass GT cars, especially the Corvettes and Aston GT1s, on the straights. The GT cars have unbelievable mechanical grip these days, so in slow corners they're nearly as fast as we are. It's not easy getting by them, but again, I love that part of sports car racing and I work hard at giving the GT guys respect and hope they give it back.ec: Exiting turn one at Sebring and setting yourself up for two, how would you approach it in a GT car during the race compared to the Spyder? MF: Not much differently. The nimbleness of the LMP allows you to pick and choose how you approach the braking area of turn two after the exit of turn one and I've noticed GT cars trying to do the same. But all that did from my perspective was cause some LMP drivers to get frustrated with GT cars sweeping in front of them and take away what is a good passing opportunity that would lose minimum time for both. Then again, I haven't driven the new generation of GT cars at Sebring, so maybe it's something that gains lap time for them.ec: The Dyson team has been around for a long time and are well known as solid competitors who keep their sense of humor. How did this gig come about?MF: They're such a great bunch and I'm loving being part of the team. I still get a bit of a surprise when I look in the mirror and see myself in their legendary team colors. They have such a great family atmosphere.On getting the ride, it was just a case at the end of last season of seeing what opportunities were available in the LMP class and I had always had good rapport with the Dyson team. So as their plans came together, we started to talk more seriously. In the end, it was an easy deal. It was a new experience for me, having more than one good option on the table for this year, but this always felt right. I knew they had been working closely with Porsche in choosing a new driver and I've been made to feel very welcome by everyone involved.ec: Take us through a typical race lap at Sebring during one of your stints-and don't forget the traffic.MF: Typical race laps don't exist. Every lap is unique in some way and I really enjoy that. For me, the tough part of a lap of Sebring is catching slower cars in the faster corners-turns 1, 11, 12, 13, 15, 16 and 17-as you're trying not to lose too much momentum. A huge amount of lap time is won and lost here. Forward thinking is what keeps the loss to a minimum and your average lap time for the stint looking good. In the slower corners, I find it's much easier to pass cars in a consistent manner if you catch them on entry then out-brake them. If not, try and carry the momentum through the turn and get a run at them on corner exit.ec: The ALMS schedule is a good mix of circuits. Which ones are your favorites, in order of preference?MF: Wow, tough one. OK, here goes... Mosport, Road America, St. Petersburg, Mid Ohio, Road Atlanta, Salt Lake City. I love all the tracks, just those more than the others.ec: How much testing time did you have in the Porsche Spyder? Race conditions are always far more difficult than a test. Do you come to the track on race day in any particular mindset? Is there a standard routine you follow? Or is it just get in, belts on and nail it? MF: Not a huge amount, but enough that I knew which button and switch did what. I did the ALMS winter test, which lasts three days, but we had very few on-track sessions and then the test sessions in race week. Of course race day feels different, but each time I drive the car, practice or race, I prepare the same way. I do a lot of stretching and have my own mind management routine. It's more than 'jump in and nail it' for me.ec: It's a cliche, but as you have an older brother who also races with some success, what goals would you like to achieve, on the track and off? MF: I don't see what my brother's achievements have to do with what I want to achieve. Our careers have traveled different roads. First, I'd love to win the ALMS championship. For me, I got into sports cars to compete and win at Le Mans. It's been frustrating to only have one start at Le Mans so far in my career, but I think the financial state of the world has had a lot to do with that.That aside, I want to go out on that podium at 4 p.m. on Sunday afternoon and look over the sea of people and lift up that legendary trophy. I've got an amazing picture in my mind when I think of that and I'll keep giving my all until I can make it a reality.ec: Had enough of those 'Marino cleaning up with a Dyson vacuum cleaner' jokes?MF: No chance. Everyone thinks they're the first one to come up with it. Who am I to burst their bubble? Photo Gallery: Marino Franchitti - Porsche RS Spyder - European Car MagazineRead More | Digg It | Add to del.icio.us

Chatting with Audi of America's Product Planner, Filip Brabec.

Chatting with Audi of America's Product Planner, Filip Brabec.A supercharged V-6 for the new S4 will also find a home in the Audi A6 sedan.Valencia, Spain - 2007 was Audi of America's best year, with 93,506 sales from a comprehensive lineup of desirable luxury cars. But even as Audi continues to strengthen its position in the ultracompetitive U.S. luxury-car market, it is keenly aware that it is a small player here against the likes of BMW, Mercedes-Benz, and Lexus. That makes the job of Filip Brabec, Audi of America's 32-year-old head of product planning, all the more important: When you're fighting for every incremental sale against the big guys, your product mix has to be just right. And native Czech Brabec has a lot of models to juggle and to spread among a sales volume that's roughly equal to the number of RX crossovers that Lexus sold last year. Think about it: Audi of America offers the A3, the A4, the A5, the A6, the A8, the TT, the R8, the Q7, and, soon, the Q5. Several of those models are offered in more than one body style, with more than one engine and transmission combination. And, of course, there are also the S4, S6, S8, and RS4 models to consider. That's a lot of models to spread over fewer than 100,000 annual sales. "We have fifty-some model and powertrain combinations," says Brabec. "How many will you have in two years?" I asked. "If I do my job right, we'll still have fifty-odd combinations," offers Brabec, "but spread over more models."What this means is that Audi of America will, going forward, take a good, long, hard look at ultra-niche models like the S4 Avant. "Wagon, S4, manual transmission-just think about it," says Brabec. "Niche, niche, niche." Sales volumes for such cars simply don't merit their existence, is what he's saying, especially given the euro-dollar relationship. Therefore, there will not be a next-generation S4 Avant for America. "And those are our twenty loudest customers" says Brabec, laughing. "We'll hear from them." As it is, Brabec says that he works "very carefully and closely" with his colleagues at Audi AG to maximize equipment levels for American customers even in light of the weak dollar. But, clearly, it will be harder and harder for Audi of America to include models in its product mix that have minuscule annual sales.That said, there's plenty of hot metal coming from Audi in the near future, and at the top of that list is the new S4, which is debuting at the Paris Motor Show in October and going on sale in America next spring. The big news here is that, rather than a V-8, the S4 will be powered by an all-new, supercharged, 3.0-liter V-6. "We chose it for performance, CO2 emissions, and packaging reasons," says Brabec. "I first drove a car with a prototype of this engine back in 2005, and it blew me away." Why a supercharger rather than a turbocharger? "We wanted a multiapplication engine," explains Brabec. "A turbo wouldn't work for all the cars we wanted to put this engine in." Cars such as the A6 sedan, which for 2009 gets the same, supercharged V-6 as the S4 as part of a major midlife face-lift. The A6 will not get a dual-clutch transmission, though. One assumes that will have to wait until the next-generation car.As for other powertrains for the new Audi Q5 small crossover that goes on sale in February or March of 2009, Brabec demurs. "We have no immediate plans for a diesel," he says. "It's an expensive technology. Really expensive. But diesel is a huge topic for us at Audi of America. The Q7 TDI is the best-driving Q7 you're gonna get. It's the most comfortable, the most fuel efficient." Brabec admits, "the price point of the Q7 TDI is a big point of debate. Mercedes-Benz is charging only a $1000 premium for the new diesel in the ML. This must be at a loss for them. They must want to retain diesel leadership in the United States, knowing that we are coming and BMW is coming into the same segment."In speaking with Brabec, though, it's clear that Audi of America would very much like a diesel engine not just for the Q7 but also for the Q5; it's just trying to figure out how to bring it here affordably. And one also perceives that, if Brabec could wave a magic wand, he would have Audi's superb new 2.0 TSFI turbo four-cylinder gasoline engine for the Q5 at launch, too. If we had to guess, we'd say that the TSFI is more likely to arrive here for the Q5 than a TDI is. After all, the TSFI is already being offered here starting this fall in the new A4 sedan and Avant, and the Q5 is built on the same longitudinal-engine platform as the A4. And Audi AG is keenly aware that diesel fuel costs more than premium unleaded here in America.In the meantime, the price of fuel is affecting Audi of America in some interesting ways. Four-cylinder models of the outgoing A4, rather than languishing on dealer lots waiting for fire sale, make-room-for-the-2009-models pricing, are sold out. "The market is crazy for A4 four-cylinders," marvels Brabec. "The other guys don't have fours. Even as the A4 runs out , they're gone. We don't have any .""We're also sold out of the A5 coupe," says Brabec. "Which is too bad, because that means I can't get one as a company car!"Read More | Digg It | Add to del.icio.us

The all-electric (EV) CitiCar: Powered by the Sun

I’m eagerly awaiting the 4-door, family-sized EV sedan rumored to be in the pipeline from the Canadian-based ZENN Motor Company (they already make a great 2-door model that’s even affordable to us non-celebrity types, picture above). I’d like to avoid going to the gas station at all when going to an Energy Fair or Green Festival. While our VW Jetta TDI gets more than 40 mpg, these days the cost for diesel (and biodiesel when I can get it) is quite a bit more than gasoline, and rising faster than gas. For now, we’re moving around locally in a funky-looking, all-electric CitiCar, made in 1974. Our CitiCar is restored to roughly original condition (except for the wear and tear on the body itself) with the expert help of our neighbor who found two more after we found ours. It’s hard to go anywhere without people cutting me off — not out of rage — but curiosity or with a smile on their face. Sometimes getting a “head turner” doesn’t need to come at a huge price. Which is my point. Why not own an EV for less than $8,000 (perhaps much less), today? The cost for our CitiCar plus new parts and new batteries ran just over $3,400, with the restoration and rewiring taking about a year, off and on — again, thanks largely to the electricity-savvy knowledge of our neighbor. Since the CitiCar is over 30 years old, we snagged collector plates and pay the registration fees only once, then we’re done for as long as we own the car. If you don’t mind the “used” appearance of a vehicle, you can ride around without having spent a dime at the gas station. Our CitiCar doesn’t possess the attractive styling of an EV1 from GM — but you won’t find even one of those on the road anywhere. I’m amazed that there are still hundreds of CitiCars out there in garages, warehouses, or in a barn like mine was: motor on the seat and tires rotting. There were supposedly about 2,600 or so CitiCars manufactured by the Sebring Vanguard Company in Florida from 1974 to 1976, during our last American energy crisis. Whether because of liability insurance or crash test requirements, the company halted production and disappeared within a few years of rolling the first CitiCar off the line. We like to think the car resembles a wedge of cheese because in Green County, near Monroe, Wisconsin, where there are more cheese factories than any other county in the US. The CitiCar negotiates the bumps a bit rough and the brakes need pumping to stop effectively, but with a top speed of about 35 miles per hour and 30 to 40 mile range, it gets us where we need to go for about 1-cent a mile. In a future blog, perhaps I’ll add a video of my 8 mile round trip to the bank — if there’s interest to see it on the go. To completely stay on the renewable energy side and avoid electricity coming from coal-fired or nuclear power plants, we’re recharging the CitiCar with a .5 kW photovoltaic system — perhaps one of few solar powered cars on the planet. So, until you save up enough for the Tesla or the next generation of long-range EV cars that fit more than two people, you might keep your eye out for an old CitiCar. Image Credit: Zenn Motor Company

Bowie Knife - Icon

Bowie Knife - IconThe Bowie KnifeWhat would Rambo use? Once he's draped a couple of bandoliers over his torso, pinned some grenades to his headband and hitched a bazooka on his shoulder, what blade would he strap to his squat, muscular body? The film of that name shows the answer: the most recognizable knife on the planet-The Bowie Knife.The Bowie knife has been through an evolutionary process, with the production of many variations on the theme. For such an item to be considered the real McCoy, it must be long enough to be used as a sword, sharp enough to shave with, wide enough to double as a paddle and heavy enough to act as a hatchet. Sounds good enough for Rambo.Common folklore says that Colonel James 'Jim' Bowie (pronounced Boo-whee, at least in the southern states) created the knife that bears his name and eventually met his death while wielding it at the Battle of the Alamo in 1836. In reality, things are never that straightforward.Alternate histories are numerous and occasionally contradictory, only serving to cloud the myth until it becomes the American equivalent of King Arthur's Excalibur. It seems that more than one Bowie was involved. Jim's brother, Rezin, has been credited for the original design and Louisiana blacksmith Jesse Clift (or Cleft, or Cliffe) forged it for him. However, legend has it that in December 1830, Jim Bowie took a carved wood prototype to another smithy in Arkansas, run by James Black. Black duly carried out the work, but he also made a variation with a sharpened concave edge on the top part of the blade. Bowie liked it. This modification made the backslash move particularly effective in knife fights.And Bowie had been in a few skirmishes. Such as the Sandbar Fight. He was a second in someone else's duel that took place on the Vidalia Sandbar in the Mississippi River, near Natchez. About 10 men were present. Events took a turn for the worse- Bowie was shot in the arm and hip, and stabbed in the chest, but still came out alive, thanks to some luck and some nifty knife twirling.Black was a particularly skilled metalworker. The original steel blade was said to be tempered superbly, measuring 10 to 15 inches in length, about a quarter of an inch wide and two inches across at its widest part. In addition, the Bowie knife was so well balanced that it could be thrown with ease and accuracy. The hand guard, known as a quillon, was made of brass.Just as 'race on Sunday, sell on Monday' became a truism for the car industry, a similar principle was in practice when, returning home to Texas, Bowie encountered three men hired to kill him. Bowie obviously had the edge. One was almost decapitated, the second was disemboweled and the third's skull was split open. Tales of the man and his weapon percolated throughout the region. People would go to Black and say: "Make me a knife like Bowie's." Demand exceeded supply, especially after Bowie's dramatic demise turned him into a hero. By the 1850s, Bowie knives were coming from as far away as Sheffield, England. It was the tool of choice for frontiersmen and backwoodsmen. It could skin game, cut meat and chop firewood. The handle, often made from animal horn such as antler, could be used to hammer in nails or pound a bag of coffee beans.Thus the Bowie knife was elevated to iconic status and is still being used today. In the 1960s, it gained a sawtooth edge on the top part of the blade so it could cut through the plexiglass canopies of downed aircraft. American helicopter crews engaged in the Vietnam War were issued with this kind of model.It's now a criminal offense to carry a Bowie knife in Texas, where the state classifies it as an illegal knife. Big Jim's probably carving his way out of his coffin right now, in a fit of indignant rage. Photo Gallery: James "Jim" Bowie - Bowie Knife - European Car MagazineRead More | Digg It | Add to del.icio.us

2009 Mercedes-Benz SL65 AMG - First Drive

2009 Mercedes-Benz SL65 AMG - First DriveAny time I drive a Mercedes-Benz SL-Class, I feel I should have a girl named Britney or Paris in the passenger seat and my friends must refer to me as M-Feb for the following week. These cars scream 'wealthy Hollywood diva' or 'Newport Beach trophy wife' as much as a Pomeranian wearing a designer sweater. With six-figure prices, it's no wonder they draw the heady crowd they do.For 2009, Mercedes threw most of its resources at the SL63, but the SL65 was certainly not left alone. The previous-generation SL65 was extremely difficult to drive, with its mountainous torque making itself known at even slight throttle tip-in. The go pedal felt as if it was more for requesting acceleration from the traction control system rather than controlling the engine. The 2009 SL65 has a more linear feel. For the first third of pedal travel, it feels like a car and not an explosion. Around town, it's easy to drive and can accelerate in traffic without needing five car lengths to launch. In a canyon, this behavior translates into subtle throttle movements that allow for more sporting driving and much greater confidence.The suspension is handled by Benz's Active Body Control (ABC) system. For normal driving, the system is amazingly comfortable and smooth. The car feels every bit as elegant as you'd expect. When the driver starts turning up the wick, the system responds equally well. Having full control of both roll and pitch, body movement is remarkably well contained, especially when considering the car's two-ton-plus curb weight. Enthusiasts might feel uncomfortable with ABC at first. Since it's a fully active system, it can completely stop body movement at will. Rolling into the throttle when exiting turns, the car squats. Then ABC decides that enough weight transfer has occurred and it feels as though the car hits its bump stops. The suspension will continue to soak up bumps, but ABC has artificially eliminated roll and squat. This isn't a bad thing from a dynamic point of view, but it can be unnerving to the person who really likes to work the weight transfer while driving.Steering feel is also much improved on the new AMG SLs. Earlier models felt rather dead on-center and didn't deliver much in the way of feedback. This is still no sports car, but on-center feel is more precise and turn-in is less of a guessing game.For sheer grunt, I can't think of another car off the showroom floor that matches the SL65's powerplant. The 6.0-liter biturbo V12 is amazingly flexible in its power delivery. At 2000 rpm, the car delivers a kidney-punching 738 lb-ft of torque keeps that keeps up until 4000 rpm. For horsepower enthusiasts, it delivers 604 hp from 4800 to 5100 rpm.The numbers, however, are purely academic. It isn't too often one can say that a car has more than enough power. This one as more than enough for most drivers' own good.As with all SLs, the power hard-top is a work of art. It delivers coupe-quality comfort and silence while in the up position. When lowered, it takes up a good deal of trunk space, but then again there are trade-offs for everything. Wind noise is minimal, even above posted speed limits, and the much-touted Airscarf neck warmers work amazingly well. Basically, it's a headrest-mounted hair dryer that circulates warm air around each occupant's neck and makes keeping the top down bearable as you climb in altitude and drop in temperature.Overall, the SL65 is a fantastic high-speed tourer. It isn't a track car and it isn't a sports car in the true sense-neither is its goal in life. It will cover ground with remarkable speed, but delivers comfort not often found in an open-top two-seater. Despite a somewhat flashy image, this may be the ultimate gentleman's performance car.2009 Mercedes-Benz SL65 AMG*LayoutLongitudinal front engine, rear-wheel drive*Engine6.0-liter V12, sohc, 36 valve, turbocharged and intercooled*TransmissionFive-speed automatic*PerformancePeak Power: 604hp @ 4800 rpmPeak Torque: 738 lb-ft at 2000 rpm0-60 mph: 4.2 sec. (mfr.)Top Speed: 155 mph (limited)*What we likeLuxurious grand tourer with amazing manners and ungodly speed*What we don'tAll of 4,555 pounds to start, steer and stop*Price Tag$189,700 (est.) Photo Gallery: 2009 Mercedes-Benz SL65 AMG - BiTurbo V12 Engine - European Car MagazineRead More | Digg It | Add to del.icio.us

Logitech, Kenwood, VF Engineering - Gear

Logitech, Kenwood, VF Engineering - GearProduct Spotlight Logitech Driving Force GT wheel*The Gran Turismo 5 Prologue driving simulator stands alone when it comes to realism. Polyphony Digital (the game's developer) and Logitech wanted to make sure players felt the same way about the Driving Force GT steering wheel. Like a real F1 wheel, it provides the user with unprecedented control over vehicle functions.Located in the middle of the steering wheel is a 24-position dial designed for instantaneous adjustment of vehicle brake bias, traction and damper settings. In addition to such advanced features, there's a functional horn button that can be used while playing online, to harass other drivers while passing them.The 11-inch rubber over-mold wheel features a realistic steering range of 2.5 turns lock-to-lock. Combined with anti-backlash gearing, this offers a smooth, realistic experience with no dead zones. The kit also includes full-sized gas and brake pedals. For those who have mastered GT5 Prologue in automatic mode and want to step it up and give the manual shifter a try, the Driving Force GT gives two options of using a sequential shift stick or wheel-mounted paddles.Compared to a standard controller, it takes some getting used to. It's a completely different experience and driving is much more challenging. When using the standard item, you're pretty much disconnected from the consequences of poor driving, but the Driving Force GT steering wheel-with its force feedback system-ensures that every mistake will be felt. GT5 Prologue can be enjoyed without the Driving Force GT racing wheel, but at that point it's just a game. The wheel turns it into a true simulator and gives the proper experience intended by its developers. $149.99-Anthony GelinasLogitech 800.231.7717 www.logitech.comWheel Of The MonthRusstec wheels are forged in the Russian Federation on a 10,000-ton press and finished in the USA and Italy. The process, along with precise CNC milling, creates wheels that are both strong and light. Pictured is the Russtec R26, available in a brushed aluminum, chrome, or black finish with an optional carbon fiber lip. All wheels are available in diameters ranging from 19 to 22 inches. From $1,350Russtec800.535.8473 www.russtecwheels.comStoner's Invisible Glass Reach & Clean Tool is engineered to help achieve that coveted 'invisible' glass clarity faster and easier than ever before. Its pivoting head and 14-inch extending foam handle can access hard-to-reach areas, and the handle's end-cap unscrews, enabling it to be paired with a standard extension pole. The kit also includes three cleaning 'bonnets': terry cloth for general-purpose cleaning, microfiber for optimal mirror cleaning, and nylon mesh to tackle insects and other hard-to-remove grime. $14.95Stoner 800.227.5538 www.invisibleglass.comWhile the 2.0T gets all the attention, VW's torque-rich 2.5-liter five-cylinder engine (available in the Rabbit and Jetta) often goes overlooked by enthusiasts. VF Engineering's new intake for this application shows a claimed increase of 10 hp and 15 lb-ft of torque at the wheels. The intake pipes are powder-coated steel and incorporate welded junctions for factory hoses. The factory MAF housing is retained to avoid throwing pesky 'check engine' lights. The short ram design virtually eliminates the chance of hydro-lock, while a steel shroud shields the open-element air filter from engine heat.VF Engineering714.528.0066 www.vf-engineering.comBecause a car is kept in a garage doesn't mean it's totally safe from contaminants and dust build-up. California Car Cover Company's Dustop and Customweave covers are designed specifically for cars stored indoors. They're lightweight, easy to handle and feature super-soft linings to pamper a vehicle's paint. Customweave features a Lycra and Spandex knit with an exceptionally soft and cushiony feel, plus enough bulk to protect against dings and dents. Dustop covers weigh about 75 percent less than traditional flannel covers (though they're also substantial enough to guard against accidental nicks and dings) and feature the same soft lining. Dustop from $169.99; Customweave from $309.99California Car Cover Company800.423.5525 www.calcarcover.comFor those with $28,000 lying around and a car to splash it on, Premier4509 has developed an aero enhancement package for the Lamborghini Murcilago. This kit is limited to a production run of 300 and each will display a numbered plaque. Components include a full front bumper with boxed support system, side pods, rear bumper and an optional adjustable rear spoiler, all made from carbon fiber and fiber-reinforced plastic (FRP) handcrafted by experienced technicians. $28,000Premier4509 www.premier4509.comKenwood has announced three new DVD-capable mobile audio receivers for this year. The DDX712 double-DIN unit, pictured, features a generous 6.95-inch touch-screen display with a customizable start-up screen, three user-programmable skin selections and an updated graphic user interface. Reverse tilt and angle adjustments are available to match the angle of a particular vehicle's console. An iPod Direct USB Control function allows full iPod audio and video control directly from the touch-screen. The unit is nav-ready and incorporates one AV input, one AV output and a dedicated rear-view camera input. $800Kenwood310.639.9000 www.kenwoodusa.com Photo Gallery: Gear - Logitech Driving Force - European Car MagazineRead More | Digg It | Add to del.icio.us

2006 Audi A3 - Proven

2006 Audi A3 - Proven*Not all dynamometers are created equal. Sometimes it's easy to manipulate and alter numbers to suit someone's needs (or ego). For example, this 2006 Audi A3 (with about 4,000 miles on the odometer) was taken to a few different dynos and, in stock form, produced 164 hp on dyno A and 197 on dyno B, both in third gear. During another test, in fourth gear, it netted a little over 200 hp. Ultimately, the best thing when testing is to use the same dyno for all tests, the same gear, at the same temperature and with the same fuel quality. It's also important to make sure that the dyno's settings are always the same, since it's easy to make a few simple setting changes and show large gains without even altering the vehicle.Vehicle data2006 Audi A3Transmission: six-speed S tronicMileage: 29,642Testing octane: 91Dyno dataDyno type: Mustang dynamometerOutside temperature: 68 degrees FHumidity: 30 percentTest gear: thirdBaselinePeak wheel-hp: 167 @ 6323 rpmPeak wheel-torque: 181 lb-ft @ 2802 rpmNotesThe vehicle was in perfect running condition with no issues and had an oil change not long before the test. The intake system was fully pressure-tested and there were no leaks in the PCV or intercooler system. The engine also had full compression and fuel system tests, passing both with flying colors.AWE turbo-back exhaustWith 200-cell metallic catalytic converterPeak wheel-hp: 183 @ 6054 rpmPeak wheel-torque: 194 lb-ft @ 3106 rpmFeatures* 2.5-inch-diameter mandrel-bent T304 stainless steel tubing* HJS 200-cell metal catalytic converter* Full stainless steel construction* Three-inch insulated and beveled exhaust tips with AWE Tuning logoPros* 200-cell catalytic converter offers maximum flow without triggering a 'check engine' light* High-quality stainless steel construction for maximum durability* Downpipe flange to exhaust pipe transition optimized for zero turbulence as exhaust gases exit the turbo* Downpipe's fully lined stainless steel flex joint ensures zero breakageCons* Slip joint construction makes installation tricky* Lack of sealing compound for slip joints make elimination of small exhaust leaks difficult, requiring several attemptsPartsDownpipe with gasket, catalytic converter, front pipe with muffler, center section with muffler, rear pipe, 90-degree pipe with hanger, three-inch dual exhaust tip, stainless steel clampsTools13, 10, 16 and 17mm sockets, extension, ratchet, WD-40, oxygen sensor socketPrice$1,339.90Installation time1.5 hoursOverviewSometimes it's easy to forget how cool a good exhaust can sound, as most systems are on the quiet side. The S tronic system performs throttle blips on downshifts, which makes this exhaust sound even better. But there are downsides. For example, freeway trips of longer than 45 minutes can become irritating.AWE K04Turbo upgrade kitPeak wheel-hp: 233 @ 6340 rpmPeak wheel-torque: 243 lb-ft @ 3590 rpmFeatures* Direct-replacement turbo* Electronic diverter valve relocation kit* Silicone hose* Custom high-flow turbo discharge* GIAC softwarePros* Direct replacement turbo uses all factory gaskets, water and oil lines-no risk of leaking when properly installed* Kit can be used with the stock airbox. It's nearly impossible to tell the car has been modified, making trips to the dealer less worrisome* OEM exhaust housing compatible with any exhaust designed for the stock K03* Exhaust housing designed to maintain low-end torque with only a 500-rpm shift (approx.) in the curve* Externally mounted diverter valve helps reduce common failures associated with the factory valve. By relocating the factory valve out of the turbo housing, extreme heat and stress on the diaphragm is reduced* Good basis for big power. With the addition of larger injectors and a new fuel pump, there is potential for even moreCons* DV relocation kit is a little close to the factory A/C lines. If not properly installed, or as the motor mounts wear, this could become an issue* Not a 100-percent reversible install, since the stock discharge pipe must be modified to install the high-flow turbo discharge and DV setup, but the stock pipe is only about $80 to replacePartsTurbocharger assembly with studs, billet DV relocation housing with bolts, high-flow turbo discharge silicone hoses, T-bolt and regular hose clamps, gaskets, exhaust manifold and downpipe lock nutsTools10, 13 and 16mm box wrenches, 5, 6 and 8mm Allen head sockets and 10, 12, 13, 16 and 18mm sockets (all on 3/8-inch drive), 5 and 8mm triple square sockets, 3/8-inch drive ratchet, T25 Torx, hose and diagonal cut-off pliers, flat screwdriver, spray lubricant, hacksaw or cut-off wheel, extension and ratchet, coolant clampsPrice$3,795Installation time6 to 8 hoursRecommendationsThe turbo can be changed without losing any oil or coolant. If the car has low mileage, there's no need to be worried about the coolant. But changing the oil and filter is highly recommended, since running used oil in a new turbo is not a good idea.If planning on a home installation, ask for assistance from a second person-four hands will make it much simpler.OverviewA K04 upgrade is our favorite type of upgrade, for so many reasons-the most important being reliability. The K04 isn't the biggest or the baddest turbo, but it does have these advantages: millions of dollars in R&D, hundreds of thousands of miles of testing by VW/Audi personnel in extreme conditions all over the world, and it was designed specifically for the 2.0T FSI engine.AWE/S3 Intercooler upgradePeak wheel-hp: 237 @ 6407 rpmPeak wheel-torque: 245 lb-ft @ 3551 rpmProsBeing a factory part, it fits perfectly with no modifications, and with factory VW/Audi logos and part numbers, it will fool most dealer techs, making it the ultimate stealth upgrade All-aluminum core and end tanks are welded together, making an airtight seal-a huge improvement over the factory aluminum-and-plastic combo that is prone to leaking Cooling capacity is increased by 30 percentConsLike the factory intercooler, it's still sandwiched between the radiator and A/C condenser (which blocks almost the entire front of the intercooler)PartsIntercooler assembly, factory hoses, hardwareToolsT20, T25, T30 Torx, flat screwdriver, spray lubricant, 10, 13 and 16mm sockets, extension and ratchetPrice$700Installation time2.5 to 3 hoursRecommendationsUse Loctite Blue threadlocker to help secure intercooler bolts. Once installed, they're difficult to access if they vibrate loose.NotesWe saw no noticeable shift in the boost curve but a nice decrease in intake manifold temperatures.ConclusionThe K04 kit performed better than expected. Having seen K04 upgrades on many 1.8T engines, we expected a good bump in performance. This went well beyond a bump-more like a leap. Coupled with the S tronic's inherent nature of dropping engine revs right on top of the power curve acceleration builds at a breakneck pace, the car seems to keep going and going.It's evident there's still more power to be squeezed from the K04 with future upgrades such as a fuel pump, larger injectors and some that haven't been developed yet. This kit is a good, solid base.To ensure accuracy, we used the same dyno for our entire test, the same tank of gas and tried to hold variables as constant as possible. A few days after the upgrade, we took the A3 with the AWE K04 kit, turbo-back exhaust and intercooler back to dyno B (where the vehicle had made 197 hp stock). It produced 288 hp at 6350 rpm on 91-octane. This shows how the same setup can produce extreme horsepower variations. Photo Gallery: 2006 Audi A3 - Dyno - European Car MagazineRead More | Digg It | Add to del.icio.us

Supersprint - Exhaust Anatomy

Supersprint - Exhaust AnatomySupersprint has been designing and manufacturing high-quality performance exhaust systems in Mantova, Italy, since 1955. Its current line of aftermarket applications takes in over 30 manufacturers from Europe, Asia and North America. With this experience, the company has gained a great deal of expertise in full exhaust performance evaluations, ensuring additional power, quality sound and TV-approved status for all its street products. Small wonder why Supersprint is also the choice of many high-end European tuners for R&D consulting and the manufacturer of exclusive private label exhaust systems.Supersprint gave us full access to technical personnel and 'top secret' areas. We'll begin with the preliminary testing sequence done for each OEM exhaust system evaluation. An Audi RS4 FSI V8 was in the R&D facility at the time of our visit and a new BMW E92 M3 arrived a couple of weeks later, so we will use these two machines as our real data examples.In order to comply with TV noise restrictions for street-legal vehicles, Supersprint begins by gathering baseline data on the stock vehicle using standard TV methods. There are two parts: the first is the sound level of a stationary vehicle with the revs held constant at 75 percent of the maximum rpm; the second test is measured with the vehicle in motion; starting at 30 mph (second gear for a five-speed, third gear for a six-speed, or D for an auto), the vehicle is accelerated at full throttle for 65 feet. For each section, the microphone is set 25 feet from the center of the road and the motion tests are run in both directions. When the exhaust development prototype is complete, these tests are repeated to ensure the new exhaust is no more than 1dB louder than the OEM item, as per the TV standard for aftermarket exhausts (see the table at the bottom of the opposite page).For a full evaluation of the OEM system's baseline performance characteristics, Supersprint selects three or four locations for exhaust pressure and temperature measurements. If the given system is a true dual exhaust, then only one side is used for testing. For the Audi RS4 and E92 M3, Supersprint selected four locations: primary cats, secondary cats, resonator and rear muffler. Two threaded fittings were welded in place at each location to attach Supersprint's proprietary pressure and temperature measuring equipment during dyno testing, and to cap the fittings during the later prototype road testing.The subject vehicle is then moved to Supersprint's in-house Maha LPS3000 four-wheel chassis dynamometer. The high-tech, German-made Maha is renowned for scrupulously honest methods of power calculation. Baseline pressure and temperature figures are collected along with power and torque data during two types of dyno tests: a fixed-load test where the vehicle is slowly brought up to its top gear and cruised at 60 mph for about 90 seconds per run, and a full-load test (the regular dyno pull we all know and love) where the vehicle is run full throttle from about 2000 rpm to redline in its closest gear to direct drive (1:1, gear ratio to final drive ratio). Both tests are run three or four times for statistical consistency. At the same time, Supersprint also logs various other data through the OBD-II port, such as the air/fuel ratio (Lambda), ignition timing, intake temperature, throttle opening, etc.On their best runs, the RS4 produced 372 hp and 312 lb-ft, while the E92 M3 put down 416 hp and 301 lb-ft. In part three, we will show the complete before-and-after development curves.A performance exhaust system should consist of a specific diameter of pipe tubing that optimizes back pressure and exhaust gas velocity for maximum horsepower and torque. This diameter is related to an engine's displacement, performance output and operating range. But there's no magic formula to calculate what should be used. Also, the tubing need not necessarily be constant from the downpipe to the tailpipe (primary header tubes being the exception), due to pressure and temperature changes through the system. Also, bends and curves must be as gentle as possible, so as not to create turbulence or restriction. However, available space on a modern vehicle is often limited.By analyzing the baseline pressure and temperature data throughout the stock exhaust system, Supersprint engineers determine what pipe diameter to use and where maximum performance gains can be made. At each measurement location (or exhaust component) there is a unique back pressure characteristic. The graphs on page 82 and this page show pressure characteristics at the four locations in the OEM system of the RS4 and E92 M3 respectively.Exhaust pressures increase with revs at each point, decreasing as the exhaust moves through the system. Note that an average vehicle with a 6000-rpm redline will have a 'Pressure 1' value in the 7.3 psi range (dotted black line on each plot), while more sporting models will measure in the 3.0 to 5.5 psi range at 6000 rpm and continue to increase toward their higher redlines. The RS4 and M3 fall into this sporting/performance range and therefore have systems that are well optimized from the factory. However, the new M3 has higher Pressure 1 values, indicating a good candidate for an aftermarket header application. Incidentally, Supersprint is developing a step header for the new M3.In the next installment of this three-part series, we'll describe the testing and fabricating of a prototype performance exhaust system, and build on our understanding of exhaust flow characteristics and exhaust system design. Then will it become clear how Supersprint engineers can extract more power over a free-flowing factory exhaust system.Stock baseline TV sound test results for Audi RS4 and BMW E92 M3 Audi RS4 BMW E92 M3 Stationary test @ 5850 rpm Stationary test @ 6200 rpm Left: 92.3dB Right: 93.5dB Left: 92.0dB Right: 93.3dB Motion test, third gear Motion test, third gear Median value: 73.6dB Median value: 73.5dB Ride the WaveMuffler design for noise attenuationSound is nothing more than energy traveling in a waveform. As with most forms of energy, it's possible to either redirect it or change it into another form. Sound waves from a car's exhaust are no different. A sound wave is generated every time an exhaust valve opens, releasing high-pressure gas into the exhaust port. Then the sound propagates down the exhaust pipe. If you've ever heard an engine with short open pipes, you know how loud an engine is with no sound control apparatus.There are essentially two ways to decrease (or attenuate) exhaust noise. The first is a dissipative method. Mufflers are filled with mechanical packing: usually steel, glass or synthetic fiber. The theory is that sound travels through the fibers and transforms from wave energy to heat through friction between those fibers. It's an effective method, but sometimes requires more space than is available to achieve the desired level of attenuation. Because of their design, dissipative mufflers generally give the highest flow rates with the least backpressure. Exhaust gases move through a perforated tube (that's first wrapped in a screen to keep the packing in place). The muffler's internal volume and the size of the perforations determine frequency attenuation. Both factors are employed to tune the muffler to a specific frequency range. These mufflers are often referred to as 'turbo' or 'straight-through' and are common in aftermarket applications.The second method is reactive. This form of attenuation reflects sound back toward the source instead of allowing it to escape from the tailpipe. There are a couple of reactive muffler forms. The first is a Helmholtz resonator, a cavity of a tuned size used to catch and reverse a specific frequency. This concept is similar to making sound by blowing over the top of a bottle. Energy is absorbed into the chamber in the first half of the cycle and then sent back during the second. Returning sound waves cancel out some new ones, decreasing total energy. It's highly effective, but only within a chosen range.Another form of reactive noise attenuation is through a low-pass filter, often referred to as an expansion chamber. Whenever there's a change of area in an exhaust system's cross-section, some wave energy is reflected back toward its origin. A low-pass filter is not as efficient as a Helmholtz resonator, but it absorbs a greater range of frequencies. Also, a low-pass filter will still let some sound through, even from the frequency range it is designed to work in.Many muffler manufacturers employ a combination of both methods. Helmholtz resonators and low-pass filters can be filled with packing material to give a decent amount of dissipative attenuation. OEM exhausts are designed using mostly reactive attenuation, since the mufflers are only being designed for one particular application. Aftermarket manufacturers, however, quite often have universal mufflers for use on several applications, so a design cannot be so highly specialized. Tip choice can also affect exhaust tone and volume, via changes of the cross-sectional area at the junction with the tip and also where flow goes into the atmosphere. Enthusiasts looking for small changes in sound can do some actual tuning through this method.When choosing an aftermarket exhaust, enthusiasts can select from several different designs and prices. The muffler type chosen by a manufacturer will give an idea of intended performance. Many of the more expensive systems will offer a higher level of engineering and a more refined sound at closer-to-factory volume levels. More economical systems and those more focused on weight reduction will likely use dissipative mufflers that will be louder and may drone at certain rev levels. If you are concerned about noise and still expect maximum performance gains, it will be well worth the extra investment in a higher-end system. -Michael Febbo Photo Gallery: Supersprint - Audi RS4 & BMW E92 M3 - European Car MagazineRead More | Digg It | Add to del.icio.us

Opinion: Biofuels, Food Prices and Global Warming Roundup

The current rate at which biofuels are falling out of favor is largely founded on biased ideologies, which have been shaped by widespread political and corporate agenda-pushing from all sides of the fence. But first, a digression. Part 1: When an egg was just an egg I remember a time when an egg was just an egg. Nobody argued about that. It was a blissful time. Yet, for all its strengths, it was a fragile time held together by unsupported conclusions and limited knowledge. Part 2: The Time of the Bad Egg Like many a simple concept before it, the idea of an egg as “just an egg” was consumed in a storm of health consciousness and bad hair. I shall call this storm “the 80s.” Richard Simmons was sweating to the oldies, and cholesterol, it was determined, should be ripped from your body. Just like that, eggs were bad. Part 3: The Time of Ambiguity; When an Egg is Only Halfway Decent if Eaten in Moderation Luckily for us, we snapped out of the 80s. Sweatbands disappeared and Jazzercise faded from our collective memory. We got around to doing some research and found that there are such things as good cholesterol and bad cholesterol. Turns out you need some of both to remain healthy. And eggs were good again…. but only if you eat less than 7 a week. Part 4: The Point From a human health perspective eggs are confusing, and still not very well understood. They’ve been researched to death, yet we still don’t know exactly how they interact with the human body. The only thing I can say about eggs with any confidence is that in ten years time, new research will make the case for eggs even more confusing, yet people will still eat them. And eggs are tiny. Now scale up… no, go larger. Ah, that’s it, something Earth-sized. In the last decade we’ve come a long way in our ability to measure and understand the Earth and how it works. We’ve realized that perhaps we do have an impact on our environment and that, indeed, there might be a limit to the amount of oil we can squeeze out of our planet. But the more we’ve figured out, the harder it has become to separate the forest from the trees. The further along we get in trying to change how we power and energize our world, the more we see an increasing global volatility in social, economic, and environmental interactions. Is it all related, or is it a coincidence? Are biofuels driving up food prices or is it the beginning of the effects of human-caused global warming?  Will biofuels even reduce our effect on global warming? Have biofuels, themselves, caused a spike in oil prices? Holy crap. I don’t know. “Should I eat eggs or not?” you start to ask yourself. Then, at just this moment â€" and like all good vultures, I might add â€" the opportunists begin to circle overhead, casting shadows on the scurrying populace below. “How can I further my own group’s agenda given the current climate of confusion?” they ask. “I know, we’ll put egg whites in a box and sell them for ten times the price,” they chorus together. And the politicization begins and the confusion gets worse. So what does the latest crop of politicized findings tell us about biofuels, food prices and global warming? On the topic of food vs. fuel: The United States Department of Agriculture tells us that only 3% of the global rise in food prices is due to the production of biofuels. The World Bank says that the production of biofuels has driven global food prices up 75%. Well that certainly settles it, doesn’t it? On the topic of global warming and energy conservation: The University of Washington and The Nature Conservancy point out that the impact of the production and use of biofuels on the environment depends on the type of biofuel and source of that biofuel. A climate decision makers survey conducted by Globescan pegs first generation biofuels (corn and soybean derived) at last place on a list of 18 strategies to reduce global warming. But It also puts second generation biofuels (switchgrass, garbage, and woody debris derived) at 8th place with 43% of the 1,350 expert survey respondents saying they could have a significant potential to lower carbon emissions. Again, clear as mud. On the topic of biofuels and rising fuel prices: OPEC president Chakib Khelil has said that 40% of the rising costs of fuel worldwide are due to the “intrusion of of bioethanol on the market,” although he hasn’t provide a rationale for his statement. The world’s four largest biofuels lobbies have countered Mr. Khelil, claiming that he is lying. Instead, they say that rising fuel costs are caused by a long list of items having nothing to do with the production of biofuels. Are we sensing a trend here? Damn you, ideological vultures. Stop clouding my vision. What conclusions can we draw from all this? If not all biofuels have the same effect on global warming, how could they have the same effect when it comes to food prices? If biofuels only account for 1% of all the world’s fuel production, how can they account for 40% of the world’s rising fuel prices? Do most people even know what a biofuel actually is? I mean, that sounds like a stupid question, but there’s a huge misconception out there which is driven by a lack of understanding: not all biofuels are created equal. I cannot stress this enough. Listen to any newscast or radio show dealing with the topic of biofuels and you’ll hear a lot about “ethanol” or “biodiesel,” but you won’t hear a single peep about what type of ethanol or biodiesel it is. To the average person, a biofuel is a biofuel regardless of whether it’s biodiesel or bioethanol, whether it comes from soybeans or switchgrass, or whether it’s derived from an algal pool or cropland. And this is exactly what the circling vultures want the average person to think. It makes it easier to push agendas. Just like in the case of our lowly egg, biofuels started with the implicit assumption that they were good. “Of course they’re good” we thought “how could it be bad to grow our own fuel from renewable crops?” But then the bad hair and the health consciousness set in. “Of course biofuels are bad,” came the conventional wisdom “they’re the root of all our problems.” And this is where our egg analogy breaks down. You see, an egg is simply an egg. It will always be an egg. Sure, we can pump it with Omega-3s and stuff it in a box with added vitamins and minerals, but it’s still an egg. The source is always the same. A biofuel can be a multitude of different things with very different sources depending on how it’s made and where it’s used. Unlike eggs, biofuels have ambiguity built-in. For someone to try and convince you otherwise is shameful. The Take Home: This built-in ambiguity means that all biofuels must be analyzed and judged independently: you can’t lump biofuels into a single category. The truth about biofuels is complicated and not easy to explain in 30-second soundbites or 200-word articles. Understanding what they are and what they can accomplish takes some personal initiative. So when you find yourself wondering whether biofuels are the harbinger of global doom or the bright light at the end of the tunnel, don’t let the vultures convince you that they know what the answer is. Every single organization on the planet has an agenda to push. Because of the confusion and ambiguity surrounding the production of biofuels, it’s easy to twist the information to suit your message. Truth is, nobody knows what kind of effect the production of biofuels is having on food prices, global warming, and rising fuel costs. Does that mean we should stop moving forward? No. It is clear that the world needs some sort of energy solution. Will it be electric derived from solar, wave, wind, or geothermal? Will it be hydrogen? Will it be second generation biofuels? I’d be stupid to answer that question. More than likely it will be a complex combination of the above. Until such time as we get to where we’re going, we’ll just have to wait and see what comes of it all. In the meantime, it’s important to do research and build markets for all of these things because one day we’ll be in survival mode and need one of them to stave off disaster. Post related to food vs. fuel and climate change: USDA Says Ethanol Accounts for Only 3% of Increased Cost of Food How Green Are Biofuels? Comparison Chart [PIC] European Union Defends Biofuel Targets As Food Prices Soar “Perfect Storm” Inflating Food Prices Worldwide Biodiesel Myth (Or Fact?) #23: Biodiesel is Raising Food Prices Which is Worse: Exporting $1 Billion Per Week or Growing Fuel? Image credits: Cloud picture from kevindooley’s Flickr photostream. SeQuential gas sign from The Udall Legacy Bus Tour: Views from the Road Flickr photostream. Switchgrass picture from Doctor Swan’s Flickr photostream. Bread from adactio’s Flickr photostream. All images reproduced and altered under a Creative Commons license.

An Air Car You Could See in 2009: ZPM’s 106 MPG Compressed-Air Hybrid

Compressed-Air Powered cars could take you over 800 miles on a single fill-up, at speeds of up to 96 mph. They should refuel in less than 3 minutes, and at speeds over 35 mph emit about half the CO2 of a Toyota Prius. Best part? You could see them in the US at the end of next year. Car-tech aficionados may already be familiar with Zero Pollution Motor’s (ZPM) compressed-air powered car. For those that haven’t heard of it yet, read on: “The compressed air vehicle is a new generation of vehicle that finally solves the motorist’s dilemma: how to drive and not pollute at a cost that is affordable!” What happens when you replace the explosions in your car’s combustion chamber with clean compressed air? Well, as long as you lighten things up by replacing heavier parts with aluminum, you end up with a clean, efficient way to power a vehicle. The world’s first commercial compressed-air powered vehicle is currently being produced by India’s largest automaker, Tata Motors, who is licensing the technology from European-based company MDI (a company powered by the innovation of ex-Formula One engineer Guy Nègre). They anticipate having about 6000 of these vehicles on city streets in India in 2008. How does an Air Car Work? Although potentially revolutionary it really isn’t that complicated. What a compressed-air car does is use the force of super-compressed air to move the engine’s pistons up and down, as opposed to explosions produced from injecting a small amount of fuel. To get things moving on compressed air, weight reduction is a top priority. MDI’s aluminum-based engine weighs half what a normal engine does, and the frame is also built out of lightweight materials (US version will be aluminum?). ZPM’s US model will store about 3200 cubic feet of compressed air in carbon fiber tanks at 4500 psi. Carbon fiber tanks are used for safety reasons since they tend to split open (as opposed to explode) when punctured. Compressed air from the tanks will run directly to the engine under speeds of 35 miles per hour. That means that under 35 mph the car qualifies as a zero emissions vehicle. At higher speeds the engine will burn a small amount of fuel to create more compressed air, sort of like how a plug-in hybrid like the Chevy Volt produces on-the-fly electricity. The hybrid air-car setup should be able use any number of fuels, including gasoline, propane, or ethanol. 1 tank of air + 8 gallons of gas = 848 mile range The car’s compressed air tank can be refilled in about 3 minutes from a service station. To fill it up at home the car would be plugged in, where an onboard compressor would refill the tank in about 4 hours, at an electrical cost of about $2. If you aren’t sure whether turning electricity into compressed air is really that clean, here are some numbers: at speeds over 35 mph the air car emits about half the CO2 per mile as a 2007 Toyota Prius (0.141lbs of CO2 per mile, while that the Toyota Prius emits 0.34 lbs of CO2 per mile). Will we actually see a US-model Air Car in 2009/10? New York startup ZPM, like Tata motors, has licensed technology from Luxembourg-based MDI. MDI also has plans to release these cars in Europe in 2-, 4-, and 6-cylinder models, starting under $15,000. Despite lightweight construction that could be of concern for passing US safety tests, it appears that air car technology could be available in the US in late 2009. ZPM told PopularMechanics.com earlier this year that it expects to produce the first US model air car at the end of 2009 or early 2010. (Btw, ZPM’s model is also a candidate for the $10 million Automotive X Prize.) ZPM wants to produce a 6-seater, 75-hp model with a 1000 mile range at 96 mph, all for just $17,800. The big question I think we all have is: will this car make it through US safety testing? ZPM’s website says that air car models will meet the same safety specifications of all cars driven in the US. As with most of these new hyper-efficient models we’ve seen (like Aptera’s Typ1 or VW’s 1L Car), ZPM claims the vehicle’s “tubular body provides increased resistance in the event of a crash.” The car will also come with Air Bags and ABS braking. It’s another case of wait-and see, and we can only hope ZPM follows through. For more info, check out a great youtube video about air cars (embedded below): Posts Related to the Air Car and Hybrid Vehicles: The World’s Most Fuel Efficient Car: 285 MPG, Not A Hybrid Aptera’s $26000 Electric Car and 300 MPG Hybrid Coming Soon The Cleanest Cars on Earth?: Honda Civic GX and Other Natural Gas Vehicles Affordable Electric Cars Coming to US in 2009 An Electric Car You Can Buy Today: The $20K TRIAC EV Photo Credit: Zero Pollution Motors

You don’t need a hybrid to improve your fuel economy

You don’t need a hybrid to improve your fuel economyIt’s a shame that it took $4-a-gallon gasoline for most people to finally start thinking seriously about conserving fuel. Not surprisingly, the New Stratosphere of Gas Prices has led to more and more tips about ways to save fuel. Walt’s Auto Care Centers, based in the Pacific Northwest, recently offered some fairly obvious, but still highly valuable, tips that I’ll list below … Personally, though, I’ve been practicing what I feel are two of the bestâ€Â"and easiestâ€Â"ways to cut down on your vehicle’s fuel usage.1. Turn off your car once you’ve parked it. Don’t just sit there with the car idling for two minutes until “Stairway to Heaven” reaches its denouement, you manage to wrap up your phone call, or your wife reemerges from her favorite department store. If you want to stay in the car for a few more minutes, switch off the engine.2. Time your approach to traffic lights.Minimize excess accelerating and braking when you’re going to have to stop in a few hundred feet anyway. You should be watching far ahead already, so it should be fairly easy to pay attention to the cycles of upcoming traffic lights. As soon as you know that you’re going to have to wait at a light, lift off the gas pedal and start coasting toward the intersection. Too many drivers (at least here in suburban Detroit) continue to rush forward at the speed limit until there’s barely enough space remaining to jam on the brakes without rear-ending somebody.If you time it properly, you won’t have to stop at the light at all, thereby maintaining some of your vehicle’s gasoline-fueled momentum, so your engine won’t have to work as hard to get you back up to the speed limit. As a nice side-effect, this approach saves wear on your brakes and your tires, and you’re a bit less likely to run a red light and broadside a school bus. What could be better?(Of course, if the traffic lights themselves are timed to aid in the continuous, regular flow of traffic, this becomes more or less automatic because traffic is already more closely in sync.) Oh yeah, I promised a list ... Without further ado, here’s Walt’s Auto Care Center’s list of fuel-saving tips, just in time for the Fourth of July holiday: 1. Replace the air filter. Replacing a dirty or clogged filter can improve fuel efficiency by as much as 10 percent, or about $.41 per gallon. Most car manuals recommend replacing the air filter every 9,000 to 12,000 miles. 2. Change engine oil every 3,000 to 5,000 miles. Dirty oil can cause vehicles to lose as much as 1 to 2 percent, or $.04 to $.08 per gallon.3. Perform a fuel system tune-up. A tune-up can improve fuel-efficiency as much as 4 percent.4. Lighten your load. Get rid of excess weight in your trunk or luggage racks on top of your vehicle.5. Perform a transmission flush. A transmission not performing at its peak can cost extra miles per gallon. Symptoms of a transmission in need of service include erratic or rough shifting, gear slippage and stalling.6. Check the tire pressure. Under-inflated tires can significantly reduce fuel efficiency. Check tire pressure each time the car is fueled up to ensure proper inflation and save an extra 3 percent or about $0.12 per gallon.Source: Walt's WrenchRead More | Digg It | Add to del.icio.us

Teamsters President Hoffa Says “NO” to Larger Trucks on America’s Highways

What If They Were Heavier, and Longer? Had enough of the “big rigs” on the highway?  Well, Congress is looking at new weight and size limits, and Teamster President James Hoffa says “no” to bigger trucks. In a House subcomittee hearing July 9, Hoffa is quoted as saying: “Bigger trucks are more dangerous trucks.  Lifting truck weight and size limits would turn big rigs into time bombs.” A background paper prepared by the Subcommittee on Highways and transit staff, the report stated: “In 2006, nearly 5,000 people were killed in crashes involving large trucks, and an additional 106,000 were injured.  Truck size and weight laws impact safety on roads. . . . [M]ultiple factors contribute to truck crashes [but] truck weights and lengths affect stopping distances, braking, and vehicle stability and control.” The Teamsters Union represents 140,000 truck drivers who operate double-or-triple-trailer rigs in states where permitted. Rep. Peter A DeFazio (D-Ore), seems to think increase truck sizes on all national highways is a good idea.  He’s quoted as saying: “I don’t think anybody could say the current system makes sense.  We have a total failure and we have to look toward the near future.” And the American Trucking Associations gave a favorable nod to the idea, saying increased trucking productivity will reduce congestion, save fuel and improve safety and air quality. The Owner-Operator Independent Drivers Association (OOIDA), has gone on record rejecting the idea of larger trucks with heavier loads, citing dire safety implications, and that heavier loads will hasten the deterioration of the nation’s roads and bridges. The Railroads Weigh In The Association of American Railroads disagrees with that notion.  President and CEO Michael Sid of YRC North American Transportation is quoted as saying: “According to the U.S. DOT, trucks weighing over 80,000 pounds pay only about half of their highway cost responsibility.  Longer and heavier trucksâ€"unless accompanied by sharp increases in taxesâ€"would exacerbate this inequity and based on a DOT study divert between 100 million and 225 million tons of freight annually from rail to highways”. A statement from the Association of American Railroads (AAR) said moving all that freight by highway would increase consumption of diesel fuel by 500 million to 1.1 billion additional gallons of diesel fuel and produce 1.6 to 3.8 million tons of additional pollutants and 5.6 to 12.3 million tons of additional carbon dioxide each year. More than 600 freight railroads are operating on over 173,000 miles of track in the United States, Mexico and Canada.  Annual revenues, according to the AAR, top $42 billion, and account for more than 40 percent of all freight transportation. As for moving freight efficiently, the AAR makes this claim: “What’s more fuel efficient than the newest hybrid car? A freight train. In 2007, major freight railroads in the United States moved a ton of freight an average of 436 miles on each gallon of fuel. This represents a 3.1 percent improvement over 2006 and an astonishing 85.5 percent improvement since 1980″. While many diesel locomotives still don’t meet Federal Railroad Administration (FRA) Tier I or Tier II emission standards, retroactive to locomotives built from 1973 and must be applied to all re-manufactured units, the list, according to AAR’s Adam Burns, the list is growing. Some smaller lines, have been using biodiesel blends in their locomotives, although the larger companies still appear reluctant to try the new fuel, even in small amounts. Stay tuned. Posts Relative to Semi-Trailer Trucks and Railroads Want to Reduce Greenhouse Gasses by 12 Million Tons A Year?  Ship by Rail, Not by Truck, On The Lindberg Report. Biodiesel Powers Eastern Washington Railroad Locomotive Trucks Reduce Emissions by 83% Image Credit:  blogs.tampabay.com/…/ 2007/08/29/traffic_4.jpg

Torque Steer - Parts & Labor

Torque Steer - Parts & LaborSteering Clear Of TorqueI have this friend; we'll call him Chad, since that's his name. I get e-mails from him on a weekly basis, sometimes daily, asking about some concept he just read about or idea he's come up with. He works in the financial industry, but has a mechanical mind. I look forward to his mails because when he asks how something works, he's looking for something like: "Well, a limited-slip differential has worm gears, so they'll move freely with light loads applied. But apply too much load, the gears bind and they no longer spin so easily, kinda like an adjustable pipe wrench..." He always gets it after analyzing a real example he has dealt with.During a recent discussion on car dynamics, the topic of torque steer came up. Everyone knows that torque steer is what happens when there's a lot of torque in a frontwheel- drive car. But that's like saying a hamburger is what happens when a cow gets too near to a bag of charcoal. There are a few important steps in between that have been woefully ignored.First, torque steer is caused by powering the steered wheels on a vehicle. All steered wheels have what's called a scrub radius. The kingpin axis, the line about which the wheel is pivoted when steering, is near vertical and can be visualized by drawing a line between the upper strut mount and the outer ball joint on a MacPherson-equipped car. The scrub radius is the distance from where that line intersects the ground to the center of pressure of the associated tire's contact patch. A center of pressure located inboard of the steering axis is considered negative; outboard is positive. It should be noted that some cars have zero static scrub radius.When torque is applied to the road, the tire wants to pivot around the kingpin axis. If both sides are putting the same amount of torque to the ground, they balance each other out. If one slips and one grips, then the imbalance causes torque steer. But that isn't the whole story, or any car equipped with a limited-slip differential wouldn't have torque steer.Torque steer can also be caused by the drivetrain itself. It's a misconception that unequal-length axles are the major cause of torque steer-that's only partially true. Unequallength axles cause the CV joints to operate at different angles from one side of the car to the other. Whenever torque is applied to an object that isn't completely in line with the object's axis of rotation, it wants to turn the object in the direction of the torque instead. The more extreme the angle that the CV joint has to make, the more torque goes to steering the wheel as opposed to driving it.Can torque steer be eliminated? Yes, but it's tough to accomplish without some sacrifices. A car can be built with zero scrub radius, which isn't that complicated, but it'll lose steering feel and increase steering effort at low speeds. Cars could be designed with equal-length driveshafts that level with the hubs. These have become relatively common, but it becomes next to impossible to keep them completely horizontal because manufacturers have to account for variations in ride height and load, plus enthusiasts have a habit of changing the ride height on their vehicles whether they need to or not. Limited-slip differentials are also becoming more prevalent as factory equipment, but an overly aggressive differential can compromise steering feel and, again, make low-speed cornering difficult.One obvious solution is just to live with it. Unfortunately, I'm guessing that somewhere there's an engineer with too much free time designing a computercontrolled active anti-torque steering system. It will weigh 200 pounds, add a $1,000 to the overall cost and take away even more driver control. Given enough time and e-mails, I'm also guessing Chad and I will MacGyver a mechanical system using pie tins and bungee cords. Until that happens, just use the steering wheel. Photo Gallery: Torque Steer - Scrub Radius - European Car MagazineRead More | Digg It | Add to del.icio.us

1964 Volkswagen Type III Notchback - Top Notch

1964 Volkswagen Type III Notchback - Top NotchBefore the Golf, Volkswagen had a line of vehicles based around the rear-engine/rear-drive layout that made the original Beetle so successful. They were fun, economical and defined Volkswagen as a brand. There are still fans that flock to these cars to drive them in stock form, wildly modified, or some stage in between.Karl Heinlein is one of those enthusiasts who opted for an in-between stage. His 1962 Type III Notchback is a mixture of restoration and plain old hot rod. Heinlein's VW wasn't built to any particular predefined style or template, but evolved from his vision of a perfect Notchback. Hints of Cal Look have influenced the restoration and the performance bug definitely bit hard during the engine build, but the car has a style all its own.Heinlein admits to starting off with a huge mistake. He bought the car at night without giving it a proper inspection and later regretted it. During the initial disassembly, he found accident damage hidden under mounds of Bondo, all sitting on top of a rusted pan. He went ahead with tear-down, frustrated yet undeterred. The body was repaired using the front apron from a donor '64 Squareback then sent to Leonardo's Body Shop in Garden Grove, California, for the respray. The car left the factory wearing Ruby Red, but Heinlein wanted a classier, more understated look. Sterling Grey Metallic was chosen from the BMW palette.With the body off, Heinlein went on wrestling with the pan. Both floorboards needed to be replaced, but new items were no longer manufactured. Luckily, a friend happened to have a '67 pan that fit the bill. Jerfab in Orange, California, spliced the fresh floorboards into the original pan. The resulting assembly and various suspension pieces were then powder-coated for greater durability.Next, Heinlein turned his attention to the mechanical systems. A suspension game plan was put in place based on power expectations. The stock rubber subframe bushings were replaced with billet aluminum to eliminate deflection and hold the suspension in the intended geometry. To help combat squat from the added torque, larger Sway-A-Way torsion bars were added to heavy-duty spring plates. The front suspension was rebuilt mostly with factory parts to return it to prime operating condition.The heart of this Notchback is the powerplant. The Type III was originally delivered with a 1500cc flat four, but this obviously wasn't going to provide the type of motivation to meet Heinlein's intended performance. He wanted to do something other than simply increasing displacement, so he decided on forced induction. The factory never intended these cars to withstand the extra stresses of a turbocharger, so extensive work had to be done to hold it together.Displacement was raised to 2275cc while compression was lowered to 8.25:1 by Proformance (also based in Orange). The new internals consist of a DPR counterweighted crank, CB Performance rods originally from a Chevy application, with 94mm pistons and long barrels from Cima. The cam is a custom grind from Proformance and actuates 44mm intake valves and 37.5mm exhaust valves through chrome-moly pushrods and Scat rockers.The turbo is a T03/T04 hybrid mated to the engine via a custom Brintech intake system. The turbo pulls through a single 650-cfm carburetor and blows into the heads without intercooling.Sparking the mixture is an MSD ignition system using an MSD distributor controlled by a 6AL box. Once burned, exhaust gases exit through a CB Performance system using 1.625-inch headers collected into a single muffler.The sound of the car is somewhat confusing to VW enthusiasts. It still has a flat-four sonic quality, but there's also something different going on. Heinlein may fool the average import racer into trying something, but other air-cooled boys will be wiser.To finish the project, Heinlein had the interior re-skinned at Octavio's Kustom Upholstery. He wanted a classic and mostly stock look, so the seats were done in cloth and vinyl similar to what came from the factory. Small touches, like extra gauges in the center of the dash and modern seatbelts, give subtle hints to the car's potential.To add a little Cal Look flash on the outside, Heinlein chose Porsche Fuchs wheels, 4.5x15 inches up front and 6x15s out back. They look perfect with the understated paint job and factory chrome.Although we normally feature water-cooled VWs in this magazine, we have a soft spot for the air-coolers. Heinlein's '64 Notch is one of the finest we've seen and all the staff said they would love to own one like it. The funny thing is, even though we all admire the car, each of us has a list of things we would have done differently. That's the beauty of an air-cooled: everyone has a personal vision of the perfect example. And everyone is right.1964 Volkswagen Type III Notchback*Layout Longitudinal rear engine, rear-wheel drive*Engine2.3-liter flat four, T03/T04 hybrid turbo, 650-cfm Road Demon carburetor, MSD distributor and ignition control box, Small Car Specialties Street Eliminator Heads, Scat 1.4:1 rockers, Manton chrome-moly pushrods*TransmissionFour-speed manual with Super-Diff, chrome-moly retainer, steel shift forks, overdrive fourth gear (built by Der Transaxle)*SuspensionSway-A-Way torsion bars, heavy-duty spring plates, billet aluminum subframe bushings*BrakesFour-wheel discs, stainless steel hard lines, braided soft lines*WheelsPorsche Fuchs alloys, 4.5x15 (f), 6x15 (r) Photo Gallery: 1964 Volkswagen Type III Notchback - TO3/TO4 Hybrid Turbo - European Car MagazineRead More | Digg It | Add to del.icio.us