The Truth About Cars » Technology

EcoBoost: SVO Redo?

Sajeev Mehta — Tue, 05 Aug 2008 19:02:13 +0000

During the first energy crisis, pundits predicted the death of the American V8. In those dark days (as opposed to these dark days), Detroit was desperate to supply an alternative to the gas-gargling engines they'd planted under the hood anything that moved. They developed a few dogs promising V8 performance with the economy of a cylindrically-challenged motor, with much talk of mechanical miracles to follow. History repeats itself; Ford is once again trying their luck with EcoBoost turbo-four technology. Once again, they could be barking up the wrong tree.

OnStar: Big Brother’s Eye in the Sky

Jonathan I. Locker — Thu, 14 Feb 2008 12:59:24 +0000

Ever since the Model T hit the silver screen, evading the long arm of the law has been a cinematic theme. From the General Lee outrunning Boss Hogg, to Smokey being outwitted by Burt Reynolds' mustache, the public imagination has always associated fast cars with police pursuit. While the majority of motorists would never dream of trying to outrun the long arm of the law, soon, they won't have to. It'll be resting on their shoulder. Consider OnStar...

The Insider’s Guide to Speed Enforcement Pt. 2: Radar Detectors

Casey W. Raskob — Thu, 31 Jan 2008 11:47:29 +0000

On January 2, 1974, President Richard M. Nixon signed the Emergency Highway Energy Conservation Act. A provision of the Act imposed a new, national, 55 mph maximum speed limit. Overnight, the United States had a massive speeding “problem.” Within weeks, the feds gave huge amounts of money to police forces around the country to purchase radar guns. The speeding ticket, always a reliable cash cow for local governments, became a cash herd.

The Insider’s Guide to Speed Enforcement Pt. 1: A Gunslinger is Born

Casey W. Raskob — Thu, 24 Jan 2008 16:52:13 +0000

Is there anything the average motorist hates more than police radar? While some citizens see radar “guns” and those who wield them as a necessary evil-- police surveillance that saves lives-- most drivers view the technology as a “sin tax,” an ineffective safety device, a waste of police resources, an invasion of privacy and/or a major violation of the Constitutional prohibition against “indiscriminate search.” While the battle for and against police radar (and now laser) rages on, TTAC has invited me to discuss the technology and your legal rights. We begin with some deep background.

The Truth About Adaptive Transmissions

Michael Martineck — Thu, 27 Dec 2007 12:26:55 +0000

It’s been 20 years since automakers filed the first patents for adaptive automatic transmissions. These “intelligent” cog swappers promised all the bespoke speed and efficiency of an English butler. And yet, time and time again, I get into a new vehicle, put my foot down and find myself saying “You just can’t get good help anymore.” The Subaru Legacy, Mercedes C350, Honda Accord and Dodge Grand Caravan all came equipped with gearboxes displaying advanced signs of mechanical ADD. Are these devices slow learners or just too damn smart for your own good?

The Truth About Automotive Electronics Pt. 3: The Ugly

Eric Stepans — Fri, 14 Dec 2007 15:12:02 +0000

Automakers are justifiably proud of the fast, safe, clean and comfortable products they’ve unleashed upon the automotive market. But today’s carmakers have entered into a Faustian bargain with the electronic systems that make these four-wheeled wonders possible, and it’s busy biting them and their customers in their collective keister. Never mind the inherent safety hazards of protecting drivers from their own stupidity. The heavy reliance on technology has fundamentally altered the ownership experience, particularly when these techno-wondercars are repaired and resold.

The Truth About Automotive Electronics Pt 2: The Bad

Eric Stepans — Wed, 12 Dec 2007 15:49:27 +0000

Retired Israeli Air Force ace Giora Epstein flew Mirage, Nesher and F-16 fighter aircraft during his career. When asked by the History Channel which aircraft he preferred, he replied “In the Mirage and the Nesher, the pilot flies the aircraft. In the F-16, the computer flies the aircraft and the pilot is just another input to the computer.” Modern automotive electronics have transferred Epstein’s complaint to millions of cars. We may purchase and maintain our vehicles, but we no longer truly drive them. Increasingly, we’re mere inputs for the computers that do.

The Truth About Automotive Electronics Pt 1: The Good

Eric Stepans — Tue, 11 Dec 2007 11:02:25 +0000

It’s doubtful that the AC-Delco engineers who devised the first electronic ignition system in 1961 envisioned the automotive revolution to follow. By then automobiles’ basic technological framework was well-established (piston engines, welded steel bodies, pneumatic tires, hydraulic brakes, etc.). Electronic ignition probably seemed like just another incremental improvement. Instead, electronics enabled quantum leaps in automotive performance, safety, comfort, efficiency and environmental impact. No other technology has been nearly so transformational.

A Modest Proposal for the Ultimate Alt. Fuel Automobile

Andrew Hellard — Fri, 26 Oct 2007 17:23:03 +0000

I learned to drive in a 1985 Volvo 240. The Nordic boxcar's 2.3-liter four-cylinder engine deployed one hundred and fourteen horsepower against three thousand pounds of Swedish steel. For reasons best left to Roswell conspiracy theorists, the feds recently re-calculated the 240’s mpg: 19/26 (coincidentally the age of the average 240 driver). That’s not bad for rust, but let’s face it: a used 240 is hardly a Prius driver’s second choice. Even so, the humble Volvo recently inspired an automotive epiphany that could lead to The Mother of All Environmentally Friendly Automobiles.

The Truth About GM’s Hybrids

Paul Niedermeyer — Tue, 02 Oct 2007 18:02:04 +0000

GM’s decline began fifty years ago, when the domestic automaker failed to repel import sales with competitive products. GM’s rear-engined air-cooled Corvair provided the template: technically advanced, but too expensive to provide profit. A string of over-ambitious and ultimately doomed imports fighters followed: aluminum-engined Vega, the Wankel, X-Body FWD, Olds Diesel V8, Cadillac V8-6-4 and EV-1. Now, when it can least afford a costly mistake, GM is launching a blitz of four different hybrid systems in a desperate attempt to counter Toyota’s successful Hybrid Synergy Drive (HSD). Is GM’s Volt the Corvair reincarnated?

The Truth About Diesels

Paul Niedermeyer — Mon, 02 Jul 2007 16:01:12 +0000

No wonder the Germans are so gung-ho on sending their diesels across the pond. Europe’s two-decade long diesel-keg party has been crashed by a new generation of super-efficient, clean and cheaper gasoline engines. A royal diesel-overproduction hang-over is inevitable. The Germans’ morning-after solution: send the stinky leftovers to enthusiastic Yanks waiting with open arms, who’ve conveniently forgotten their killer hangover from the last US diesel orgy.

Who killed the Tesla Roadster?

Paul Niedermeyer — Thu, 14 Jun 2007 16:21:57 +0000

The recent surge in the price of gas has turned this middle-aged man’s mind to thoughts of electric cars. And then I take a walk down the block and get cold feet. Down the street, there’s a driveway with four cars parked end-to-end. The three closest to the garage are electric car conversions, long-abandoned relics from the first two energy crises. The fourth car, closest to the street, is a Camry. Did the owner finally come to his senses? Or is he just waiting for his Tesla?

The Toyota Prius Pays Off; What Happens Next?

Paul Niedermeyer — Sun, 10 Jun 2007 11:23:44 +0000

In 1993, Toyota began developing a radical gas-electric hybrid vehicle called the Prius. With gasoline at historic lows, internal company documents gave the concept a five percent chance of commercial success. In May 2007, the Prius was America's sixth best selling passenger car, with 24k units. Toyota also just passed the one-million-hybrids-sold milestone. Toyota deserves a raspberry for the worst internal forecasting ever, and an award for one of the most successful new-car launches in automotive history.

Peek Oil?

Paul Niedermeyer — Sat, 13 Jan 2007 12:52:59 +0000

It’s easier to convince an Evangelical that Christ was a grifter than to persuade pistonheads to give up their regular oil change. Yea, verily, the maniacal motorists believe in the healing power of regular visits to the Church of St. Pennzoil. And they certainly have the Gospel of Jiffy Lube on their sides: Thou shalt change thy oil every 3k miles or your engine will blow up in an explosion of fire and brimstone. Well I hereby give pistonheads permission to skip their next regularly scheduled motor oil change. And the one after that one. In fact, if you’re not planning to keep your car for all eternity, consider forgetting oil changes altogether.

The One Percent Solution

Michael Martineck — Tue, 12 Dec 2006 10:57:11 +0000

Amory Lovins makes his living studying energy use and efficiency. According to the physicist and cofounder of the Rocky Mountain Institute environmental think tank, the modern automobile uses just one percent of its energy to move its occupant hither and yon. The number is shockingly small, and it may point to big changes for future cars.

The Big Two Point Five: Crossing Over

Andrew Dederer — Mon, 23 Oct 2006 13:32:13 +0000

As the launch of Ford’s new Edge illustrates, the Big Two Point Five’s next “great white-walled hope” is something called the “cross-over.” It’s not a traditional SUV and it’s not a road-hugging car. It could be a station wagon on stilts with [optional] four-wheel drive and maybe even a hybrid powerplant, but it’s definitely not for towing [much] or plugging [deep] mud or surmounting [any] boulders. From the waves of hype you’d think this less-than-genetically gifted half-breed was a revolutionary development. Actually, it’s a vehicle design from the second half of the last century.

DIY RIP?

Stephan Wilkinson — Tue, 22 Aug 2006 13:02:55 +0000

Driving talent is as rare as the ability to play a sitar. Driver training is a joke. Driver testing is the punch line. In fact, there’s only one thing keeping the highway fatality rate from ascending epidemically: the car. Electronic braking aids, traction control, stability control, handling improvements, crumple zones, airbags, seatbelt systems, stadium-bright lighting, pavement shredding brakes, tires so good they make ‘70’s rubber look like wagon wheels— these are our saviors. And it’s time to take the next step: automation.

Cogito Ergo Nomics

Josh Brannon — Mon, 21 Aug 2006 12:40:24 +0000

How easy is your car to use? I'm not talking about acceleration, steering or cornering. I'm talking about the mental effort required to successfully interact with your car’s secondary features, such as in-car entertainment or the trip computer. While controls like steering (the brilliant simplicity of a wheel), throttle (foot pedal farthest to the right) and braking (second-to-right pedal) are standardized for most vehicles certified for use on a public road, the majority of other controls are confusing enough to plunge an automotive reviewer (or a Hertz Platinum Club member) into RTFM rage.

Killer ABS

Frank Williams — Mon, 14 Aug 2006 16:55:17 +0000

The National Highway Traffic Safety Administration (NHTSA) has a mission: “Save lives, prevent injuries, reduce vehicle-related crashes.” NHTSA also commits itself to “providing the most accurate and complete information available to its customers, the American traveling public.” While NHTSA’s progress towards its stated goals is (and always will be) a matter of debate, the agency has failed us. They’ve failed to tell the truth about ABS.

Worth the Weight?

Frank Williams — Thu, 10 Aug 2006 13:01:05 +0000

Obesity is rampant in America. Between the Center for Disease Control’s dire reports, documentaries like “Honey We’re Killing the Kids” and endless infomercials for every diet and exercise program imaginable, it’s obvious we’re becoming a nation of Fat Bastards and Sherman Klumps. Now the Environmental Protection Agency is sounding the alarm about our cars. The EPA recently announced that America’s vehicle fleet is the heaviest it’s been since Ford touted the Pinto’s “road hugging weight” as a safety feature. Our cars and trucks, like their drivers, are piling on the pounds.

Amphicar

Stephan Wilkinson — Wed, 02 Aug 2006 18:25:43 +0000

A recent TTAC post asked for nominations for the car most likely to get you “a date” (as mywife puts it). Our well-informed readers made all the obvious suggestions: studly Italian V12’s, check-out-my-package Teutons, midlife-crisis American roadsters, horny-royal Astons and phallic-as-you-wanna-be XKE’s. Yet nobody mentioned the absolute sure thing getluckymobile: the Amphicar. Yes, we’re talking about that 1960’s-era wackiness that answered the question nobody asked: “Wouldn’t it be cool to have a car that floats?” Schwing!

PHEV’s Rule!

Stephan Wilkinson — Wed, 26 Jul 2006 11:50:00 +0000

When the Toyota Prius first came out, I drove one around West Virginia. When I pulled into a gas station, the owner sauntered out, all curious-like. “What’s that?” he demanded. “I never seen one of them before.” It’s a hybrid, I explained. You can run it on either the electric motor or the gas engine, or both of them together. “They ought to have a switch,” he said. “So you can run it only on electricity.” So much for my Harvard degree. The guy was way ahead of me.

V8’s Rule!

Bob Elton — Tue, 25 Jul 2006 21:27:51 +0000

All cars should have a V8. For one thing, the modern eight cylinder engine is inherently balanced; it has completely overlapping power impulses. In other words, one cylinder fires before the previous cylinder has finished contributing, creating a much smoother power delivery with fewer impulses. That’s why a V8 can use the same drivetrain components as a much smaller four cylinder engine with half the displacement. There is no need for secondary balance shafts, and no unpleasant vibrations to annoy the passengers and reduce the life of the exhaust system and other accessories. It’s the smoothest engine configuration money can buy.

Three Pedal Fugue in A Major

C Douglas Weir — Fri, 07 Jul 2006 18:48:03 +0000

There has been a little throw-down among the TTAC writers of late regarding the benefits of the DSG paddle shift transmission vis-à-vis the gold-standard fully synchronized five, and six-speed marvels of metallurgy, casting and machining. I have to conclude that some folks just can’t master the manual shift manipulations to the point of self-satisfaction. Well, I can’t play guitar by ear, so I like those electronic effects that help cover up my musical shortcomings. But Chet Atkins and Van Halen like straight axes. So what’s up with all the happy talk about automatics?

Big Wheels Run Flat

Jay Shoemaker — Mon, 03 Jul 2006 11:59:43 +0000

As I’ve aged, I’ve begun to notice that certain carmakers are determined to enrich chiropractors and practitioners of restorative dentistry. When driving my Nissan 350Z, I found myself avoiding pockmarked roads for fear of ceiling-related spinal compression. Even on smooth roads, I couldn’t quaff carbonated beverages. Since then, I’ve created a checklist of cars my increasingly fragile skeletal system cannot abide. This includes the aforementioned Z, the Acura TL, pretty much any Infiniti or Porsche product, the S4 and S6 Audis and the Lexus SC430. There is a special sub-category— torture-- reserved for the vehicles made by BMW equipped with run-flat tires.

Dunlop: Art or Science?

Robert Farago — Fri, 16 Jun 2006 18:39:25 +0000

I'm always amazed at how easily automotive PR folk slip into jargon-laden sound bites. I guess when your work involves something that doesn't appear on civilian radar-- "my wife works with tires"-- rattling off cool stats and technical terms to a pistonhead journalist must be the default option. Still, I consider it my responsibility to try to get these technological flackmeisters to connect with their product, and us, on a more emotional level. Of course, that only works if they do. Dunlop's Janice Consolacion does.

Low Tech, No Tech

Stephan Wilkinson — Wed, 14 Jun 2006 15:27:37 +0000

One afternoon, while watching a radar-controlled German ubersedan drive itself, the fading sun struck my eyes. Surrounded by microprocessors, solenoids, relays, pumps, controllers, fans, sensors, circuit boards and endlessly coursing electrons, I did what every driver must do: I reached up for a vinyl-covered board and pivoted it down to cover a small patch of windshield through which I now could no longer see. Excuse me? The $105k four-door was crowded with technology, all of it entertaining, much of it only occasionally useful. Yet no one had thought to correct, improve, replace, redesign or reconceptualize a device as primitive as the Budweiser Clydesdales’ blinders. What’s that all about?

I, Salesman

Robert Farago — Mon, 05 Jun 2006 00:00:00 +0000

Imagine the world's best car salesman. He knows your name, buying history, automotive likes and dislikes. He knows your car: its age, condition and service history. He knows your budget and preferred finance method. He knows what car-related purchases you like: stereo upgrades, driving instruction, branded merchandise, etc. He knows when to approach you, and when to back off. He's friendly yet authoritative, completely informed about ALL automotive products and scrupulously honest. And best of all, he's a computer.

iPod Already

Jonny Lieberman — Mon, 27 Mar 2006 00:00:00 +0000

German filmmaking giant Werner Herzog speaks often about our culture suffering from a 'lack of adequate imagery.' This means that you walk into the dentist's office and there's that same damn picture of the Grand Canyon or a Moulin Rouge poster. Since Herzog now lives where I do, I'll take his theory a step further and proclaim that we are really suffering from a lack of adequate sound imagery. If I ever hear the Beatles again, I'll slit my throat. Gwen Stefani? Your throat. Thankfully, Steve Jobs solved this problem by developing the iPod.

Modern Love is Automatic

Bob Elton — Thu, 02 Mar 2006 00:00:00 +0000

Automotive pundits in these parts have lauded the new Audi DSG (Direct Shift Gearbox) as if it was the Second Coming of Dr. Ferry Porsche himself. In reality, the "dual clutch" design has long been discredited amongst most modern automobile engineers. Don't get me wrong. BorgWarner and The Volkswagen Group have created a truly impressive version of a 50-year-old concept. But the dual clutch transmission is still nothing more than a wonderful toy, a mechanically elaborate dead end.

Ford: Air Today, Innovation Tomorrow

Bob Elton — Sat, 17 Dec 2005 00:00:00 +0000

In Ford's latest ads, Mr. Bill touts The Blue Oval as a tireless automotive innovator. In reality, Ford has seldom, if ever, taken the technological lead. The Model T's accomplishments owe more to its production process than any mechanical advance. Later successes-- like the original Mustang and the first Explorers-- broke new ground in marketing and style, not engineering. And lest we forget, Ford still relies on relatively unsophisticated engines to propel its products, ceding both fuel efficiency and powertrain refinement to their competitors. Fortunately for Ford's new focus, the company is a real leader in at least one key engineering discipline...

Highlight and Delete

Bob Elton — Mon, 24 Oct 2005 00:00:00 +0000

If The Big Three are really serious about paring their production costs to the bone, it's time for them to take a good hard look at the basics. Some of the "standard" features on today's automobiles are either unnecessary or antiquated. While removing or re-engineering these items may sound like a trivial pursuit, American automakers simply can't to afford to ignore the potential savings. They should be ready, willing and able to click, drag, highlight and delete.

A New Kid in Town?

Bob Elton — Tue, 20 Sep 2005 00:00:00 +0000

In the last century, US car buyers have watched some three thousand automobile companies come and go. Today, Ford, GM and Daimler Chrysler represent the remaining fortunes of the US auto industry. But The Big Three needn't be The Only Three. With modern manufacturing and management tools, another US company could enter the fray. A partnership involving original equipment suppliers and an existing dealer network could be just the ticket to change the rules of a game that Detroit seems determined to lose. The prospective players…

Magna International Inc. supplies automakers with a wide range of OEM (Original Equipment Manufacture) parts. Founded by Frank Stronach, the worldwide conglomerate consists of seven groups: Cosma (chassis), Decoma (plastic body panels, exterior trim and fascias), Intior Automotive (cockpit modules, seats, doors, panels, locks and window systems), Magna Donnelly (mirrors, windows, door handles, automotive electronics), Magna Drivetrain, Magna Steyr (powertrains and general engineering) and Tesma (engines, transmissions and fuel components). Magna has considerable experience co-coordinating complete automobile production, from initial design to final assembly.

BMW’s Turbo Goes Back to the Future

Bob Elton — Tue, 03 May 2005 00:00:00 +0000

BMW recently surprised enthusiasts by announcing that they're adding a turbo-charged 3-Series to their line-up. For a company famous for its sweet-spinning, normally aspirated six-cylinder engines, a turbo-3 seems a quirky development-- to say the least. Twenty years ago, sure. Back then, [gasoline powered] turbocharged cars were THE answer, promising all the power of a big engine with the fuel economy of a small engine. Of course, it wasn't true then, and it's not true now.

Bill Gates and the self-driving car

Robert Farago — Sun, 01 May 2005 00:00:00 +0000

At Microsoft's recent "Global Automotive Summit", someone asked Bill Gates if he thought the auto industry should aim for cars that "wouldn't let themselves crash". To which Mr. Gates replied "absolutely". Bill was, of course, sandbagged. The media love to paint the world's wealthiest man as the world's most powerful control freak-- which, of course, he is. But the subtext is always there: Bill Gates is a fascist. In this case, the press got him to "admit" he wants his company to take control of your car.

CVT RIP?

Bob Elton — Thu, 17 Mar 2005 00:00:00 +0000

I can't figure out the appeal of the Continuously Variable Transmission (CVT). Currently featured in the new Ford 500 sedan, the transmission system consists of a pair of cones and a steel drive belt to transfer power. The CVT offers a continuous ratio change (similar to changing gear with a standard manual or automatic) by varying the diameter of the cones, without a step in ratios like a conventional automatic transmission. While conceptually simple, the actual hardware is tremendously complex and expensive. What's more, supporters' claim that the CVT increases economy and performance simply doesn't bear close scrutiny.

Low Marks for Hi Tech

Robert Farago — Thu, 13 Jan 2005 00:00:00 +0000

Our main man Daniel Howes of the Detroit News recently asked 'what the Hell happened to mass customization"? Mass customization means building a product to a customer's exact specifications, then delivering it before they get pissed off. As the choice of three trim levels seems to satisfy most sheep-- I mean people, I don't thing the Big Three's lack of a Dell-style manufacturing system is a major problem. But the wider point is well taken. When will the auto industry wake up and realize that it's the 21st century?

Shifting Expectations

Bob Elton — Wed, 08 Dec 2004 00:00:00 +0000

My recent editorial "Death to the Stick Shift" questioned the safety of-- and slavish affection for-- manual transmissions. The main premise of my article was simple: it takes a higher level of driver attention to operate a manual transmission than an automatic.

This point was proven by my many critics, who argued that driving a stick shift prevents drivers from engaging in dangerous multi-tasking. This erstwhile advantage simply reinforces the assertion that a manual demands greater concentration (however subconscious). By the same token, it's disingenuous to assert that an automatic transmission is inherently dangerous because it allows drivers to talk on their cell, eat, drink or otherwise distract themselves. Inattentive drivers are a hazard, no matter what kind of car they drive.

Tripedalists of the World Unite!

Chris Paukert — Thu, 02 Dec 2004 00:00:00 +0000

Here in the world's biggest automotive market, the automatic gearbox rules, with the vast majority of American electing to have their cars do the shifting for them. This, despite the fact that automatics are inherently less efficient than stick shift systems (an autobox's torque converter squanders resources unless in full lockup). What's more, the average slushbox falls apart sooner than a manual transmission, while often being a high-cost option in the first place. But even if you stray beyond the empirical realm, the truth of the matter is obvious: manual transmissions are the more pleasurable, safer choice.

Enthusiast drivers derive much of their satisfaction by changing gears of their own accord. Even the best adaptive automatics consistently fail to respond to the sporting driver's commands with suitably efficiency. (Hence the motivations behind most racers opting for manual gearchanges, even when the sanctioning bodies under which they compete fail to mandate them.) Technological advances like "fly-by-wire" throttles and GPS-based logic may eventually eliminate the autobox' temporal shortcomings, but until then, accomplished cog swappers know the tripedal dance remains most efficient and satisfying method for conducting business.

Death to The Stick Shift

Bob Elton — Tue, 23 Nov 2004 00:00:00 +0000

Check out the standard features on the latest automotive delicacy. Electronic engine controls? Check. Variable valve timing? Check. Throttle by wire? Anti-lock brakes? Speed-variable power steering? Electronic stability system? All-wheel drive? HID headlights? Air bags, front and side? Check, check and double check. Archaic system of transferring engine power to the wheels requiring the use of 2 feet, 3 pedals, both hands, visual, aural and fine motor coordination to operate the car? Yep, got that too.

Of course, the last feature is actually a traditional manual transmission and clutch. It seems that engineering progress has reached everywhere in the enthusiast's car except for the footwell. Today's manual clutch is the same antiquated system that's been around for the last 100 years, and it's a fundamentally unsafe way to control a car.

Scents and Sensibility

Robert Farago — Fri, 05 Nov 2004 00:00:00 +0000

At the end of my local car wash, the Peruvian supervisor offers customers a choice of air fresheners. The battered spray bottles are hand-labeled: watermelon, cherry, vanilla, pine, apple, strawberry, lemon, pina colada and new car smell. Needless to say, the scents are about as authentic as a velveteen Last Supper. The idea that someone would actually choose to submit their nostrils to such an egregious olfactory attack is a source of constant wonder. But hey, Ford still sells Thunderbirds, so I guess there's no accounting for taste.