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2017-09/3402/en_head.json.gz/17673 | 2015 Infiniti Q70 Launch Date – Price and Specification of Infiniti Q70 New Version
adminApril 18, 201410075 0 Comment
Infiniti Q70 made its debut in NewYork AutoShow 2014 for the expected 2015 Infiniti Q70 Launch Date which has grabbed a lot of attention in NY Auto Show running this week. 2014 version of Infiniti Q70 has already making success in the market and now it’s getting refreshed look for 2015 version. It is estimated that Infiniti is about to set 2015 Infiniti Q70 Launch Date in early of 2015, and Q70 is about to launch in 1st quarter of 2015 and we will be see the long wheelbase version of Q70 at dealer places after the launch. The new Q70 will have a 5.9 inch longer wheelbase which is quite attractive and will be as roomy as a full-size luxury sedan.
For the US market, perhaps Q70 is the only vehicle in it’s segment who offers both short wheel-base and long wheel-base option. Audi and BMW also offers this option but it is for the China market and not for the US market, and hence Infiniti is making a unique proposition to the US market. Along with this, there are too many designing tweaks has been approached by Infiniti for the 2015 version of Q70. The front look of Q70 gets a new grill and LED headlamps, while at the back Infiniti has tried different taillights, a slimmed bumper, the flattened trunk lid, and some added chrome. This has helped a lot in enhancing the look and feel of Q70 and has not only made some changes, but added some value in the look of Q70.
The 2015 Infiniti Q70 will have 3.7-liter V6 or there will be option of the 5.6-liter V8 engines. Both the variants will have a seven-speed automatic with optional all-wheel drive and solid magnesium pedal shifters. The V6 version of engine will give power of 330 HP at 7,000 rpm and torque of 270 lb/ft of at 5,200 rpm. 2015 Infiniti Q70 with V8 engine will be capable of generating power of 420 HP and torque of 417 lb/ft. There will also be option for those who are looking for the fuel-economy. 2015 Q70 will have a option of Hybrid engine option available to satisfy the need of those segment who are looking for Fuel efficient vehicles.
Along with this engine Specifications and features, the Q70 will also be enhanced when it’s about the safety and security. Q70 will have lane departure warning and prevention, active cruise control and blind spot intervention. Along with all these safety features which is also available in all cars in the segment, the 2015 Q70 will also have a collision warning, backup collision intervention, 360-degree view moving object detection and forward emergency braking. Q70 with longer wheelbase will have 32.4 inches of a knee room.
Also, to have a classy feel, the car maker has worked a lot on the Noise cancellation side and added a noise insulation material and also an active noise cancellation facility is made available for the car. When it’s about the pricing, there is no confirm news available form the Infiniti about the pricing for 2015 Q70, but it is estimated in the market that it will be available at the same price range of 2014. It is estimated that 2015 Infiniti Q70 will be priced at around US$ 52,000 and above depending upon the variant of the car. Anyhow, before arriving at any conclusion about the pricing, we have to wait a bit more till Infiniti makes any official announcement. Till than keep reading.
1 vote, 5.00 avg. rating (96% score)
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2017-09/3402/en_head.json.gz/19313 | GM Gives A Woman The Keys To Drive Its Future By Marilyn Geewax
Dec 10, 2013 TweetShareGoogle+Email Mary Barra speaks at the North American International Auto Show in Detroit earlier this year. General Motors has picked her to lead the company.
Originally published on December 10, 2013 5:29 pm She's not the first woman to head a global corporation. Ginni Rometty runs IBM, and Indra Nooyi heads PepsiCo. Don't forget Ursula Burns at Xerox and Meg Whitman at Hewlett-Packard. There's Marissa Mayer at Yahoo. Still, when Mary Barra emerged on Tuesday as the new chief executive of General Motors, the announcement felt historic. Next month, the 51-year-old daughter of a GM factory worker will succeed retiring Dan Akerson as leader of the biggest U.S. automaker. The automotive sphere has been seen as a guy thing since the first oil-splattered cars started rolling down dirt roads in the late 1800s. Even now in Saudi Arabia, women risk violence or arrest just for sitting behind the wheel of a car. But in Detroit, Barra leapt ahead of men such as Mark Reuss, president of GM North America; Dan Ammann, chief financial officer; and Steve Girsky, vice chairman. "It is remarkable because the auto industry has always been such a male-dominated industry," says Jerry Jasinowski, an economist and past president of the National Association of Manufacturers. Just 1 in 5 workers in the auto industry is a woman, and a mere 4 percent of CEOs at all major U.S. companies are female. So Barra's promotion is a big deal. On the other hand, auto analysts say her elevation should not come as a surprise to anyone at GM because her career path has been so steady. "She's been there 30 years. She has earned her stripes," says Stephanie Brinley, an analyst for IHS Automotive, a forecasting firm. "She is well-respected, and I don't see her having a problem. I think she will be accepted because of credibility — she has it. " It helps too that her late father was a GM die maker in Pontiac for nearly four decades. Barra got her bachelor's degree in electrical engineering at the General Motors Institute at Kettering University in Flint, Mich. She met her husband, Tony Barra, when they attended GMI. Her first job was at the plant where her father worked. GM gave her a scholarship to get an MBA at Stanford. Being part of the GM family for so long "is part and parcel of who she is," Brinley says. "Everyone understands that she knows how to build things." In various roles at GM, she has worked on cutting costs, streamlining management, working with suppliers and figuring out what designs will be popular. She understands that "you need to listen to your customers," Brinley says. Since early 2011, Barra has led GM's vehicle-development operations. During that time, GM's Chevrolet Impala became the first U.S. sedan in at least two decades to be chosen by Consumer Reports as the best on the market. And Motor Trend picked the Cadillac CTS as car of the year. Jasinowski says Barra not only has a knack for knowing what consumers want, but she may have fresher ideas about how to sell vehicles to all customers, not just men. When it comes to TV commercials, "there has been excessive reliance on sports to carry the auto message forward," he says. "A lot of women love sports ... but the industry has gone overboard with the football stuff." Anne Doyle, a former Ford executive and author of Powering Up! How America's Women Achievers Become Leaders, says the auto industry as a whole has been too dominated by men who think alike. But that conformity changed at GM when the company accepted a multibillion-dollar bailout from taxpayers five years ago. "There's nothing like a crisis to force people to either retrench — or to take risks and do things differently," she says. After going through a bankruptcy and bailout, GM emerged with new directors. "They completely reorganized," Doyle says. "They changed the culture there." Those changes helped "crack the steel ceiling," allowing a woman to rise, she says. Having a CEO who is also a mother of two might help GM attract talented women to work at the company, she adds. "This will give GM a competitive edge," Doyle says. NPR's Sonari Glinton contributed to this report.Copyright 2013 NPR. To see more, visit http://www.npr.org/. TweetShareGoogle+EmailView the discussion thread. © 2017 WMRA | 汽车 |
2017-09/3402/en_head.json.gz/19922 | Tesla, other electric vehicles poised to enter… Share this:Click to share on Facebook (Opens in new window)Click to share on Twitter (Opens in new window)Click to email this to a friend (Opens in new window)Click to print (Opens in new window) Trending: When are the Academy Awards? Sunday solar eclipse Ali’s son detained Trump tape released Landslide closes dorms Trump’s 21st-century mindset Business
Tesla, other electric vehicles poised to enter the mainstream Share this:Click to share on Facebook (Opens in new window)Click to share on Twitter (Opens in new window)Click to email this to a friend (Opens in new window)Click to print (Opens in new window)
By Dana Hull, Bloomberg News | Mercury News, Bay Area News Group PUBLISHED: April 3, 2011 at 2:40 am | UPDATED: August 13, 2016 at 4:23 pm
After decades of sputtering starts and stalled hopes, the electric vehicle is poised to enter the mainstream.
Tesla Roadsters, Nissan Leafs and Chevy Volts are already on the market, and every major automaker has at least one electric model in the pipeline, giving consumers an array of choices in the coming years. The new wave of EVs just beginning to hit American highways is not the first — they were popular a century ago until cheaper, gasoline-powered cars gained dominance after World War I. But experts say the stars now appear to be aligned for an alternative to the internal combustion engine.
“This time it feels real,” said Roland Hwang, director of the Natural Resources Defense Council’s transportation programs. “Automakers are serious. There’s oil price shocks. The long-term trends are very positive. There will be potholes in the road as this rolls out, but there aren’t any showstoppers.”
Advocates argue that EVs are not simply another type of car but a game-changer for the country. They say that widespread adoption of electric vehicles will help cut the greenhouse gas emissions that contribute to global warming and enhance national security by reducing the country’s dependence on foreign oil.
The transition to EVs won’t happen overnight, however. Current models have a limited range and are more expensive than most comparable gas-powered cars, making them unappealing to many drivers. But EV prices are expected to decline as high-volume production pushes manufacturing costs down. And Silicon Valley startups are racing to improve battery technology, which should allow the cars to go farther between charges. When that happens, manufacturers and enthusiasts hope electric cars will become a viable option for millions of Americans.
Overcoming challenges
Tech-savvy early adopters such as Felix Kramer and Rochelle Lefkowitz, of Redwood City, are already sold. The couple outfitted their Toyota Prius, which operates on electricity as well as gas, with a larger battery pack in 2006. In December, they bought one of the nation’s first Chevy Volts, which runs on electricity for about 40 miles before its gas engine kicks in. In January, they added an all-electric Nissan Leaf to their household fleet — making them the only family in the nation known to own three plug-in vehicles.
“I drove the Volt to get a haircut the other day, and people on the road were waving at me and giving me the thumbs-up,” said Lefkowitz, who has grown used to strangers stopping her to talk about cars.
For EVs to enter the mainstream, the auto industry has to reach beyond enthusiasts like Kramer and Lefkowitz and appeal to a mass audience. The potential market is huge: Last year, Americans bought 11.6 million new cars and light trucks, and some analysts project sales of 16.3 million in 2015. If EVs can capture even a modest slice of that market, experts say, they could reduce America’s dependence on foreign oil.
Sales of EVs are expected to be modest for the next few years because of their limited range, relatively high cost and a shortage of charging stations. There are currently about 120 public electric vehicle chargers in the Bay Area, with more than 2,000 more planned in the next five years under a state program. But despite such challenges, many in the industry point to encouraging signs.
‘Demand is out there’
When General Motors first launched the Volt, plans called for 10,000 to be built by the end of 2011 and 45,000 by the end of 2012. But GM is accelerating production, in part because some companies are turning to the vehicles to power their corporate fleets. General Electric has already ordered 12,000 Volts.
“It appears we’ve underestimated,” said Tony Posawatz, the GM executive in charge of the Volt, adding that GM plans to make at least 15,000 Volts this year. “It’s still early in the launch, but we’re getting more and more feedback that the demand is out there. It’s very much like using a smartphone — once people have the experience of driving electrically, they don’t want to go back.”
The Obama administration wants to see 1 million EVs on the road by 2015 and has proposed replacing the existing $7,500 tax credit with a $7,500 rebate at the time of sale to spur demand. Some analysts worry that goal will be hard to reach, even with robust government incentives. Mike Omotoso of JD Power and Associates thinks no more than 700,000 to 750,000 plug-in and pure EVs could be on American roads by 2015.
“The cost of the vehicles is too high, and gasoline-engine powered cars are getting more fuel-efficient all the time,” he said. “Almost all new compact cars are getting 40 miles per gallon on the highway now, so why pay twice the money for an electric car that only has a 100-mile range?”
But rising oil prices could change that calculation.
“In early 2008, when gas went above $4 a gallon, all hell broke loose,” said Alan Baum, a Michigan-based auto industry analyst. “Larger cars went out of fashion, and people started buying smaller cars and hybrids. If the price of gas goes up and stays up, that will increase consumer interest in EVs, plug-ins and hybrids.”
Educating consumers
Still, the EV industry faces significant obstacles, not the least of which are the current limits of battery technology. The most expensive part of an electric car is its lithium-ion battery — both because of the cells themselves and the sophisticated control systems needed to regulate temperatures around them.
“Batteries are heavy and bulky, and right now to extend range you just add more batteries,” said Sunil M. Chhaya, an electric drive expert at EPRI, the Electric Power Research Institute, in Palo Alto. “They take up a lot of space inside the car, and everyone wants to reduce the size.”
Doing that will require improvements in “energy density,” which refers to the acceleration and range the batteries can provide. Toward that end, the Obama administration has given $2.4 billion in federal stimulus dollars to 48 advanced battery and electric-drive projects. Battery startups such as Envia Systems in Hayward and Amprius in Mountain View are attracting venture capital, and companies such as Coulomb Technologies of Campbell, which makes networked charging stations, are growing rapidly.
Another hurdle for electric cars is lack of public awareness. Many Americans still know very little about them, or have concerns about cost, range, safety and charging requirements.
In a recent survey of 1,716 American drivers conducted by IBM, about 40 percent said they had heard only “a little bit” about electric cars. One in five said they would be likely or very likely to consider an EV for their next auto purchase. But half of all respondents said they would not be willing to pay more for an electric car than a gas-powered one, and nearly a third said they would not be willing to invest in a home charging station.
“We saw a big education gap,” said Kal Gyimesi, head of automotive research for IBM. “The more knowledge people had about EVs, the more viable an option it became. The EV industry has to continue to educate consumers about why this is a viable product.”
And at the moment, there’s one other obstacle: you can’t just go to a dealership and buy an electric car straight off the showroom floor. In most cases, consumers must order the car months in advance of delivery.
Bay Area to drive sales
The first big push for electric vehicles came more than a century ago. In the 1890s, electric taxis were common on the streets of New York City. When President William McKinley was shot in 1901, he was driven to the hospital in Buffalo, N.Y., in an electric ambulance. Henry Ford purchased an electric vehicle for his wife, Clara, and also worked with Thomas Edison on an electric vehicle model. Sales of plug-in vehicles peaked in 1912, when 6,000 were sold.
In the late 1990s, GM briefly produced the EV1, but consumers could not buy the car outright — they had to lease it. GM canceled the EV1 in 2003, inspiring the 2006 documentary film “Who Killed the Electric Car?” (Filmmaker Chris Paine’s sequel, called “Revenge of the Electric Car,” is having its world premiere in New York on April 22 — Earth Day.)
In addition to the Roadster, Leaf and Volt, a wave of EVs is expected to launch in California later this year, including the Coda Sedan, Ford Focus Electric and Mitsubishi “i.” Tesla’s Model S — one version promises a range of 300 miles — and Honda’s Fit EV are scheduled to hit the market in 2012. Audi, Daimler and Volkswagen are also developing electric vehicles — there’s even buzz about a possible all-electric Volkswagen bus.
Pacific Gas & Electric has analyzed hybrid vehicle registration data and says the Bay Area will be “ground zero” for EVs, particularly in the Peninsula, East Bay and Marin County. It expects anywhere from 219,000 to 845,000 electric vehicles to be on the roads within its vast Northern California territory by 2020.
Kramer and Lefkowitz, with their three plug-in cars, are among those leading the charge. Kramer is the founder of CalCars, a small nonprofit organization that promotes plug-in hybrid electric vehicles (PHEVs) as the key to reducing America’s dependence on foreign oil.
“We have to stop using fossil fuels as quickly as possible,” Kramer said. “If more people understood the urgency — both of saving the planet and in terms of energy security — we could get there even faster.”
Contact Dana Hull at 408-920-2706. Follow her at Twitter.com/danahull.
Tags: AutosElectric Cars Dana Hull, Bloomberg News
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2017-09/3402/en_head.json.gz/20050 | House passes mandatory fuel surcharge.
Easing the burden?
House passes mandatory fuel surchare.
The U.S. House of Representatives has passed a mandatory truckload fuel surcharge as part of the major highway bill (H.R. 3) working its way through Congress. The provision was included in an amendment offered by House Transportation Committee leaders that was described in the Congressional Record as making “a number of adjustments and technical changes.”
The House previously passed a mandatory surcharge, but only as Congress was about to adjourn and when there was virtually no hope of final passage. This time, however, the provision is part of legislation that eventually will be signed into law by President Bush.
There is no guarantee that the truckload fuel surcharge will make it into the final version of the highway bill, however. If the Senate does not adopt the measure in its version, the surcharge will be subject to negotiation among House and Senate legislators who must agree on a single version of the highway bill.
The Owner-Operator Independent Drivers Association has pushed for a federally mandated fuel surcharge for years, said Todd Spencer, OOIDA vice president. He noted that OOIDA was formed more than 30 years ago in response to rising fuel prices that put economic stress on independent truckers.
“Between 2000 and 2001, a quarter of a million trucks were repossessed, and this was directly attributable to their owners’ inability to cover the cost of fuel,” Spencer said.
As passed by the House March 10, the surcharge would be mandatory in “any contract or agreement, providing for truckload transportation or service involving a motor carrier, broker, or freight forwarder subject to jurisdiction under chapter 135 of this title that regularly provides such transportation or service.”
The legislation requires that any carrier, broker or freight forwarder using fuel it didn’t pay for – when an owner-operator provides actual transportation, for example – pass along the fuel surcharge to the person responsible for paying for fuel.
The surcharge at a minimum would be the amount of the “increased cost of fuel,” which is determined by subtracting a “benchmark price” from the current diesel fuel price and multiplying the difference by the number of gallons of diesel fuel used in the transportation.
The initial benchmark price would be $1.10, and it would be subject to an annual adjustment based on the percentage change in the previous calendar year’s Annual Truckload Producer Price Index.
The legislation assumes that one gallon of diesel is used for every 5 miles of transportation, and the mileage is to be determined by using the Defense Table of Official Distances issued by the Defense Department’s Surface Deployment and Distribution Command.
Under the legislation, the surcharge, which must be itemized on invoices, would apply during any period in which the current diesel price surpasses the benchmark price by 5 cents per gallon. It would expire once the current diesel fuel price equals or is less than the benchmark price.
The mandatory surcharge would not apply to any contract or agreement that provides for a surcharge or fuel cost adjustment as of the date of enactment. Also, although the surcharge must be at least equal to a cents-per-gallon fuel surcharge, it may be expressed on a mileage basis, as a percentage of the freight charge or in another manner.
–Avery Vise
Freightliner Names New CEO
Freightliner has named Chris Patterson as its new president and chief operating officer. The truck maker’s senior vice president for service and parts for the past three years, Patterson, 50, was slated to replace Rainer Schmueckle, who was promoted to chief operating officer of the Mercedes Car Group effective April 15, DaimlerChrysler announced on April 2.
Based in Portland, Ore., Freightliner is a DaimlerChrysler subsidiary, as is Mercedes.
Patterson officially will assume Schmueckle’s title as head of Business Unit Trucks NAFTA, which includes all DaimlerChrysler’s heavy-truck holdings in North America – Freightliner, Sterling and Western Star – as well as Thomas Built Buses.
Schmueckle, 45, the company’s one-time chief financial officer, took over as Freightliner’s president and CEO in May 2001 during a severe market turndown and helped lead the truck maker back to profitability through his restructuring plan.
–Randy Grider
Truckers News Wins Neal Award for Idling Story
Truckers News editors received a Jesse H. Neal National Business Journalism Award for the May 2004 cover story, “The Big Turnoff.” The honor for Best Single Article within the magazine’s category was presented at a ceremony in March at the Waldorf Astoria in New York City.
The article, which examined the push for stricter anti-idling laws and the effects on truck drivers, was written by Senior Editor Sean Kelley. It was edited by Randy Grider, John Latta and Kristin Walters and designed by Richard Street.
Last year, Truckers News was one of three finalists for its special report, “Highway Robbery,” which covered the problem of cargo theft and provided strategies to help readers avoid being a victim of this multi-million dollar crime.
“The Jesse H. Neal Award is considered the top editorial honor in business journalism,” said Robert Lake, vice president and group publisher of Randall Publishing’s Truck Stop Division. “This prestigious award shows not only the talent of our editors, but also their dedication to Truckers News readers and the real-world issues that affect them.”
This year, Truckers News’ sister publication, Overdrive, was one of three finalists in its class for Best How-to Article. The entry was its August 2004 cover story, “Self-Help Toolbox.”
Both magazines competed against business publications that have $3 million to $7 million in annual revenue. Almost 1,200 entries were submitted from all industries.
“These honors show that our magazines continue to lead the trucking industry,” said Linda Longton, vice president of editorial for Randall Publishing Co., which publishes Truckers News and Overdrive. “Our editors are experts in their field with extensive journalism experience who consistently deliver useful, well-researched information to our readers.”
Studies Disagree on Hours Rule Impact
A recent study released by an insurance trade group says the new hours-of-service rule has resulted in truckers driving more and being slightly more fatigued than under the old rule.
However, a new report from the American Trucking Associations shows that the Insurance Institute for Highway Safety study is “bogus, as usual,” said ATA spokesman Mike Russell.
While the drivers responding to the IIHS study said their sleep time had increased under the new rule, they reported slightly more instances than when the old rule was in effect of driving drowsy or falling asleep at the wheel. When drivers were asked about dozing at the wheel at least once in the past month, the reported percentage increased from 13 percent in 2003 to 15 percent in 2004.
“The new rule was supposed to improve safety, but our survey shows the opposite,” says Anne McCartt, IIHS vice president for research. “Truckers are using the restart provision to squeeze even more driving hours into the week.”
A work week restart provision of the current rule, requiring 34 hours off, increases allowable driving hours in a seven-day period from 60 to 77. The rule lengthens the mandatory rest period by two hours but lets drivers stay on the road an extra hour every day.
A quarter of drivers who were surveyed by IIHS said they drive more than the new daily limit of 11 hours. Eight of 10 drivers said they’re taking advantage of the restart provision that allows them to drive 25 percent more in a week.
The ATA study, based on government accident records and data from 70 carriers operating under the new rule, was presented March 10 to the Federal Motor Carrier Safety Administration as comment on the possible revision of the hours rule. ATA asks that the rule receive no major changes.
Among ATA’s findings:
While total DOT recordable accidents and preventable DOT recordable accidents remained relatively consistent, there were decreases between 2003 and 2004 in total injuries and injuries related to DOT recordable accidents.
The 34-hour recovery and restart help to avoid the shifting of daytime to nighttime schedules, which can affect the circadian rhythm and decrease alertness.
By increasing the daily off-duty requirement to 10 continuous hours, the new rules greatly reduced the possibility of chronic sleep deprivation and the development of a sleep debt during a driver’s workweek.
With minor modifications to accommodate better use of sleeper berths and the promotion of naps, the rule should continue to prove highly useful in assuring the overall safety of the nation’s highways.
Enforcement of work hours has long been a problem because written log books are easily falsified, said IIHS. Its survey shows about a third of drivers say they at least occasionally omit work hours from their logs.
“Without electronic recorders the rule can’t be enforced effectively,” McCartt said.
Russell said FMCSA compliance data shows that only about 8 percent of drivers cheat on their logs.
–Max Heine
Peterbilt Introduces Model 386 Truck
Peterbilt Motor Company announced its 2006 line of Class 8 conventional trucks and tractors, including the new Model 386, at the recent Mid-America Trucking Show in Louisville, Ky.
The Model 386 is part of Peterbilt’s aero product line. Peterbilt General Manager Dan Sobic credited the success and popularity of the Model 387 as a major factor for the launch of the Model 386. “The Model 386 was developed to impact a customer’s bottom line through improved fuel economy, increased driver productivity, greater resale value and as a tool for attracting and retaining drivers,” Sobic said.
Peterbilt Chief Engineer Craig Brewster said the Model 386’s aerodynamic efficiency was improved by 10 percent over its predecessor. “This results in approximately three-tenths of a mile per gallon increase in fuel economy.”
Built on a separate chassis with optimized front axle placement, the 386 will have the same engine options as the 387.
Available in high or low roof configurations, the 386 can be configured as a day cab or with 48-inch, 63-inch and 70-inch sleeper options. Production of the Model 386 begins in July.
Peterbilt also spotlighted models 379, 385, 378 and 357 as part of its 2006 conventional lineup, which are all available with Bendix’s next-generation ABS-6 antilock braking system.
Peterbilt’s Model 379 will include a new Platinum Oval interior package option. The package includes a stainless grille with a punched oval pattern, polished aluminum grille bars, Donaldson air cleaners with a punched oval pattern on the intake screens and a stainless steel sunvisor.
House Bill Aims to Route Worst Hazmat Loads Away from Cities A U.S. House member has re-introduced a bill that would strengthen security requirements for shipments of the most hazardous materials.
U.S. Rep. Edward Markey, D-Mass., introduced the Extremely Hazardous Materials Transportation Security Act on March 17. U.S. Sen. Jon Corzine, D-N.J., will introduce a similar bill in the Senate, according to Markey’s website.
The legislation would require the Department of Homeland Security to route around densely populated areas any materials that are toxic by inhalation, highly flammable or highly explosive – if a safer route is available.
It also would:
Require emergency workers to be notified before toxic chemicals are transported through their region and require those workers to have response plans ready.
Require employee training for those who work with the shipments and whistleblower protections for those who report problems.
Make those who fail to comply subject to injunctions or civil penalties of up to $100,000.
If the bill passed, federal officials would be required to issue regulations for public comment within 180 days.
Markey introduced similar legislation in 2004.
–Jill Dunn
Trucker Convicted of Immigrant Smuggling
A jury convicted Tyrone Williams of smuggling illegal Mexican immigrants into Texas but decided he was not responsible for the deaths of 19 of them.
The March 23 verdict means the Schenectady, N.Y., trucker does not face the death penalty, though prosecutors said the temperature inside the trailer rose to 173 degrees and Williams did not stop when he heard the immigrants yelling. The abandoned trailer was found May 14, 2003, near a Victoria, Texas, truckstop, about 130 miles south of Williams’ Houston destination.
Williams’ lawyer said his client did not speak Spanish and so could not understand the immigrants’ cries for help.
U.S. District Judge Vanessa Gilmore said Williams would be sentenced later. Gilmore imposed a gag order on both prosecution and defense until all 13 defendants in the case are sentenced.
Though he does not face the death penalty, Williams likely will spend a long time in prison. He was found guilty on 38 counts of transporting illegal immigrants.
Williams, 34, is himself a legal Jamaican immigrant.
–Lance Orr
Reduced Speeds
Beginning in early summer, the Tennessee Department of Transportation will lower speed limits for commercial trucks to 55 mph in Memphis and the surrounding Shelby County, a change that affects 106 miles of interstate, including I-40, I-55 and I-240.
The speed limit for automobiles will be reduced simultaneously, to 65 mph on interstates and controlled access highways.
Safety Crackdown
A $2,500 maximum fine could await anyone speeding, tailgating or driving recklessly on an 11-mile high-crash section of I-95 in Virginia, along the Potomac just south of Washington. Virginia’s transportation department has designated I-95 from Route 619 near Quantico north to Route 123 near Occoquan a Highway Safety Corridor. From 2000 to 2002, crashes on that stretch killed nine people and injured 800.
New TCA Chairman
Dave Berry, vice president of Swift Transportation in Phoenix, was elected 2005-2006 chairman of the Truckload Carriers Association at its annual meeting in March. A TCA board member for almost a decade, he served as first vice chairman in 2004-2005 and chaired the North American Transportation Management Institute. Berry has worked in the trucking industry since 1973 and has been with Swift for the past 15 years.
N.Y. Truck ID
New York truckers who operate wholly in-state soon must display their business names and U.S. DOT numbers on both sides of their trucks. Effective July 5, the new rule initially applies only to trucks with a gross vehicle weight rating of 18,001 pounds or more. Beginning July 5, 2006, in-state truckers who own trucks with a rating of at least 10,001 pounds must also comply. For more information, call the department at (866) 881-2630, or visit this site.
New Petro
A new Petro Stopping Center has opened in Kingsland, Ga., off I-95 at Exit 3. The new facility will immediately sell fuel and merchandise. A branded fast food franchise and a six-bay Petro:Lube Truck Service Center is scheduled to be added in the near future.
Navistar Wins Army Contract
Navistar has won a multimillion-dollar U.S. Army contract to provide thousands of International trucks to the Afghan army. The first order in the three-year contract is $61.8 million for 374 vehicles, the company said. The contract calls for International Truck and Engine to supply up to 2,781 vehicles, 2,400 of them general transport trucks and the rest in specialized applications such as dump, water and hazmat. The entire contract, which includes two years’ worth of spare parts, could be worth $467 million, the company said.
CFI Equips Trucks with XM
Contract Frighters, Inc., will provide XM Satellite Radio free to its more than 2,500 drivers. CFI is factory-equipping its new trucks with XM Satellite Radio receivers. All CFI drivers will receive XM subscriptions, whether they drive a truck with an XM receiver or they own a plug-and-play XM radio for earlier-model vehicles.
New Love’s
Tifton, Ga., now has a Love’s Travel Stop #325. The new store is located on I-75 and Southwell Boulevard. This is the first of 15 new Travel Stops scheduled to open in 2005.
Taking Their Lumps
Trucking Footprints | 汽车 |
2017-09/3402/en_head.json.gz/20320 | Research Continuing into Solving Truck Parking Problem
April 23, 2013 SHARING TOOLS | Print Subscribe
Truckers looking for increasingly hard to find parking spaces may be getting some help from the American Transportation Research Institute and the U.S. Department of Transportation. ATRI is working with multiple partners to test a new system for truck parking management, acording to Dan Murray, ATRI’s vice president, in his keynote address at the Pegasus TransTech User Conference in Safety Harbor, Fla., last week.
When the system is widely deployed, a driver will be able to check on parking availability along an interstate corridor in real time using his own or a company-supplied wireless communication device.
One program, which is nearly operational, Murray said, was launched with the help of the Minnesota Department of Transportation and the University of Minnesota. It currently involves two public rest areas on I-94 in that state and will expand to private truck stops within a few months. With several Wisconsin rest stops coming online later this year, the hope, Murray said, is that the system will ultimately extend the length of I-94, which runs 1,585 miles from Detroit, Mich., to Billings, Mont.
“Of course, the trucking industry would like to see it go national,” Murray said.
Murray outlined the parking initiative as part of his update on ATRI’s 2013 research activities.
He told the group that ATRI is guided by its Research Advisory Committee, which defines what they believe to be the most important issues confronting the trucking industry.
“This is the first time in a while that the economy has not been the committee’s top issue,” Murray said.
The top concern now is CSA (Compliance, Safety, Accountability), the Federal Motor Carrier Safety Administration’s comprehensive safety reporting and evaluation program, followed by hours-of-service issues with the economy in third place followed by the driver shortage, Murray said.
While truck parking is not at the top of the list, it is a growing problem for drivers who are required by law to rest for certain periods of time. Yet states have been closing public rest areas to save money, he explained. Meanwhile, time in some rest areas is limited and enforced by police, who also ticket drivers pulled over on entrance and exit ramps when no other space is available to them.
The problem will only get worse, Murray said, as truck traffic increases, as it is currently projected to do.
The as yet unnamed parking system being tested begins with cameras mounted at parking areas that send pictures of parking slots to a central server. The computer can tell whether or not a parking space is occupied and keeps a running, real-time inventory.
Tags: U.S. DOT, ATRI, Truck Parking
Old Sayings Apply While Driving Through Bad Weather
[ April 25, 2013 @ 06:13AM ]
This has got to be absolutely the stupidest thing I've ever read.. I wonder how many Million tax payer dollars were wasted on this??? Correct me if I'm wrong, BUT you cannot use a wireless device in a CMV while moving!!!!! So what are you suppose to do???? Park somewhere to use your wireless device to look for a place to park???? And whats even funnier is the article before this one on the email from HDT is about a study on hands free texting is no safer than regular texting!!!!!! LMAO 2.
[ April 30, 2013 @ 10:00PM ]
Agree, John; however I came upon slow congested interstate traffic a few weeks ago moving about 35 mph, when I got to the problem....ABF driver holding cell phone in ear with left shoulder and a keyboard upon the steering when on which he was typing...... With the new screwed up HOS rules scheduled for June, all that extra down time and congestion its going to create we will need some way to find a place to park. | 汽车 |
2017-09/3402/en_head.json.gz/21498 | 2007 Ford Freestar Van
4dr Limited *Ltd Avail*
2007 Ford Freestar for Sale
Benefits of Driving a 2007 Ford Freestar Van
The Ford Freestar received a five-star Frontal Crash Test Rating from the NHTSA and a 'Good' rating from the Insurance Institute for Highway Safety for 2007. Also, Freestar's 4.2L V6 has the highest torque in its class and is the largest engine available in a minivan, making it a good choice for those who plan to tow. It also has one of the quietest interiors found on a minivan.
Ford will discontinue the Freestar after the 2007 model year, to be replaced in 2008 by a new vehicle called the Flex. For 2007, the smaller 3.9L engine formerly offered on some of the lineup is no longer available, and a new panic brake assist feature is available with AdvanceTrac. Six of the nine exterior colors available for 2007 are new.
Torquey engine for towing and hauling
tailgate seat
optional safety features.
The 2007 Ford Freestar goes into its last model year with a single powertrain choice--a 4.2L overhead-valve V6 making 201 horsepower and a class-leading 263 lb-ft of torque. It is paired with a four-speed automatic transmission recently redesigned for shorter, smoother shifts. | 汽车 |
2017-09/3402/en_head.json.gz/21669 | First-Ever 'Distracted Driving' Guidelines Issued by NHTSA
Tiffany Kaiser - February 17, 2012 9:55 AM
(Source: intomobile.com)
Automakers would have to rethink the kind of electronic devices and the number of these devices used within a vehicle
The first guidelines for reducing distracted driving were proposed by Transportation Secretary Ray LaHood yesterday, where automakers would be challenged to cut the number of in-vehicle entertainment and information electronics.
"Distracted driving is a dangerous and deadly habit on America's roadways -- that's why I've made it a priority to encourage people to stay focused behind the wheel," said LaHood. "These guidelines are a major step forward in identifying real solutions to tackle the issue of distracted driving for drivers of all ages."
The National Highway Traffic Safety Administration (NHTSA) issued the new guidelines, which are the very first of their kind. They aim to offer recommended criteria for the kind of electronic devices and the number of these devices used within a vehicle.
The proposed guidelines are currently in Phase l, which applies to light vehicles like cars, pickup trucks, minivans and SUVs. Phase l recommends guidelines that help automakers use electronics that are less likely to distract the driver with tasks that are not associated with the operation of the vehicle, and the use of electronics that won't require the driver's sight and touch for long periods of time.
The exact guidelines for Phase l include the following: reduce complexity and task length required by the device; limit individual off-road glances required for device operation to no more than two seconds in duration; limit device operation to one hand only; limit the amount of manual inputs required for device operation, and limit unnecessary visual information in the driver's field of view.
The Phase l guidelines also recommend that certain in-vehicle features be disabled to the driver, except when the car is in park: visual-manual text messaging; visual-manual social media browsing; visual-manual Internet browsing; visual-manual 10-digit phone dialing; visual-manual navigation system destination entry by address, and the display of more than 30 characters of text to the driver that is unrelated to driving the vehicle.
NHTSA is already looking ahead to Phase ll and Phase lll guidelines, which will take an in-depth look at electronics that are distractions in vehicles, yet not part of the vehicles, like smartphones and tablets. Phase lll is expected to look into voice-activated controls.
LaHood is known for his support for ridding distracted driving, but said he isn't looking to ban electronics in vehicles entirely. Back in December 2011, the National Transportation Safety Board (NTSB) pushed for a ban on hands-free calls while driving in order to reduce distracted driving, and LaHood said he wouldn't back it.
Source: United States Department of Transportation "If you can find a PS3 anywhere in North America that's been on shelves for more than five minutes, I'll give you 1,200 bucks for it." -- SCEA President Jack Tretton
NTSB Looks to Ban Hands-Free Calls, Transportation Secretary LaHood Isn't Supporting It
Ford Lets Parents Ban Teens' In-Car Calls
Chicago Driver Allegedly Kills Pedestrian While Posting on Facebook | 汽车 |
2017-09/3402/en_head.json.gz/21689 | Home > Cars > Halo’s iconic Warthog could be yours for… Halo’s iconic Warthog could be yours for only $28,000 By
In 2009 a British gent named Peter Cooper built a surprisingly spot-on replica of Halo’s Warthog vehicle for a fan film called Operation Chastity. As writer and director of the film, the creation of the Warthog was just one more indicator that Cooper was willing to go to great lengths to finish this flick. Unfortunately, the production seems to have become inextricably mired in the dozens of small issues that crop up when creating movies. A teaser appeared in 2010 that offered a “Summer 2011” release window for Operation Chastity, but here we are mere days from 2013 and the movie has yet to materialize. Supposedly Operation Chastity is still being in production, but at this point we feel safe in describing the project as stuck in limbo.
Given the lack of progress on his film and, presumably, mounting debt related to the project, Cooper has decided to sell his Warthog. The price? £17,500, or roughly $28,180USD. Can’t come up with that much scratch on such short notice? Cooper’s initial sales announcement does state that he’s willing to consider reasonable offers for the vehicle (though “reasonable” in this case is entirely subjective and up to Cooper’s own discretion).
Assuming you do have that kind of money burning a hole in your pocket and an unending wellspring of affection for Microsoft’s most famous franchise you’re likely now wondering what exactly you’ll get for Cooper’s nearly $30,000 asking price. Luckily, the official Operation Chastity website includes a section specifically devoted to the Warthog. According to the site, the Warthog you see pictured above started life as an unassuming early-80s Land Rover Defender. With the assistance of professional prop maker Daniel Carey-George (who is most famous for supplying the cars used in 1997’s Herbie Fully Loaded), Cooper stripped the Land Rover, and equipped the basic skeleton of the car with a new body, lifted suspension, special oversized tires and “a whole host of other upgrades to make it into the futuristic combat vehicle.”
As much as we’re excited for the possibility that one of you readers might turn this prop into your daily driver, we’ve got concerns about the work Cooper and Carey-George put into the Warthog. Actually, scratch that. Cooper and Carey-George created a vehicle specifically to suit their specialized needs (read: they built a movie prop), but it’s questionable whether this machine might also function as a real world vehicle. Even assuming the normally quite capable Land Rover Defender engine isn’t massively bogged down by the alterations made to this car’s body and suspension, we doubt there are many DMV locations that would approve of the Warthog’s huge exposed doors. Likewise, Cooper makes no mention of safety features in the Warthog. We’ve seen how some of you drive in Halo 4, and without seatbelts we have to imagine that most of you would be killed the first time you attempt to launch the ‘hog off of a conveniently-placed rock formation.
And of course, that’s assuming that you don’t attempt to mount a gun on the back of the Warthog. Even in the most lenient of jurisdictions an exposed, fully-automatic machine gun gives the cops free rein to search your vehicle.
Still, as far as replicas of video game objects, this is one of the best we’ve ever seen. It ranks right up there with the finest cosplay, only instead of fancy homemade clothing, this object is a gear-grinding, diesel-chugging piece de resistance for both Halo fans and gearheads. We imagine Cooper won’t have too much trouble selling this car, even with its sizable price tag. | 汽车 |
2017-09/3402/en_head.json.gz/22025 | 2013 Cadillac ATS Spy Video Email This Page
2013 Cadillac ATS Spy Video
We’ve previously brought you spy shots of a prototype for the new 2013 Cadillac ATS, as well as an official teaser, but here is our own exclusive spy video of the upcoming rear-wheel drive small sedan testing on the Nurburgring race track in Germany and on some of its surrounding roads.
Small cars and Cadillac haven't, historically, gone hand in hand.
However, the new video gives a good idea as to how the overall proportions and stance of the ATS will look when out on the roads, and from what we can tell Cadillac fans have nothing to worry about.
The ATS has been confirmed for launch in the summer of 2012 and when it arrives will go head-to-head with the BMW 3-Series, Lexus IS, and Mercedes-Benz C-Class.
In terms of styling, the prototype confirms Cadillac designers are sticking with the brand’s ‘Art and Science’ design language, with plenty of influences from the CTS evident. Under the hood should be a range of four-cylinder and V-6 engines, and hopefully a V-8 reserved for a high-performance ATS-V. Click here to watch the spy video in full via our YouTube page.
While we wait for its arrival mid next year enjoy the latest spy video, and then click here for our more detailed report.
HI-RES GALLERY: 2013 Cadillac ATS spy shots
Spy Videos
Cadillac News | 汽车 |
2017-09/3402/en_head.json.gz/22430 | Guest Message by DevFuse Racing the Subaru BRZ GT300
Started by Subactive
Subactive
Subaru BRZ GT300 finishes 8th in Super GT Sepanghttp://subaru.com.au...t-round3-report
here's the whole thing; Subaru BRZ GT300 finishes 8th in Super GT Sepang 13.06.12 Tags: Motorsport Round 3 at Sepang International Circuit, 10 Jun 2012 The final race of Round 3 of the Super GT – run over 53 laps and a distance of 300km – was held at Sepang International circuit on 10 June. The Subaru BRZ GT300, driven by Tetsuya Yamano and Kota Sasaki, started from 12th position after the qualifying round and finished the race in 8th. On race day at Sepang, temperatures reached as high as 35°C. Even though the scorching heat had been expected, it made conditions a lot tougher for the drivers than on other circuits. Before the race, driver Yamano had commented with a smile, "The only countermeasure is to get my body used to the heat to prevent heat stroke. I have done some things like running in a racing suit to accustom my body to exercising in high temperatures. Meanwhile, Sasaki said, "I already got in shape for last month's Nürburgring 24-hour Race. I'm confident that I'm still physically strong enough for this race". Before starting the race from the 6th row back, Yamano had said, "I will be surrounded by cars which are faster than the Subaru BRZ at the moment. So, it's important not to wear out my tyres by trying too hard." And so despite falling to 15th at the beginning of the race, he recorded consistent lap times. He also explained his reason for coming back to the pit early on Lap 19, "It's easier to build up my rhythm without feeling any stress when I'm on my own rather than in a group". His strategy paid off and Sasaki had gradually moved up to 8th by Lap 31 after taking over from Yamano for the final part of the race. Sasaki held back in the last half of his turn because he had to drive a long distance, and so dropped to 9th. However, as the car in front ran out of fuel and stopped on the track on the final lap, the Subaru BRZ climbed back to 8th. As the team had acquired championship points for a second consecutive race following the Fuji round, STI General Director Hideharu Tatsumi said, "At this stage, 8th is an excellent result. The drivers didn't give in to the heat until the end of the race. I think this is the reason for the good result above everything else. All of us in the team will be brainstorming to make the car even faster". Addressing the fans, Yamano said "Thank you very much for your support. Our strategy worked and we got this result. I think the team is on track, but we can't hope to beat the top teams unless we make our car a lot faster. In saying so, I think the Subaru BRZ will be able to come into its own in the next race at SUGO because that circuit doesn't have many long straights, on which FIA GT cars fare better. It also has many technical corners, which our car is good at. Please follow our race".
Lancefield, Vic, Aust.
I was wonder how long it would be until I ran into you over here Subactive. Good to see you're adding to the conversation over here too...
Back to BRZ and its Sister the Scion FRS/Toyota GT86
→ BRZ and its Sister the Scion FRS/Toyota GT86 | 汽车 |
2017-09/3402/en_head.json.gz/22817 | Frankfurt preview for Peugeot 308 RC Z
Peugeot proposes Audi TT-like sports coupe with 308 RC Z
Peugeot is proposing an Audi TT-alike sports coupe with the unveiling of a concept called 308 RC Z at the Frankfurt Motor Show. The RC Z is a curvy 2+2 coupe based on the new 308 small family car; it's the same length as the hatch, but 25mm wider and, at 1,320mm high, considerably lower-slung. It has a high percentage of aluminium and carbon-fibre components to keep its weight down, and its outline has been developed for optimum aerodynamics.
While it bears a strong resemblance to the 308, the RC Z has a single air intake, a chrome front grille and different fog lights and four projector-style directional bi-xenon headlights; to the rear, it has a pair of centrally-mounted exhaust tailpipes integrated into the rear bumper's lower section. Peugeot says that this has been achieved by repositioning the rear silencer in a transverse position, where it can double up as an aerodynamic diffuser, and that this layout still allows for the storage of a spare wheel. The RC Z is finished in a metallic grey 'flake' paint finish and its interior is leather-upholstered with chrome, aluminium and black lacquer trim. It's kitted out with bucket-type front seats and two 'occasional' folding rear seats - more for golf clubs than as a proper '+2' for passengers - although with these seats folded, Peugeot claims enough boot volume to accommodate a mountain bike. Showcasing Peugeot's latest gadgets and technology, the cabin features kit including lane departure warning, as in the 308. Power comes from a 218bhp version of the 1.6-litre turbo engine as in the 207 GTi; this has a maximum torque output of 207lb-ft, which can be temporarily boosted to 221lb-ft for quick bursts of acceleration, and is fitted in combination with an all-new six-speed manual gearbox. The RC Z is said to be capable of 146mph and 0-60mph in seven seconds, yet is relatively economical, returning 42.2mpg and 160g/km of carbon dioxide. Though this is described only as a concept car and a 'testbed' for new technology, the 308 RC Z is a very definite hint that Peugeot is planning to extend its 308 range by adding a sporty coupe. The coupe is also expected to have a drop-top counterpart with folding metal roof, which will replace the current 307 CC.
Wed, 1 Aug 2007
Vauxhall reigns in June
Extra CO2 tax band called for Related Articles Mercedes-Benz E-Class Takes Victory in UK Car of t... | 汽车 |
2017-09/3402/en_head.json.gz/22896 | TOGETHER – Strategy 2025 The automotive sector is in transition: autonomous driving, e-mobility and connected car concepts will determine the future. The rapidly changing conditions along with the diesel issue, which it will take further enormous efforts to resolve, pose major challenges for us as a car manufacturer.
With the “TOGETHER – Strategy 2025” future program, the Volkswagen Group has launched the biggest change process in its history. We are thus laying the foundations for lasting success in tomorrow's world of mobility and our evolution into a globally-leading provider of sustainable mobility.
More than 250 experts from all parts of the company worked on developing “TOGETHER – Strategy 2025”, which builds on the successful “Strategy 2018”. That means “Strategy 2025” came from the core, the very heart of the Volkswagen Group and unites the knowledge, ideas and vision of the company and its employees. The 2025 time horizon we have defined for our future program is an integral part of the name and stands for our long-term, forward-looking mindset and actions.
The prefix of our title – “TOGETHER” – stands for a way of thinking, an approach that will become more and more vital in the Volkswagen Group moving forward. Together, we want to keep on thrilling our customers with tailor-made mobility solutions and meet the diverse needs with a portfolio of strong brands.
The new Group strategy comprises a raft of far-reaching strategic decisions and specific initiatives essentially aimed at safeguarding our long-term future and generating profitable growth. To achieve this, the “TOGETHER – Strategy 2025” futureprogram is built on four key building blocks:
Transform core business
Build mobility solutions business
Secure funding
Strengthening innovation power
With “TOGETHER – Strategy 2025” we are building a new, a better, and an even stronger Volkswagen. We want to thrill our customers with fascinating vehicles and innovative mobility solutions, to be a technology leader and role model when it comes to the environment, safety and integrity. We will represent an attractive investment by achievingcompetitive profitability, and we will remain an excellent, reliable and secure employer.
More information: “Shaping the future of the Volkswagen Group”
May also be of interest
“Our Group has qualities that did not vanish overnight, qualities on which we can also build for the future.”
PDF Annual Report 2015
It is our task to anticipate the future needs of our customers and to convert these needs into innovative technologies.
The Board of Management of Volkswagen AG comprises nine members. Each Board Member is responsible for one or more functions within the Volkswagen Group. | 汽车 |
2017-09/3402/en_head.json.gz/22996 | News > 'Featured' > The Continental: Greetings from Vienna with BMW, Hyundai and Volkswagen Powertrain News
The Continental: Greetings from Vienna with BMW, Hyundai and Volkswagen Powertrain News
April 26, 2013 at 1:56 pm by Jens Meiners SHARE
Each week, our German correspondent slices and dices the latest rumblings, news, and quick-hit driving impressions from the other side of the pond. His byline may say Jens Meiners, but we simply call him . . . the Continental.
I have been on the road with carmakers every day this week, and I am wrapping up the slog at the Vienna engine symposium. About 1300 engineers and executives are here to discuss the future of powertrains. Most of these people have gasoline in their veins, while a few seemingly need to be disconnected from their electrical outlets.
Bosch CEO Volkmar Denner says that the electric car won’t play a significant role until 2020, but his company “believes in it.” The ultra-strict consumption and emissions requirements proposed by the E.U. for 2020 can be met with regular technologies in the subcompact segment, he says, but Golf-sized compact cars likely will need a brake-energy recovery system to comply. These systems consist of strong electric starter-generators with about 15 horsepower, which operate on a 48-volt electrical system and boost the main engine at low speeds. Large cars and SUVs—according to Denner, who wants to sell these systems—will need to be full hybrids, even plug-in hybrids, in order to match ambitious efficiency targets. He also gave a glimpse of a hydraulic hybrid system that Bosch is working on with PSA. The system will launch on a production car in 2016 or 2017 and it will be a lot less noisy than the first prototypes.
BMW R&D chief Herbert Diess traced the history of BMW’s eco-conscious i brand: Seven years ago, the brand’s strategy of bigger, faster cars was reviewed. It was found that “environmental awareness is growing, climate change is happening”—beliefs that currently prevail at BMW. Surprisingly, he says that there is a strong trend towards downspeeding, the practice of running engines between 800 and 1800 rpm which brings about larger cylinder volumes. Diess says “the danger is that we are moving away far from emotion, from our heritage, which is characterized by six-cylinder engines and motorcycles.”
Three-cylinder engines, according to Diess, are one way to preserve that emotion: “I believe it is a good option for our front-drive and compact rear-wheel-drive cars. The sound, frequencies, power delivery and dynamic capabilities are more interesting than on many four-cylinder engines.” (We recently tried out BMW’s three-cylinder in a European 1-series, and Diess is fairly spot-on in his assessment of the triple’s qualities.) On electrics, which BMW is betting on, he is optimistic that the upcoming, $40,000 i3 will be a fun car around town. But “if you want to drive to Northern Italy with an i3 with a range extender, there will be compromises. You won’t enjoy the same driving experience.”
There is a wide consensus among engineers that natural gas is a cost-effective and attractive solution to address ever-stringent CO2 requirements. It hasn’t caught on yet in the market, but that may change: “Thanks to fracking technology, there is a revolution happening; the energy outlook has been fundamentally changed,” says Bosch’s Denner. Hyundai Europe’s powertrain chief, Jürgen Grimm, agrees and expects that the oil price will be adjusted accordingly—in a downwards direction. BMW’s Diess weighs in that that natural gas–powered vehicles are a “fantastic solution,” and hints that he would be happy to follow if a big manufacturer with game-changing power takes the lead. It appears that big game-changer would be Volkswagen: The group is pushing massively for natural-gas vehicles, as symbolized by the Audi A3 g-tron and the Volkswagen Eco Up.
Some Volkswagen Powertrain News
Besides the 1.0-liter three-cylinder in the Volkswagen Up, which will come in turbocharged form down the road, Wolfsburg also is working on a larger 1.5-liter triple. VW Group’s high-powered inline-five could be offered in several brands, in versions which are more advanced than in the base U.S.-market Passat, but more comfort-oriented than in the Audi RS3 and TT RS. The thirsty but sweet VR6 could come to market as a turbocharged 3.0-liter engine, replacing Volkswagen’s naturally aspirated 3.6.
Soon, all VW Group V-8 and W-12 engines will feature direct injection and turbocharging—and a W-12 thus equipped will be offered again under the VW brand. It was previously available on the first-generation Touareg, and recently was discontinued from the current Phaeton lineup because ZF stopped making the five-speed automatic that was fitted to it. It’s good to know that the W-12 will be back stronger than ever . . . I also hear that the next Phaeton, which is based on VW’s MLB modular-longitudinal platform, might be fitted with a four-wheel-steering system. The added high-speed stability such a system would bring could allow chassis engineers to select a more agile setup.
Soon, a seven-speed dual-clutch automatic this way comes.
Hyundais for the Autobahn
Hyundai is currently testing the next-generation Genesis sedan on the Nürburgring, and several of its technological highlights underscore the fact that it is a car designed for Europe. With the top engines, it will be fitted with a ten-speed automatic with higher ratios designed to work best above 125 mph. On the other side of the power spectrum, the next Genesis also will be offered with a high-output four-cylinder diesel, likely hybridized. In the mid-size i40, Hyundai will have a brake-energy recuperation system, which can feed more than 100 lb-ft of torque to the wheels at low rpm via a starter-generator motor. Lovers of the Veloster Turbo will be happy to know that its six-speed torque-converter automatic makes way for a quick-shifting, seven-speed dual-clutch automatic next year.
Instrumented Test: 2013 Hyundai Veloster Turbo Manual / Automatic
Instrumented Test: 2013 BMW 760Li
First Drive: 2015 Volkswagen GTI
An Unsafe Benz?
The controversial Euro-NCAP organization has delivered a painful blow to Mercedes-Benz and its Citan light commercial vehicle. Little more than a rebadged Renault Kangoo, it has gotten flak for cynical brand exploitation. But that’s nothing against the misfortune of its Euro-NCAP safety rating: At three stars out of five, the Citan falls short of Benz’s own impeccable standards. Its side and curtain airbags failed to perform as expected—a problem Mercedes promises to rectify. Pedestrian protection was described as “poor” in several areas, and Euro-NCAP criticized several minor points, such as the manual maximum speed setting, which delivers only a visual warning and therefore “did not meet Euro NCAP’s requirements.” The Citan’s rating is somewhat surprising as French vehicles typically fare very well in the test, for which they are specifically developed. Would I buy a Citan? No way. But any supposed lack of safety has nothing to do with it.
EVs Aren’t Making Inroads
European electric-vehicle sales numbers for February are in, and at 2039 units, their market share amounted to a sorry quarter of a percent. And this figure includes plug-in hybrids. According to the sales figures, 505 electrics were registered in Germany, a country where the government has blared that a full million would be on the road by 2020. A whopping eight EVs were sold in Italy, thought that’s more than in Greece, where sales amounted to zero. Perhaps some Eurocrats should be spending their time at the Vienna engine symposium instead of coming up with worthless advice. | 汽车 |
2017-09/3402/en_head.json.gz/23607 | 2007 Mitsubishi Outlander Sport Utility Crossover
2007 Mitsubishi Outlander for Sale
Benefits of Driving a 2007 Mitsubishi Outlander Sport Utility Crossover
Based on a new global platform, the 2007 Mitsubishi Outlander offers large amounts of both sport and utility in a midsize package. An aluminum 3.0L V6, revised suspension, and aluminum roof used to lower the center of gravity make the Outlander more spirited than it previously was. Its ride is a refreshing change from other truck-based SUVs in the segment, and pricing is very competitive.
The Mitsubishi Outlander has been completely redesigned for 2007. Where before it only offered an inline four-cylinder engine, it now comes equipped with a 220-horsepower V6. Nearly every dimension is larger, and traction control is now standard. An optional selectable four-wheel-drive system replaces what was previously an all-wheel-drive setup. Suspension and steering have been revised to provide a more satisfying everyday driving experience.
A genuinely sporty SUV
lots of equipment for the money.
Mitsubishi completely redesigned the Outlander for 2007, and it is now powered by a 3.0L V6 engine that produces 220 horsepower. This engine is paired with a six-speed Sportronic transmission with paddle shifters. Three Outlander trim levels can be had with front-wheel drive
Preview: 2007 Mitsubishi Outlander
Source: The Car Connection
New products, positive PR spin helping set the stage. Okay, it's quiz time. What is 3.7 inches longer, 2.0 inches wider, and 0.4 inches higher than the Mitsubishi Outlander SUV? The Endeavor perhaps, or the Montero? Wrong. Bizarrely, the answer is the next-generation Outlander, unveiled by the Japanese firm at last month's Tokyo Motor Show. Size-wise it's a definite step up from the current model, which isn't necessarily a bad thing. What's brave is giving it the same name and expecting people not to be a little bit confused. However, just because a new car has an identical badge to its predecessor, it doesn't mean it has to be saddled with the same characteristics, good or bad, as the older vehicle. Take the MINI; the current BMW version is a world away from the original Rover model launched in Britain in the Sixties. Clever marketing has convinced drivers the world over that the pair are the motoring equivalent of chalk and cheese. Mitsubishi will be trying the same sales techniques with the new Outlander. But does bigger and bolder mean better? The day after its debut, TCC took the train north from the Japanese capital city to get behind the wheel. Commanding presence Even at first glance the newcomer's larger dimensions are noticeable. It has much more of a presence than the 2006 model. Our test car was powered by a 2.4-liter DOHC MIVEC gasoline engine mated to six-speed Sport Mode CVT automatic gearbox. Delivering 170 hp, it will go on sale in America in 2006. But the range also includes a VW-sourced 2.0-liter DI-D diesel, though it's doubtful that will come Stateside. There are three driving modes: 2WD for regular use, 4WD Auto which automatically adjusts traction and handling depending on the road surface, and 4WD Lock, which maximizes traction to get the best grip. An easy-to-use rotary knob, sited just to the rear of the gear shifter, allows the driver to swap between them very simply. What's more, technology has been borrowed from the outrageous Lancer Evolution super-saloon, including an aluminum roof panel to keep the overall weight down and monotube shock absorbers. The good news for Mitsubishi's marketing team is that this Outlander is much better than the current model. Riding on 225/55R18 rubber, it handles well and delivers plenty of grip when pushed through corners. The ride is decent, and the whole package feels refined at speed with very little of the wind noise that can blight SUVs. The least impressive thing about our vehicle was the CVT gearbox. As an automatic the engine was working too hard as it tried to deliver acceleration, and in the alternative manual mode it wasn't much better. That said, the system changes cogs well enough via steering wheel-mounted paddleshift selectors. On-road performance has clearly been at the forefront of the engineers' minds during the development of the Outlander. They speak of impressive off-road capability, too, but sadly we had no way of verifying their claims during our day of testing. Fitted for space The cabin is an improvement on the current car, too. In an age where more buttons, dials and display readouts are seen as a good thing, it's simple and stylish but well finished. The two heavily cowled instrument binnacles are a neat touch, too, and at night everything is illuminated in red, which is very reminiscent of Audi interiors. The driver and front passenger sit in sporty semi-bucket seats. The two-tone multi-function steering wheel continues the "less is more" theme, with buttons only on one side. Jump in the back and there's decent space for rear passengers, and a generously sized cargo area into which the third row of seats fold flat. Mitsubishi engineers describe these final chairs as for occasional use only. And they're right; they're not the most sturdy ever designed, though they do come with full three-point safety belts. Cargo space is cut to a minimum with the chairs upright. For added practicality, the middle row bench - which splits 60/40 - tumble forward in a single movement. One push of a button hidden away in the luggage compartment is all you need to create a huge load bay. A Range Rover-style split tailgate has also been included, with the lip low to the ground. That's great for getting those big loads in. The test car also featured an optional in-built Rockford Fosgate audio system. Tuned for heavy bass reproduction, the 650-watt, nine-speaker outfit sounded impressive. American crash data on the car isn't available yet, but in-house testing during development has led engineers to believe the Outlander will earn the maximum six-star rating in the Japan New Car Assessment Program (JNCAP). Twin front dual-stage inflation airbags are standard, with side and curtain units available as factory-fit options. Active Safety Control (ASC) is fitted to every car, which regulates dynamics to prevent skidding as a result of sudden steering inputs or loss of traction on a slippery surface. The limitations of our testing time meant we couldn't try this system out. The car is available in its home market as a five- or seven-seater, though Mitsubishi's North American arm has yet to decide which version it will sell through dealerships. Whichever one is sold, the all-new Outlander is much more of a lifestyle SUV than the more aggressive mud-plugging designs of the Endeavor or Montero. That said, it's better than the current car in almost every way. Though that vehicle is sold across Europe, it's not been a massive hit. But there's huge interest in this new version there because of what else the platform is being used for. The car is being developed as part of a pioneering joint venture between Mitsubishi and PSA, which means it will form the basis of the eagerly anticipated SUVs from French siblings Peugeot and Citroen. Likely to be badged the 707 and C7 respectively, they're due on sale across the Atlantic in 2007. © from TheCarConnection.com Printable Version
10 Years/100,000 Miles | 汽车 |
2017-09/3402/en_head.json.gz/24160 | Sub Navigation Watchdog awards top safety rating to RAV4 5:30 AM Saturday Mar 16, 2013
2013 Toyota RAV4 Less than a week before its New Zealand launch, Toyota's fourth-generation RAV4 has earned a top safety rating from the crash test watchdog. The Australasian New Car Assessment Program (Ancap) has awarded the RAV4 a top five-star rating, largely helped by its count of seven airbags including a driver's knee airbag, and technology including seatbelt reminders for all seats. Ancap chief executive Nicholas Clarke said the RAV4 would be competing in a part of the market where two out of every three off-roaders rolling out of showrooms carried a top safety rating. "The RAV4 will be competing in a very competitive segment of the market and its five-star Ancap safety rating brings it to a new level in terms of safety," said Clarke. "This means more and more motorists will be driving in five-star safety." Ancap noted some higher-specification RAV4 models added more safety technology, including adaptive front lighting, blind spot monitoring, daytime running lights and a reversing camera. Ancap's crash rating for the RAV4 was based on a Euro NCAP test of a left-hand-drive diesel-engined vehicle. According to the crash test, driver head, chest and leg protection was rated "acceptable" for the frontal offset, which simulates one car turning in front of another, while both the side impact and pole test returned a "good" rating. The RAV4 joins the ranks of the Volvo XC60, Ford Kuga and Honda CR-V as top-rating mid-size soft-roaders. All four vehicles include potentially life-saving side curtain airbags that drop down to cover the windows and protect occupants' heads in a side-on collision. Toyota RAV4 - NZ Herald | 汽车 |
2017-09/3402/en_head.json.gz/24244 | 2014 Infiniti QX50 Introduction
The Infiniti QX50 is a crossover SUV previously known as the EX37. Based on the architecture used by Nissan Z sports car and Infiniti Q60 coupe, the QX50 is sort of a cross between a wagon and a coupe but slightly taller. Whatever you call it, the Infiniti QX50 strikes a nice balance between sportiness and luxury. The Infiniti QX50 comes with a 3.7-liter V6, 7-speed automatic transmission, fully independent suspension and rear-wheel drive. Rear-wheel drive and the powerful V6 gives it a sporty character and it feels more car-like underway than most crossovers. This vehicle was last redesigned for the 2008 model year when it was dubbed the EX35. The headlights were reshaped for 2010 and the 3.5-liter V6 engine was replaced by a 3.7 engine. The nomenclature was switched over to QX50 for 2014. QX50 can seat five, but we found it much more comfortable with four. The cabin boasts rich, soft-touch materials and a stylish design. All of the controls are within easy reach. Room up front is good, but taller drivers will want more headroom, especially if they opt for a moonroof. The back seats offer decent room, but it’s tight when the front seats are all the way back. Both rows are easy to enter and exit, thanks to a relatively low ride height, higher than that of a sedan, but not as high as that of most SUVs. Cargo room is plentiful thanks to the hatchback design, though many SUVs offer more space. A power-folding second row eases the process of loading items in the back, and they can be brought back up from the driver’s seat, handy when pulling up to the curb to pick up passengers. The 3.7-liter V6 makes 325 horsepower and is mated to the 7-speed automatic transmission that has a manual shiftgate (but no paddle shifters). It accelerates from a standstill quickly and offers strong passing response at highway speeds. Fuel economy is an EPA-estimated 17/25 mpg City/Highway. The QX50 comes with a choice of rear-wheel drive and all-wheel drive. The AWD is meant for on-road use and is beneficial in foul weather. QX50 AWD is EPA-rated at 17/24 mpg City/Highway. The QX50 drives like a sedan with a slightly elevated ride height. Handling is responsive, and the brakes and steering feel natural and inspire confidence. The QX50 rides smoothly, not as firm as the Acura RDX and a bit less driver-focused than the BMW X3. The Around View Monitor shows obstacles 360 degrees around the vehicle, making it easier to maneuver in tight quarters. The QX50 also comes with Distance Control Assistant. There’s a hard drive available with 9.3 gigabytes of storage for music files. The Lane Departure Prevention system enhances safety by lightly applying the brakes on one side to steer the vehicle back into its lane should it start crossing lane lines, for example, if you fall asleep. Infiniti Personal Assistant offers 24-hour access to live concierge services. | 汽车 |
2017-09/3402/en_head.json.gz/24922 | Utilities thrilled and worried about electric cars
NEW YORK -- The first mass-market electric cars go on sale next month, and the nation's electric utilities couldn't be more thrilled -- or worried. Plugged into a socket, an electric car can draw as much power as a small house. The surge in demand could knock out power to a home, or even a neighborhood. That has utilities in parts of California, Texas and North Carolina scrambling to upgrade transformers and other equipment in neighborhoods where the Nissan Leaf and Chevrolet Volt are expected to be in high demand. Not since air conditioning spread across the country in the 1950s and 1960s has the power industry faced such a growth opportunity. Last year, Americans spent $325 billion on gasoline, and utilities would love even a small piece of that market. The main obstacles to wide-scale use of electric cars are high cost and limited range, at least until a network of charging stations is built. But utility executives fret that difficulties keeping the lights on for the first crop of buyers--and their neighbors--could slow the growth of this new niche. "You never get a second chance to make a first impression," says Mike Rowand, who is in charge of electric vehicle planning at Duke Energy. Auto executives say it's inevitable that utilities will experience some difficulties early on. "We are all going to be a lot smarter two years from now," says Mark Perry, director of product planning for Nissan North America. Electric cars run on big batteries that are charged by plugging into a standard wall socket or a more powerful charging station. A combined 30,000 Nissan Leafs and Chevrolet Volts are expected to be sold over the next year. Over the next two years, Ford, Toyota and every other major automaker also plan to offer electric cars. Governments are promoting the expensive technology as a way to reduce dependence on foreign oil, cut greenhouse gas emissions and improve air quality. Congress is offering electric car buyers a $7,500 tax credit and some states and cities provide additional subsidies that can total $8,000. The Leaf sells for $33,000 and the Volt sells for $41,000. Electric cars produce no emissions, but the electricity they are charged with is made mostly from fossil fuels like coal and natural gas that do. Still, electric cars produce two-thirds fewer greenhouse gas emissions, on average, than a similarly sized car that runs on gasoline, according to the Natural Resources Defense Council. Driving 10,000 miles on electricity will use about 2,500 kilowatt-hours, or 20 percent more than the average annual consumption of U.S. homes. At an average utility rate of 11 cents per kilowatt-hour, that's $275 for a year of fuel, equivalent to about 70 cents per gallon of gasoline. "Electric vehicles have the potential to completely transform our business," says David Owens, executive vice president of the Edison Electric Institute, a trade group. Nationwide, utilities have enough power plants and equipment to power hundreds of thousands of electric cars. Problems could crop up long before that many are sold, though, because of a phenomenon carmakers and utilities call "clustering." Electric vehicle clusters are expected in neighborhoods where: Generous subsidies are offered by states and localities Weather is mild, because batteries tend to perform better in warmer climates High-income and environmentally conscious commuters live So while states like North Dakota and Montana may see very few electric cars, California cities like Santa Monica, Santa Barbara and Monrovia could see several vehicles on a block. SoCal Edison expects to be charging 100,000 cars by 2015. California has set a goal of 1 million electric vehicles by 2020. Progress Energy is expecting electric car clusters to form in Raleigh, Cary and Asheville, N.C. and around Orlando and Tampa, Fla. Duke Energy is expecting the same in Charlotte and Indianapolis. The entire territory of Texas' Austin Energy will likely be an electric vehicle hot spot. Adding an electric vehicle or two to a neighborhood can be like adding another house, and it can stress the equipment that services those houses. "We're talking about doubling the load of a conventional home," says Karl Rabago, who leads Austin Energy's electric vehicle-readiness program. "It's big." How big depends on the size of the battery in the car, and how fast the car is charged. When plugged into a standard 120-volt socket, the electric car will draw 1,500 watts. By comparison, a medium-sized air conditioner or a countertop microwave oven will draw about 1,000 watts. But the car can be charged faster, and therefore draw more power, when plugged into a home charging station. The first Leafs and Volts can draw 3,300 watts, and both carmakers may boost that to 6,600 watts soon. The Tesla Roadster, an electric sports car with a huge battery, can draw 16,800 watts. That's the equivalent of 280 60-watt light bulbs. A modest home in the San Francisco Bay area that doesn't need air conditioning might draw 3,000 watts at most. Transformers that distribute power from the electrical grid to homes are often designed to handle fewer than a dozen. Extra stress on a transformer from one or two electric vehicles could cause it to overheat and fail, knocking out power to the block. The "nightmare" scenario, according to Austin Energy's Rabago: People come home from work on a hot afternoon, turn on the air conditioner and the plasma television, blend some frozen cocktail, start cooking dinner on an electric stove --and plug their car into a home charging station. An electric vehicle plugged into a standard wall socket poses a different problem. It will put less stress on a transformer, but it could trip a circuit breaker if the circuit serves other appliances. Power would go off in part of the house. To head off problems, teams of workers at utilities are gathering information from Nissan and Chevrolet, doing customer surveys and looking at buying patterns of hybrid gas-electric cars like the Toyota Prius to try to predict where they might see clusters of electric car buyers. They are comparing that data with maps of their systems to determine what equipment might need upgrading first in hopes of avoiding blown circuits in the neighborhoods of early buyers. Utilities also hope to convince drivers to program their cars to charge late at night, when rates are low and most appliances are switched off. Ted Craver, the chief executive of the parent company of SoCal Edison and a chairman of an industry electric vehicle planning association, says early buyers will likely be tolerant of a few hiccups. At the same time, he says, those are the people utilities should try hard to please. "They turn into promoters," he says. Replacing a neighborhood transformer costs a utility between $7,000 and $9,000, according to SoCal Edison. This is work a utility will often want to do. With the approval of public utility commissions, utilities can add the cost of these kinds of upgrades to the rates they charge customers across their territory. Utility executives hope the popularity of electric cars will grow as the vehicles' costs come down and as public charging stations are made available at malls and along highways. Momentum will gather faster, they predict, if they minimize the number of home circuits that get blown and neighborhood transformers that get fried over the next two years. But they know there will be problems. "It's like you're about to have a baby," says Duke Energy's Rowand. "You know it's going to be good, but you also know there's going to be some throw up and some dirty diapers, and you just hope that it's something you are prepared for." Classifieds | Report A Typo | Send Tip | Get Alerts | Most Popular Follow @abc11 on Twitter | Become a fan on Facebook Load Comments | 汽车 |
2017-09/3402/en_head.json.gz/25409 | Terrafugia’s "flying car for all of us" to take over the skies in 2018
Many drivers dream of a future, when their cars would be able to fly like the ones in Luc Besson's Fifth Element. A company from America ambitiously believes they'll make these dreams come true a lot sooner than you might imagine.
Terrafugia company is represented by a team of award-winning MIT-trained aerospace engineers and MBAs, working and creating to make "general aviation safer, more convenient, more fun, and more accessible."
Their first attempt at creating a land-and-air vehicle resulted in what they called 'Transition', a plane with foldable wings that can carry two persons and small enough to fit in your garage. To fly and drive Transition, a person would require a sport pilot license and $279,000. And a single-car garage.
What is even more interesting than Transition, though, is the new prototype the company is working on right now. TF-X, the first-ever unmanned flying car, is supposed to enter its testing phase in 2018 and be available to buyers by 2025. Pilot license will not be required, as this will be "the flying car for all of us," meaning even for us whose closest encounter with piloting skills was watching Harry Potter fly on a Nimbus 2000.
The semi-autonomous flying car will carry four people, making them feel as if they were travelling in a comfortable sedan, and have a range of 500 miles with cruise speeds up to 200mph. It will be able to take off or land vertically from a level clearing of at least 100ft in diameter and drive on roads and highways in horizontal position. TF-X will be equipped with folding wings with twin electric motors on each side, powered by a 300 horsepower engine.
To get to a desired destination, the driver will be required to input the chosen destination and let TF-X take over the drive. To make the vehicle safer, the driver will of course have the final say and will be able to control the vehicle manually, for example, in case of an emergency landing.
While the TF-X is still in the early stages of development and a production date estimated at 8-12 years from now, some details about it are already known. It comes as no surprise, really, that this type of convenience of personal transportation will see the price "consistent with high-end luxury cars", according to the manufacturer. So this might not be "the flying car for all of us" afterall.
photo: Terrafugia flying car
TF-X
Is it a bird? Is it a plane? It's a flying car!
TF-X™ is able to take off (vertically) and land on its own. The driver only sets the destination. In the air with Lilium Jet - Flying Light
Vertical take off, a maximum speed of 400 km/h and 500 km range, tops. Vertical landing. This is Lilium and the freedom it offers. Fueled by electricity, of course.
Ehang Drone To Carry Human Passengers
From the Chinese company EHang, Inc. (an innovative, technology oriented, enterprise that is specializing in smart drone R&D, manufacturing and sales) comes Ehang 184 AAV Drone - a drone...
Did you like the Jetsons' flying family car? This looks even better.
Volocopter, the flying 'car' of the future, can fly for 20 or 30 minutes on one charge and would cost about 340,000 American dollars.
Airbus E-fan: Silence as Benchmark
Noise? What noise? Airbus is putting their money on electrical silence, with a new project called E-Fan. Yet this two-seater plane brings a lot more to the table, most of all a revolutionary pilot training program.
In the air: Diamond Aircraft
The new Diamond six-seater will present not only a hybrid drivetrain, but also a hybrid concept of flying with many aspects taken from the automotive world. | 汽车 |
2017-09/3402/en_head.json.gz/25812 | NC Becomes Latest State to Threaten Tesla's Direct Sales to Customers
Brandon Hill (Blog) - May 14, 2013 11:33 AM
Bill sponsor received $8,000 in campaign donations from the North Carolina Automobile Dealers Association
Living in the Research Triangle Park (RTP) area of North Carolina, which I nickname Silicon Valley East, I quite frequently see Tesla Model S sedans and Roadsters silently cruising down city streets and interstates. However, the North Carolina Senate Commerce Committee unanimously approved a measure that would make it illegal for Tesla Motors to sell vehicles directly to customers without the ever-present "middleman" in new car transactions: car dealerships.
Not surprisingly, the NC Automobile Dealers Association (which represents North Carolina's franchised car dealership) is behind this latest stab at Tesla. But according to NC ADA President Robert Glasser, this isn't an attack specifically aimed at Tesla. Glasser notes that the precedent Tesla has set for direct sales could set into motion a chain of events that would topple the entire dealership model of business.
“We care about the franchise system,” said Glaser. “The whole point of the retail system is to protect the consumer.”
Of course, Tesla Motors sees things quite differently. “They’re trying to insulate the dealer franchise model from any competition,” said Diarmuid O’Connell, Tesla’s VP of Corporate and Business Development. “It’s a protectionist move to lock down the market so we have to go through the middleman – the dealer – to sell our cars.”
And here's an interesting tidbit that shines a whole new light on the story. Slate reports that Sen. Tom Apodaca, the Republican sponsor of the bill, received $8,000 in campaign donations (the maximum allowed by state law) from the NC ADA.
It's pretty clear to see why dealerships are shaking in their boots at the prospect of Tesla (and other auto manufacturers) selling directly to customers. Tesla managed to deliver a whopping 4,750 Model S sedans to customers during the month of April. Compared to other luxury sedans that also dance in the $70,000 to $100,000+ price range, the Model S outpaced monthly sales of the Audi A8 (1,462 units), BMW 7-Series (2,338), Lexus LS (2,860) and Mercedes S Class (3,077).
Tesla has sold 80 Model S sedans in North Carolina and has an additional 60 orders in queue from residents. The overwhelming majority of those sales have come via the internet.
And one could argue that an electric vehicle like the Model S needs less attention from dealerships due to the much lower maintenance needs of the electric motor and battery pack. Quite simply, there is potentially less to go wrong with a Model S compared to BMW 750i with its twin-turbocharged V8 and 8-speed automatic transmission.
Despite this new speed bump in Tesla's road to electric vehicle proliferation, the company has been showered with a wealth of good news in the past week. Last week, Tesla reported its first profit in its ten years of existence and Consumer Reports gave the Model S a near perfect rating: 99 out of 100 possible points.
Tesla's stock is up 57 percent since its quarterly earnings were released last Thursday to just under $90/share.
Sources: News Observer, Slate "This is about the Internet. Everything on the Internet is encrypted. This is not a BlackBerry-only issue. If they can't deal with the Internet, they should shut it off." -- RIM co-CEO Michael Lazaridis Related Articles
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2017-09/3402/en_head.json.gz/25834 | Home > Cars > The car as a mobile device: The perks and pitfalls… The car as a mobile device: The perks and pitfalls of increased car connectivity By
Stephen Edelstein
What if your car was nothing more than a four-wheeled smartphone?
What if car companies spent as much time thinking about connectivity and apps as they do about horsepower and fuel economy? Making the car an extension of our online selves would add convenience, but it wouldn’t be without problems.
“It’s time for the car to be a social device,” Jim Farley, Ford’s executive VP of global marketing, sales, service, and the Lincoln brand, said during a press event at the 2013 New York Auto Show.
“Ford’s… ultimate goal is having a user’s data migrate seamlessly from their smartphone to their car.”
From Ford’s point of view, at least, integrating the driving experience with the mobile experience will make cars more relevant to consumers.
“You can have someone essentially take a car… and make it just for you,” K. Venkatesh Prasad, Ford’s in-car electronics czar, said.
Ford plans to do it with platforms like the developer-friendly OpenXC architecture, which could allow independent developers to create software and hardware that can interact with a car’s systems. Ford is already promoting this approach with its Developer Program and Personalized Fuel Efficiency App Challenge, which aim to encourage the development of apps for Ford vehicles.
Ford is also working on better integrating existing apps like Pandora and Spotify, with the ultimate goal of having a user’s data migrate seamlessly from their smartphone to their car.
So far, though, the car is far from being a mobile device. Ford’s MyFord Touch infotainment system has been panned and drivers risk distraction while behind the wheel as systems become more complex, feature-laden and interactive. Voice-operated systems are available and could be a partial answer to the problem of distracted driving but more development is needed.
Additionally, when voice activation systems cannot understand a request (or get it wrong), drivers can be distracted while working with car controls or their phones to fix the problem.
Noting that Ford spends a significant amount of resources on driver education, Farley said only drivers themselves can guarantee safety.
“I hope it’s the consumers choosing… and not being something that they’re told to do,” he said.
Brendan Kraham, mobile advertising sales manager for Google, suggested that predictive technologies could negate the need for consumers to pull out their phones while driving, because their cars could automatically access the phones and pull up the relevant data after the driver initially syncs the device.
Some newer in-car systems, such as Subaru’s Starlink and BMW’s iDrive systems, are implementing this concept now but for the most part the idea is still in it’s infancy and its not always easy for customers who are not especially tech-savvy to implement the technology.
Will an intuitive interface be as important as a comfortable seating position?
There’s also the possibility that drive time could become swamped with ads, certainly an essential part of any Google or Facebook experience, or that car and social media companies could use drivers’ data to track them. Again, companies say they are making it the consumer’s responsibility to use the tech in a positive way.
“It’s the user’s choice ultimately to make those decisions,” Kraham said, noting that Google allows users to opt-out of its current location-based ads.
Ford’s Farley said consumers would ultimately tell the companies when they want to see ads. He used Ford’s Mustang Customizer, a popular app that allows users to trick out a virtual Mustang, as an example. “In a way, it’s self-governing,” he said.
Will car customers of the future complain about lack of privacy in their own vehicles? Will an intuitive interface be as important as a comfortable seating position? That’s what car manufacturers and car buyers will have to figure out if the car really becomes a “mobile device.”
What’s your experience with in-car technology? What works? What drives you crazy? What features or automation would you like to see? Leave us a comment. | 汽车 |
2017-09/3402/en_head.json.gz/26060 | LifeStyle/Luxury Cars
Ralph Lauren's 1938 Bugatti Atlantic Lauded at Villa d'Este
By Noah Joseph Jun. 12th, 2013 10
Photo Courtesy of BMWStyle is typically but one element of many that factor into the automotive industry and even its loftiest of products. But as you might expect from the name, the Concorso d'Eleganza Villa d'Este is all about automotive style. Every year the finest classic cars and new concepts gather on the shores of Lake Como. And this year's assembly, as exceptional as some of its entrants may have been, was no exception to that rule.
The Concorso d'Eleganza this year featured numerous classic cars of note, including the finest examples ever produced by the likes of Ferrari, Lamborghini, Aston Martin, Jaguar, Mercedes-Benz and Rolls-Royce, among so many others. But the unquestioned “belle of the ball” was Ralph Lauren's stunning 1938 Bugatti Type 57SC Atlantic Coupe.
The Atlantic is widely regarded as one of the most beautiful cars ever made, coveted by collectors the world over. With only four ever made and three in remaining in existence, it's one of the rarest and as a result, the most valuable. Getting one of those three owners to part with the luxury auto is a rare achievement, and the last time one was sold three years ago, it went for between $30 and $40 million. (Exact details of the private treaty sale by the estate of Dr. Peter Williamson were not disclosed, but the car has been displayed at the noted Mullin Automotive Museum dedicated to Art Deco cars in Oxnard, California.) Fashion icon Ralph Lauren counts a Bugatti Atlantic as the pride of his famous classic car collection, alongside his Ferrari 250 GTO, two Testa Rossas and three McLaren F1s, to name just a few. He pledged his Atlantic to display at Villa d'Este four years ago and when he finally made good on his promise this year, his efforts did not go unrewarded.
Lauren's stunning black Bugatti swept every top category for historic cars at the Concorso d'Eleganza this year, including the juried Trofeo BMW Group for Best in Show and the Coppa d'Oro Villa d'Este (voted by public referendum among show-goers), as well as the Trofeo BMW Group Italia and the Trogeo Ragazzi voted upon by attendees under the age of 16. In other words, there was no doubt left that the Atlantic was the most beautiful car on display at this spectacular gathering of classic cars. Noah Joseph
Noah Joseph is a veteran automotive journalist and lifestyle writer whose words have been published in print and online media around the world. A military reservist and multinational citizen, Noah lives with his wife and son in the mountains above the Mediterranean Basin. ...(Read More) MOST RECENT
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2017-09/3402/en_head.json.gz/26167 | Ford India Starts Exporting Petrol Engines to Thailand
15 June,2010
Car maker Ford India said that it has started exporting petrol engines from its Chennai unit to Thailand. The company is also working towards exporting them to other parts of the world, including the Asia-Pacific and African regions.Ford India exported its first batch of 1.4 litre and 1.6 litre high-compression petrol engines from the Maraimalai Nagar unit, near Chennai, to sister facility AutoAlliance Thailand (AAT). “The first shipment of 1,000 petrol engines is a significant first step in our goal to become a major production and export hub of diesel and petrol engines,” said Ford India President and Managing Director Michael Boneham.Besides the AAT facility, Ford India will export engines to other Ford plants in the Asia-Pacific region. It already caters to facilities in South Africa. “The number of engines exported will increase to 2,500 per month, and will continue to build as the projected export demand gradually increases through the year-end and into 2011,” the company said.Ford India has been exporting diesel powertrains from the Indian engine facility, with a production capacity of 2.5 lakh units per annum, to South Africa since 2008. The Indian subsidiary of the U.S. car major is also exploring export opportunities for new cars and powertrain components to markets in the Asia Pacific and African regions.“We are excited about the significant growth opportunities for our engine export programme, and proud of Ford India’s contribution to the development of the local auto industry and the economy overall,” Boneham said. | 汽车 |
2017-09/4195/en_head.json.gz/23528 | The White House to Discuss Advanced Vehicles at Wednesday Forum
(Source: carinsurance.org)
The discussion aims to map out the future of advanced autos that will abide by the new fuel efficiency standards
Only weeks before the National Highway Traffic Safety Administration (NHTSA) is expected to complete the new fuel efficiency standards, the White House will hold a three-hour forum this Wednesday on the future of advanced vehicles.
The White House Council on Environmental Quality will host a forum on Wednesday called "Advanced Vehicles, Driving Growth." The discussion aims to map out the future of advanced autos that will abide by the new fuel efficiency standards.
"The Obama administration is bringing together diverse auto-sector stakeholders at a White House event to celebrate success stories in the remarkable resurgence of the auto industry and spotlight leaders who represent President Obama's vision of out-innovating and out-manufacturing the rest of the world," said Taryn Tuss, White House CEQ spokeswoman.
"In partnership with auto manufacturers, the United Auto Workers, states and environmental stakeholders, the Administration has developed historic fuel efficiency standards that will nearly double the fuel efficiency of cars and light duty trucks by 2025, save consumers $1.7 trillion at the pump, and encourage innovation and investment in technologies that increase our economic competitiveness and reduce our dependence on foreign oil."
The forum aims to continue taking suggestions for rule changes, mainly from foreign automakers from countries like Germany who feel the rules have been biased toward U.S. automakers.
Last year, major automakers, the state of California, and the White House agreed on the new Corporate Average Fuel Economy (CAFE) proposal for 2017-2025 that would boost fleet wide fuel economy to 54.5 mpg by 2025. The effort aims to reduce greenhouse gas emissions and lessen the country's dependency on foreign oil.
The new fuel efficiency standards for 2017-2025 will cost the auto industry $157.3 billion and add an extra $2,000 to the sticker price of new autos, but it will save consumers $1.7 trillion at the gas pump.
The NHTSA will finalize the fuel efficiency standards by the end of July 2012.
Source: The Detroit News "A politician stumbles over himself... Then they pick it out. They edit it. He runs the clip, and then he makes a funny face, and the whole audience has a Pavlovian response." -- Joe Scarborough on John Stewart over Jim Cramer | 汽车 |
2017-09/4195/en_head.json.gz/23770 | just-auto homeNews & insightsBlogs
Blog: Batteries not to blame for fatal BYD taxi fire
Glenn Brooks | 9 August 2012
A panel of safety exports has delivered a verdict in the case of a BYD plug-in taxi which crashed in May, killing three people. The panel found that the vehicles' batteries were not to blame.
The car in question, a BYD e6, was hit from behind by a Nissan GT-R which police in the southern Chinese city of Shenzen claimed had been travelling at an estimated 180km/h at the point of impact.
The findings of the police investigation into the collision stated that the taxi had veered off the road after being hit by the Nissan. The driver of the BYD, as well as his two passengers, died after the vehicle hit a tree. Various media published images of the car engulfed in flames.
The panel of experts appointed by authorities in Shenzen carried out its own investigations over two months. It has now reported that the occupants of the e6 taxi died of head injuries, rather than as a result of the fire. The battery pack did not explode, as some media had reported, but the fire WAS an electrical one. The panel found that its cause was a short circuit.
BYD had been due to launch the e6 in the US market earlier this year but is yet to do so.
BLOGWhite nights and networking in St PetersburgBLOGNew Normal becomes New Reality in BRIC parlanceBLOGColossal China powers onI'm starting to get a small idea of the scale of things here in China, but really, I'm only scratching the surface of this vast country....BLOGChina Hot PotGiven the startling complexity of obtaining a journalist visa for China - the code 'J2' is now indelibly stamped on my mind - it was with some surprise how swiftly I managed to sail through airport im...
David Leggett, editor of just-auto | 汽车 |
2017-09/4195/en_head.json.gz/24143 | The Amazing Decline of Chrysler
SlateMoneyboxA blog about business and economics.Jan. 2 2014 10:50 AM
You're Italian now! Photo by Scott Olson/Getty Images Italian automaker Fiat, which owns a 58.5 percent stake in Chrysler, reached an agreement over the holidays to purchase the 41.5 percent of the company that's owned by the United Auto Workers through a health care benefits fund. UAW will get $4.35 billion for its trouble, coming in the form of a $1.75 billion payment from Fiat, a $1.9 billion payment from Chrysler, and four subsequent annual $700 million payouts from Chrysler.
Relative to where Chrysler was four years ago on the brink of liquidation, this is a great happy ending for the brand and especially for the people who work there. But it's really striking what a collapse in the value of the enterprise this is relative to where things were in 1998 when Daimler-Benz bought Chrysler for $36 billion. That'd be just more than $51 billion in 2013 dollars. Cerberus Capital Management paid $7.4 billion for 80 percent of Chrysler back in 2007. And even though the UAW is getting a $4.35 billion payout, Fiat will only have put a total of $3.7 billion in cash into the two-phase acquisition since a lot of the money coming the UAW's way is cash flushed out of the enterprise. There are a few different ways you could look at the company's current valuation, but however you slice it, the decline over the past 15 years has been staggering in scale.
Advertisement Moving forward, by becoming sole owner of Chrysler the Italian automaker will have the chance to build a real integrated company. In the short-term, that's going to mean Chrysler's profitable North American operation will subsidize Fiat's losses in Europe. The business case is that this cross-subsidy era will be temporary as the eurozone returns to growth and that integrated technology and dealership networks across the two companies will create long-term efficiencies. But for the immediate future it creates a situation in which the Fiat Group becomes even more indebted and Chrysler's cash will be managed with a view to a global enterprise rather than an American one. | 汽车 |
2017-09/4195/en_head.json.gz/24199 | Tesla's massive 'Gigafactory' by the numbers
Tesla is doubling down on its effort to complete construction of its massive battery manfuacturing facility, affectionately dubbed the Gigafactory. With 1,000 workers building seven days a week across two shifts, Tesla is hoping to start churning out lithium-ion cells by the end of the year although it’ll be several more years before the entire structure is complete and running at full capacity.
Tesla’s electric vehicles are well-known for, among other things, their high price. That’s largely out of necessity as building a car company from the ground-up is no easy task, especially one that deals exclusively in all-electric vehicles.
Indeed, getting the Gigafactory online ASAP is a top priority as Tesla has hundreds of thousands of Model 3 reservations to fill in the coming years. As of early June, Tesla had 373,000 Model 3 reservations after adjusting down from 400,000 based on what were likely duplicates.
The Gigafactory is an incredible feat of engineering. Once complete in 2020, it’ll consist of 5.8 million square feet and be the largest building in the world (based on ground footprint). By comparison, CES has just 2.47 million square feet of exhibit space and it feels absolutely massive.
In full swing, Tesla says it’ll reduce its costs by 30 percent, a critical cog in its ability to offer the Model 3 at a base price of $35,000. At that rate, Tesla forecasts to produce more batteries at its Gigafactory than were made in the entire world in 2014. Right now, however, the factory is only 14 percent complete.
Tesla inks landmark deal with Panasonic to build Gigafactory on US soil Tesla's residential battery system leaked, here's everything we know Tesla to reveal new product line next month 6 comments | 汽车 |
2014-49/1869/en_head.json.gz/5564 | The ASAP C5 Corvette
Real Buck Rogers, 21st Century Stuff
This isn't Art Richards' first rodeo, but it's his first new rodeo. He took time out from Art's Corvettes to raise a family. During that hiatus, Art says, "We went go-kart racing and RC racing."He's back and bigger than ever if his plans go, well, as planned."We used to sit around the campfire and talk about what we can do, what we could invent. We said, 'Nothing if it ain't big.'"Art teamed up with Louis Zember to form ASAP. The bottom of their business card reads "American Supercars and Prototypes, LLC." 2/10
We ran across Art's crew in November of 2004 at SEMA, the huge annual Specialty Equipment Market Association show in Las Vegas, Nevada. Their display car was obviously a Corvette by the badges, but obviously far from stock with its cantilevered doors lifted high in the air and a body like no Vette we had ever seen.Of the rolling sculpture, Art explained, "The only thing left Corvette is the inner structure of the doors and the cleavage in the hood."Really drawing attention was the large PC screen flashing in the middle of the dash, just above the console. Plus, another screen, in front of the passenger, broadcast images for rear vision. Basically, tiny cameras took the place of side view mirrors. The car was attracting a great deal of attention. We wanted to get the scoop. After some deliberation, the crew agreed to drive the car on the desert after the show was over so we could take pictures in the real world, outside of the glitz.Art's Corvette career began, he explains, in 1967, "When I got out of Vietnam."He'd been fooling with Vettes back home in Indiana. He recalled a trip driving a '69, an L71 427 tri-power with L89 aluminum heads and a four-speed."I was pulling a '63 split-window," he says. "In Missouri, what started my career was, we slid off the road on an on-ramp. The wrecker guy came out and said, 'Man, that's the first time I've seen two Corvettes hit each other.' « Prev | 汽车 |
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Go Back: Home > Earth Island Journal > Issues > Winter 2013 > +/- +/- Plug In, Drop Out
By Jim Motavalli +Jim Motavalli is the author most recently of High Voltage: The Fast Track to Plug In the Auto Industry (Rodale), and is a contributor to The New York Times, Car Talk at NPR, and the Mother Nature Network.
If I were buying a new car today, I’d reluctantly pass on ethanol (E85) and biodiesel options. My car of choice would be a plug-in hybrid – probably the Chevy Volt, although the Ford C-Max Energi and Honda Accord also look very attractive. I see the plug-in hybrid as a transitional technology on the way to electric cars. Pure battery electric vehicles (EVs) are still pretty expensive, and on vehicles like the Nissan Leaf they’re still getting the bugs out. Some owners in Phoenix are finding out that running a car without active temperature control for the battery pack in 100-degree-plus weather reduces battery range. No doubt the second generation of the Leaf will be much better.
General Motors photo
As talk show host Jay Leno told me with quite a bit of passion, the plug-in hybrid idea – 40 miles of all-electric range from a modest battery pack, backed up with a gas engine capable of another 300 miles or more – just makes sense. Leno bought a Volt, and promptly put 10,000 miles on it without using the gasoline engine much at all. The Volt, he said, is “the smart one.” Why? Because it’s “an electric car 95 percent of the time. But when you need to go to Vegas or San Francisco, it turns into a regular car. That’s the key.”
Both automakers and EV advocates – who hate the idea of burning any gas at all – point out that most of us never travel more than 35 miles in a day, including the round-trip commute. I buy that. But we also take longer trips occasionally, and there still aren’t enough public recharging networks along our highway to make EVs viable for long-distance trips – yet. But make no mistake, the era of the EV is coming. I have no doubt that we’re headed for electrified transportation on a global basis, even if we have to go over some speed bumps to get there. I want to see battery EVs come down in price and extend range from the current 100-mile average (80 or so in the real world) to a reliable 125 miles or so. That will do a lot to kill “range anxiety” – drivers’ worries that they won’t be able to find a recharge station. I expect both of these things to happen with technology now in the pipeline. For instance, Envia Systems, a battery maker in California, announced in February 2012 that it had achieved what it called a “major breakthrough” in lithium-ion cell technology that would result in a significant increase in the energy density – and a sharp re | 汽车 |
2014-49/1869/en_head.json.gz/6837 | M4A3(75) (small hatches) Sherman
production variants
of the information on this page is courtesy of Joe DeMarco. Note: some of the
this page was compiled using a
technique informally referred to as "counting heads."
It is based on the ongoing study of period documents and
photographs, as well as surviving Shermans. Due to the
limited nature of available reference
sources, some of the information presented here must be
considered as "educated guesswork."
First of all, you have to identify the tank as being an M4A3(75) "small hatch" Sherman tank. Please visit this
page to do so.
M4A3(75)s with small hatches (officially, "Tank, Medium, M4A3, 75mm, Dry") were manufactured exclusively by the Ford Motor Company. 1690 units were made from June 1942 to September 1943. There were two Ford M4A3 Production Orders:
P.O. T-3034: 350 units produced June 1942 thru January 1943 : Serial Number 2655 / USA 3055615 thru SN 3004 / USA 3055964
P.O. T-3334: 1340 units produced November 1942 thru September 1943 : SN 11460 / USA 3053615 thru SN 12799 / USA 3054954 Click on the picture for larger size
Ford was contracted to manufacture Medium Tanks powered by an in house designed 500 HP V8 engine. Since the engine was new and untested, M4A3s served as training tanks in the US, giving Ford the opportunity to "iron out the bugs." In comparison tests, the Ford GAA engine was found to be superior to the other tank power plants, and in June 1943, it was declared "suitable for overseas supply." It was further decided that production of M4A3s would be reserved for US troops, both at home and abroad. While Ford left the Sherman program in September 1943, it continued to supply engines to Chrysler & Fisher Body for the 1944/45 production of M4A3s and M26s. During WW II, Ford's Lincoln plant produced 26,954 V8 tank engines (above). Most of the M4A3s that served in combat were of the 1944/45 production "large hatch" variety, but period photos and documents show that a small number of Ford built M4A3s fought in the final campaigns in Northwest Europe, as well as on Okinawa. Click on the pictures for larger size
The photo on the top left shows the M4A3 pilot, rolled out on May 13, 1942. The M3 bogies were replaced with the M4 type about a week later, although, curiously, the rearmost units were mounted backwards. It's apparent that the first two units were built using M4A2 hulls. Note the odd "bump" on the glacis, a feature of some early Pullman and ALCO M4A2s. The "M4A2 angle" of the upper rear hull plate as seen on Ford #2 in the top right photo, was steeper than on the standard M4A3. The overhead view shows the non standard engine deck doors of the pilot models. These units appear to be the only Fords that had M34 gun mounts in the initial configuration, along with turret lifting rings mounted in the "high" position."
Click on the photos for larger size
The four photos above show Ford # 3, the first production unit, accepted August 1942. Note the standard engine deck configuration, and the standard angle of the upper rear hull plate. This tank has the later, typical Ford M34 gun mount configuration, which was replaced by the M34A1 in March, 1943. Ford made its own power trains and claimed to have designed the one piece differential housing, which it used throughout production. On this example, part of the lower glacis "plate" was actually a casting that included the bow mg socket. "Counting heads" evidence suggests that the first 50 to 100 units used variations of this, but by October 1942, Ford settled into a standard pattern that featured a lower glacis of armor plate into which was welded a small bow mg casting. The mg dust cover fitting was most likely retrofitted, as these don't appear to have been factory installed until September, 1942.
Only Chrysler (M4A4) and Ford used "wide" drivers' hoods castings on their Shermans. Manufacturers of small hatch M4s and M4A2s made use of "narrow" drivers' hood castings. Note how the "wide" casting included a section of the glacis along with the driver's hood. On M4A3s and M4A4s, possibly because of the use of wide drivers' hoods castings, the antenna bracket was positioned very close to the edge of the glacis, whereas it was mounted further inboard on M4s and M4A2s. The lines in red on the pictures above show the weld patterns of the wide vs. narrow drivers hoods. Left-side photo courtesy of Paul Hannah.
The hull antenna bracket shown in the left side photo is typical of Ford-built M4A3s made from October, 1942 onward. The bracket shown on the right may have been used on the first 50 to 100 units. Both castings have the same part number - D50112. Our right side photo shows an "outlier" - the earlier casting on a December 1942 production M4A3 (S/N 11550) on display in Vermont. Perhaps it was a misplaced part that was used later when it was found? The Direct Vision slots were found to be a ballistic weakness of the Sherman, so the drivers' hoods were redesigned to eliminate them. The hoods were elongated in the front, where an additional periscope was provided. Ford began to replace the old hoods in October 1942, and the transition to the new hoods was completed a month later. In general, the introduction of changes was "with obsolescence." As the new parts began to enter production, the manufacturer continued to use the old parts until the supply was exhausted. Left-side photo courtesy of Kurt Laughlin.
At the start of production, Ford M4A3s were equipped with "padded" hull lifting rings as seen above. They transitioned to the "final" type of lifting ring in January 1943. A few surviving examples built during the transition period have been noted to have the padded lifting rings on the front and the final types on the rear, or vice versa.
This is the "final" and most common type of Sherman lifting ring casting. It was installed on Ford M4A3s produced from January 1943 (SNs around 11620-11680) until the end of the production.
Ford M4A3s have grouser compartments with oval cover plates (circled in red). Overheating within the engine compartment was not an issue on M4A2s and M4A3s, so that they did not require the use of air scoops as did the M4, M4A1 and M4A4. While large hatch, 47 degree hull M4A2s continued to provide access to the grouser compartments, late production M4A3s did not. Right side photo courtesy of http://toadmanstankpictures.com/
The hull ventilator behind the right side of the
turret has the asymmetrical bolt pattern typical of all welded hull
Shermans with the exception of Pressed Steel Car M4s. Cast hull
Shermans and PSC M4s used ventilators with symmetrical bolt patterns.
The right side photo shows the armored fuel cap covers, with the
locking pins intact. On many surviving tanks, the caps and/or locking
pins are missing.
Ford used a cast piece throughout for its headlamp sockets. On Shermans, headlamp plug holders were initially mounted parallel to the glacis. Our research indicates that Ford repositioned them to the "final,"
vertical position in November, 1942. Most likely this was done to keep the plugs from falling out of the holders. "Product Correction Reports" were submitted by units as they trained. PCRs often resulted in change orders, such as..."The present guard on all M4 welded hull tanks is being moved back to protect the taillight. Starting with Ford Motor Company tank Serial No. 11525, the guard will be properly placed." In the photos of 3055617 shown earlier, one can see that the initial position of the guard did not completely encompass the taillight. Photo Mark Corbett.
The side armor plates on Ford M4A3s had beveled top edges. On most Shermans, including all of the 47 degree welded hulls, the top edges were not beveled. Note also that Ford did not provide engine deck door "stops" (circled in red), while they were standard on large hatch M4A3s. The lower rear hull configuration of Ford M4A3s and the later models is similar, with a single engine access door bracketed by a pair of heavy exhaust stacks. However, Ford used a rounded casting to join the lower rear hull plate to the belly plate. Note the "GAD" caster's logo in the left side photo (circled in red) and a close up below. Ford had its own steel production facilities at its massive Rouge River complex. It made its own armor plate, as well as many of the cast parts for its Shermans. It also supplied these components to other manufacturers. Ford amor plate can be identified by a simple "F" stamping (above left). For some reason, Ford used "GAD" for its caster's logo rather than "Ford."
Note how the "GAD" bow MG casting is welded into the armor plate, the standard Ford configuration by October, 1942.
Ford made its own power trains, which had one piece differential housings. They transitioned from the E4186 to the later, sharp nosed E8543 diff housing around August 1943. The above shows the most common type seen on Ford M4A3s. Note the cast in steps. It was found that the steps interfered with the working of the quick release towing shackles (seen above right) that had been introduced with the new diff. Consequently the cast steps were eliminated, and replaced with welded on steps. "Counting heads" evidence suggests that few if any of the diffs with welded on steps were installed by Ford before production ended in September 1943. Left side photo courtesy of Alf Adams.
Ford made its own drive sprockets, which appear to have been used exclusively by Ford in production. They are "dimpled," which gives them an almost artistic appearance compared with other types of sprockets. Of course a high wear item such as this often required replacement, so that Ford sprockets can be seen on other Sherman models, and Ford M4A3s can be seen with other sprocket types.
Ford's main supplier of turret castings was General Steel. Note the very distinctive "G inside a shield" caster's logo. A lot of their turrets have dates on them, and from recording such data, we know that GS began to cast D50878 turrets without pistol ports in May, 1943. These found their way on to the assembly lines a month later. Ford used them to the end of production. This was a "with obsolecence" change, but with the proviso that the remaining supply of turrets with pistol ports have them welded shut (right side photo). See this page for more info about 75mm turrets. Left side photo courtesy of Paul and Lorén Hannah.
The photos above show the "as built" Ford M4A3 engine deck configuration. The forward section held armored filler covers for the left and right vertical fuel tanks, as well as a middle cover for the engine coolant expansion tank. The edges of the forward panel were built up with armor plates to protect the filler caps from bullet splash. A three piece splash guard was also positioned in front of the housing for the fire extinguisher pulls. The photos above are of S/N 12390 at the Saumur Tank Museum. By its appearance, the authors suspect that this M4A3 was one of the few Fords shipped to Europe during WW II, so may have a combat history.
The engine deck doors were
extremely heavy. They included a "chute" on the underside that
contained or directed any debris that came through the grating away
from the engine (on the photos above, the door is shown upside down, so
the "chute" is on the top). In November 1942, a request for a fix was
submitted to the Manufacturing Branch of the Tank-Automotive Center.
It was rejected... "It is thought that any mechanical assistance to
facilitate door opening would only result in much complication,
interference with cooling, and reduced accessibility to motor. Two men
can easily raise and close these doors where on previous tank models a
crane was required." Left side photo courtesy of Chris Hughes.
Because most served as training vehicles in the US during WW II, Ford M4A3s have survived in greater numbers than other 1942-43 production Shermans (about 80 units). The M4A3s in the photo above appear to be "as built," which was usually the case with Shermans in the US. The "padded" hull lifting rings combined with the vertical headlamp plug holders, suggest a production date between November 1942 and January 1943. There was a critical shortage of rubber at the time, and Ford was contracted to produce the particular type of "three bar cleat" steel tracks that can be seen on these tanks. The above Signal Corps photo is part of a color series unfortunately captioned "desert maneuvers, USA, 1944." The fall foliage seems inappropriate for the desert, as does the year. Tracing their movements, we think it is more likely that this series shows units of the 10th and 81st Tank Battalions, 5th Armored Division at Pine Camp, New York in the Fall of 1943. Click on the picture for larger size
Many surviving Ford M4A3s show evidence of having been remanufactured once during WW II, and again in the early 1950s. The three Tank Depots and Montreal Locomotive remanufactured 681 M4A3s from August 1944 through April 1945. Most of these would not have been available for overseas shipment because of their late date of production. The above photos shows a trio of remanufactured M4A3s at Ford's Richmond Tank Depot in Fall 1944. These reflect the appearance of the few small hatch M4A3s seen overseas in period photos in 1945. Note how the sandshields were modified to accomodate extended end connectors. Only the leftmost tank has the late, sharp nosed differential housing and a gun travel lock. "Counting heads" evidence suggest that the late diff, gun travel lock and full suite of applique armor began to be factory installed at Ford at roughly the same time - August 1943. Thus, approximately the last 250 units would have been built with these features. The other two tanks probably required more modification work on the part of the remanufacturer. The absence of gun travel locks most likely indicates that RTD was not able to obtain them for the reman program. The absence of mg dust cover fittings is just curious. Unlike other Shermans, Ford continued to position the siren on the left front fender throughout production. "A tank of 1st Division, US First Army, destroyed on outskirts of Rottbitze, Germany...March 20, 1945." USA 3054295 (March, 1943 production) is thought to have belonged to the 745th Tank Battalion, since they were attached to the 1st Infantry Divion at the time. The installation of sand shields at factory or depot seems to have been a waste, since it is obvious they were not popular with combat troops. Here one can see how they were extended out from the hull to accomodate the extended end connectors. The blanket roll rack and the mg stowage on the turret bustle would have been other items added during remanufacture. The bogie wheels may have been replaced during remanufacture, but period photos suggest that Ford used either the "pressed spoke" type seen here, or welded spoke wheels during production. The sheet metal exhaust deflector was obviously flimsy, and was replaced with an armored type in early 1945, too late for much overseas service during WW II. Click on the picture for larger size The disposition of Ford built M4A3s in the postwar years is a little murky. It is assumed that most were sealed and placed in storage lots throughout the US, such as Letterkenny Arsenal (above left). In 1946, they were declared "not acceptable" to Army Ground Forces, but the Government went back and forth for several years trying to decide if they should be retained or scrapped. OCM Item 32443, dated Oct. 28, 1948, approved obsoletion - "Scrap for Parts (Ford Engine)." It stated that there were 1413 units in the US inventory, including 120 in use by the National Guard. However, with the outbreak of the Korean War, OCM 33280 dated May 25 1950 reclassified them from "Obsolete to Limited Standard." The 1181 remaining units were to be retained for possible "emergency conversion." In January 1951, Bowen McLaughlin York received a contract to remanufacture 1493 M4A3(75) and M4A3E2(75)s. The "heavy door" problem was addressed this time, as the order included a provision "for installation of torsion bars on engine doors" (above right). Evidence on a few surviving examples indicates that Brown and Root of Houston also rebuilt some Ford units. One B & R dataplate for Serial Number 11755 is stamped 6/14/52. Right side photo courtesy of Gerry Chapek via http://toadmanstankpictures.com/
Click on the picture for larger size
Some of the 1950s remanufactured Fords were provided as Military Assistance, to Peru, for instance. Some were placed back into US Army service. Quite a few appeared in war movies of the 1950s. USA 3054468 above, was in "The Tanks Are Coming" filmed at Ft Knox in 1951. Note that this tank has the E9 modification, but lacks the extended end connectors that were to be added to each side of the tracks. The authors think that the E9 mod, as well as the M34 rotor shield mod (above right) seen on some surviving examples, were done during an earlier remanufacture in 1945 at Montreal Locomotive Works.
Most Shermans, including the Fords, were declared obsolete in 1956. Some were used as range targets, some were provided as tank monuments, but most were sold off as scrap. Popular Mechanics reported that, in 1958, a Chicago steel dealer, bought 536 Shermans from Rock Island Arsenal for $305,388.00. That is about what a single, fully restored Sherman might fetch today. It is thought that the M4A3E9 in Akron, Ohio (right) might have come from the RIA lot. The authors would gladly receive reports from readers who encounter any Ford M4A3s. Fords are perhaps the easiest Shermans on which to find the tank serial number. It was stamped on "the four corners of the upper hull." It can be found just below both of the hull lifting rings on the front, and in the areas indicated by the red circles in the rear. We don't have the opportunity to get inside many Shermans, so dataplate information would be particularly welcome. An original dataplate will include the name of the manufacturer. These were often replaced with new plates during remanufacture. Since most surviving examples were rebuilt, we have yet to come across an original Ford dataplate. Did Ford use its great stylized company logo on the original plate? Photos, Steve Tyliszczak. | 汽车 |
2017-09/4195/en_head.json.gz/24540 | March 22, 2010January 9, 2013 BMW Sport Helmet gets Bluetooth 2.0
Motorcycle Bluetooth 2.0
BMW Motorrad has expanded the application spectrum of its Bluetooth communication system and now offers it with its BMW Motorcycle Sport helmet.
The Sport helmet is already designed for immediate integration of the BMW Motorrad Communication System. With its excellent aerodynamics and exceptional aeroacoustics, it is perfectly suited to the new communications system and its outstanding sound quality. The system employs Bluetooth standard 2.0 to allow wireless voice communication between two helmets as well as other Bluetooth equipment, such as navigation systems, mobile telephones, or MP3 players.
The BMW Motorrad Communication System comprises a main circuit board, a boom microphone, and two loudspeakers which are installed in the helmet, plus two NiMH rechargeable batteries, which enable constant operation for periods of ten to twelve hours. The system is controlled by a three-button module, which fits snugly into any Sport helmet, irrespective of the shell’s dimensions.
The BMW Bluetooth System has been conceived to facilitate voice communication between the rider and co-rider, but communication with other Bluetooth equipment is also possible. For instance, the rider can not only talk to his co-rider, but is also able to receive messages emitted by the BMW Motorcycle Navigator IV, make telephone calls, or listen to music, provided the equipment used is Bluetooth-compatible. The Motorcycle Communication System also allows communication from motorcycle to motorcycle. Depending on the local conditions, the system will allow voice communication over a distance of up to 100 metres with only a slight drop in quality, provided there is an uninterrupted line of sight between the Bluetooth devices. If the distance cannot be bridged or the conditions are otherwise unfavourable, and the connection is lost, it is automatically restored as soon as the distance between the Bluetooth transmitters is sufficiently small.
The Motorcycle Communication System in the Sport Helmet is compatible with the communication system in the BMW Motorrad System 6 Helmet.
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2017-09/4195/en_head.json.gz/24749 | Toyota recalls 700,000 vehicles in US amid safety concerns
Japanese carmaker to contact owners of selected Tacoma, Camry and Venza vehicles about potential manufacturing faults
The Toyota Venza crossover sedan is to be the subject of a product recall in the US. Photograph: Justin Lane/EPA
Richard Wachman
As a byword for reliability and safety, Toyota conquered the ferociously competitive global car market to become the number one manufacturer in the world.
But the Japanese company that once could do no wrong suffered yet another blow to its battered reputation when it said it was recalling 681,500 vehicles in the US due to safety concerns.
Toyota has now recalled more than 10m vehicles in the past three years as a litany of technical problems have bedevilled a manufacturer once renowned as a pioneer of production knowhow. It has also seen operations devastated by last year's earthquake and tsunami in Japan and floods in Thailand, where many parts are made.
Pummelled by natural disasters, faulty vehicles and the high yen, which makes exports expensive, Toyota warned in December 2011 that profit would be less than half what it was in 2010. Sales have been hit hard, and the firm has lost market share to resurgent US rivals.
No longer is Toyota the largest carmaker in the world – General Motors had grabbed back the title it lost in 2008 after decades of American hegemony, while Germany's Volkswagen has overtaken Toyota in Europe and is winning awards for reliability and design.
Colin Couchman, a senior analyst at IHS Automotive, said: "The latest Toyota recalls are the last thing the company needs, as it undermines claims they have turned a corner and will attract the sort of attention the firm could do without."
He added: "Toyota has lost market share in North America, with the Koreans making gains when it comes to smaller vehicles, and GM lifting sales of trucks and SUVs.
"The playing field has evened out in America, with US companies coming up with a lineup so good they don't have to discount as much as they did."
Instead, the Japanese need to cut prices to claw back what they have lost. This is a relatively new dynamic and "it's going to be intriguing to see how it plays out," he said.
The latest recalls, disclosed by Toyota on Thursday, include about 495,000 Tacoma trucks, made between 2005 and 2009, which need to have their steering wheel spiral cable assemblies replaced.
Toyota said friction may occur between the assembly's spiral cable and the retainer in some vehicles and, over time, cut the connection to the driver's airbag.
In addition, it is recalling about 70,500 Camry sedans made during 2009 and about 116,000 Venza crossovers made between 2009 and 2011 to replace lamp switches.
The company said it would notify affected owners when it was obtaining replacement parts, which it would fit for free. It said it was not aware of any accidents or injuries caused by the problems.
The company's carefully cultivated image as safe and reliable has taken a beating. The setbacks have dented public confidence and left senior management embarrassed, culminating two years ago in an appearance by then chief executive Akio Toyoda before a US congressional committee, during which he apologised repeatedly for the faults. There were 14 separate recalls involving Toyota vehicles in 2010 alone.
In 2010, Toyota was fined $32.4m (£20.9m) by the US government for failing to swiftly recall millions of vehicles with faulty brakes and steering. Those fines were the maximum allowed by law. Toyota paid another $16.4m fine related to the recalls, bringing the total to $48.8m.
Another investigation was prompted by the fatal crash of a California highway patrol officer, Mark Saylor, and his family. They died after reporting a stuck accelerator while driving a 2009 Lexus ES 350.
Despite its travails, Toyota has returned to normal production and seen a revival in its sales in the US, one of its biggest markets. According to the latest data, Toyota's US sales increased by 12% in February from a year earlier. Analysts said the upward trend was likely to continue in the coming months despite the latest recall.
[This update was inserted on 13 March 2012: A Toyota representative adds that "the US government investigations by the National Highway Traffic Safety Administration and engineers at the National Aeronautical and Safety Administration into unintended acceleration both concluded that there were no real-world scenarios in which Toyota electronics can cause unintended acceleration and both closed their investigations into this matter in 2011."]
But one problem that is not going away is the strength of yen, still relatively high against the dollar. A strong yen means a ≠dip in the value of repatriated profits for big exporters such as Toyota, as well as putting their products at a competitive pricing disadvantage in export markets.
• This article was updated on 13 March 2012 to include information from Toyota about the outcome of US inquiries into the accelerator question. Toyota | 汽车 |
2017-09/4195/en_head.json.gz/26181 | Weigh Your Options When Spec’ing a Suspension System
When school bus drivers transport students to and from school, they should focus on the well-being of their passengers, not bumps and potholes in the road. By driving a bus with a good suspension system — which combines road-holding ability and control with a smooth, quiet ride — drivers can more easily concentrate on the task at hand. This article explains how to select a suspension system that best meets your needs. Note: You need to make sure that your suspension system meets state specifications. These design and capacity requirements should be reviewed carefully before selecting a suspension system. Find the right balance Today, several design options are available. Selecting a good suspension system involves finding an acceptable balance of durability, stability, cost and ride comfort. Too often, decisions on the selection of suspension systems are made with a focus on durability. High-capacity systems don’t always provide increased durability or longer life; however, they usually do provide a poor ride for the passengers and the driver. We categorize suspension systems as “soft” or “firm.” For the best performance, these systems should not be mixed. For example, a soft front suspension system should not be matched with a firm rear suspension. The weight of the vehicle is another key consideration. It can vary dramatically depending upon the number of passengers and equipment options, such as wheelchair lifts and air conditioning. The location of the fuel tanks also can affect weight. These variances can influence the quality of the ride. If the bus is not equipped with a suspension system designed to accommodate load variances, unusually light or heavy loads could lead to a bumpy ride. Load analysis helps An analysis should be done to determine the maximum load that the bus can be expected to carry. The suspension system must be adequate to support this maximum load, but it should not exceed that capacity. For example, if the anticipated maximum load at the rear axle is 17,500 pounds, the bus must have a suspension system rated to carry that load. It is not necessary to select a suspension of a higher capacity, such as 19,000 pounds. Overspec’ing the suspension system can lead to a poorer ride because, in general, as the capacity increases, so does the spring rate. The best ride comes from the lowest possible spring rate. (Spring rate refers to the load-deflection characteristic of the spring. It is usually expressed as pounds per inch of deflection, i.e., how many pounds of force are required to move the spring one inch.) Once the full load capability is determined, the partial load conditions must be addressed. If the bus is expected to operate frequently with light or intermediate loads, a suspension system providing a good ride over a wide range, such as a two-stage suspension, may be needed. Seek expert advice An important part of selecting the best suspension system is working closely with the body manufacturer. It can help you determine the suspension system’s capacity based on the weight of the body, anticipated number of passengers, interior configuration, number of seats and options selected. Although the suspension system hasn’t always been considered the most important option on a school bus, new types of systems have been developed in recent years that provide more choices and benefits. Several options are available for both front and rear suspension systems, depending upon needs. Here is a rundown of the basic systems offered: Front suspension systems Flat-leaf springs (firm ride) — The multileaf spring is the oldest option for front suspension systems. It is a stack of flat leaves of constant thickness along the entire length of each leaf. The leaves are fastened tightly together, and the metal-to-metal contact creates leaf-to-leaf sliding friction. Friction restricts the movement of the spring, adversely affecting the ride quality. So, although this system is inexpensive and provides good stability and vehicle control, it does not offer the best ride. Parabolic (tapered-leaf) springs (soft ride) — A newer option on the leaf spring suspension system is one with parabolic (tapered-leaf) springs, which are thicker in the middle than at the ends (see illustration). These suspension systems use fewer spring leaves, which reduces leaf-to-leaf friction and produces a smoother ride than flat-leaf springs. Rear suspension systems Multileaf variable rate springs (firm ride) — This flat-leaf spring design offers a variable deflection rate by changing the effective length of the spring with the use of a cam-type frame mounting bracket. As the spring deflects, due to increased load, the point of spring contact on the bracket moves toward the center of the spring, making it stiffer as the load increases. This is the most popular type of rear suspension today, providing good stability and control, but not the best ride. Parabolic (tapered-leaf) springs (soft ride) — This option is also available on rear suspension systems and provides a smoother ride than flat, multileaf springs because of the low-friction design. When considering the combination of a tapered-leaf rear suspension with a tapered-leaf front suspension, reduced stability can occur and anti-sway bar systems may be needed. Multiple (two-stage) springs (soft ride) — The multiple (two-stage) spring is designed to provide the stability of a multileaf system and good ride when the bus is either loaded or empty. This design provides a lower spring rate when the bus is lightly loaded and a higher rate when it is heavily loaded. The package of spring leaves is divided into two sections. At light load conditions, only the long leaves of the upper section are active in carrying the load, and the spring rate is relatively low. As the load increases and the upper section is compressed, it gradually comes into contact with the shorter leaves of the lower section. At the higher load conditions, both sections of the spring package are active, and the spring rate is higher. This design is an excellent option if the bus will be running frequently at lighter loads. Air-ride suspension With a variable rate and low friction, this option is known for excellent ride quality coupled with a lightweight design. The suspension height remains constant and the effective spring rate changes as the air cushions are automatically adjusted to different load conditions. This option provides a smooth ride over a wide range of light to heavy load conditions. It is a good choice when transporting special-needs students, and for a small additional cost, flat-floor configuration for versatile seating plans can be provided. Flat-floor flexibility Flat-floor configurations are available with leaf spring suspensions and 19.5-inch wheels or air ride with 22.5-inch wheels. When combined with track seating, the flat-floor configuration provides the greatest seating flexibility. With this design, there are no wheelwells protruding from the floor and no step between the passenger and driver area. The flat-floor configuration has become very popular in the last few years. Summary It’s clear that the suspension system is an important factor in achieving the best combination of stability, control and ride. By setting goals and assessing the various designs, the best system will be selected to meet the specific needs of school bus drivers and passengers. Author John Fay is manager of school bus marketing for International Truck and Engine Corp. in Chicago.
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School Bus Technicians Earn ASE Master Certification
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Bendix Launches Brake Training Sessions for 2017
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IC Bus Honors Top Dealers for 2016
Four dealers win the bus manufacturer’s Diamond Premier Dealer award, while 11 win the Diamond Dealer award. IC Bus also bestows its Pursuit of Excellence award. Video
VIDEO: BusWise Efficiency Features
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11 First Student Locations Earn ASE Blue Seal of Excellence
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NSTA Urges South Carolina to Consider School Bus Contracting
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stop-arm running/illegal passing | 汽车 |
2017-09/4196/en_head.json.gz/1522 | Toyota recalls Prius, Corolla models
Toyota Motor Corp. on Wednesday announced two safety recalls for its flagship Prius hybrid and a separate agreement to pay $25.5 million to settle a shareholder lawsuit related to its sudden acceleration problems.
Jerry Hirsch and Ken Bensinger
Toyota Motor Corp. on Wednesday announced two safety recalls for its flagship Prius hybrid and a separate agreement to pay $25.5 million to settle a shareholder lawsuit related to its sudden acceleration problems.In one recall, the automaker said the steering intermediate extension shafts in 670,000 Prius cars sold in the U.S. need to be inspected and in some cases replaced. In the second recall, 350,000 of those hybrids also will have to have their electric water pumps replaced.Toyota will recall an additional 2 million vehicles worldwide, including the Prius and the Corolla, to fix the same problems.These actions follow another large recall by Toyota barely a month ago. In October, the Japanese automaker recalled 2.5 million vehicles nationally to fix a faulty power window switch that has been linked to at least nine injuries and several hundred reports of smoke and fire. In one instance reported to federal regulators, a passenger in a Camry was burned while trying to extinguish a fire caused by the switch.The big recalls come as Toyota's vehicle sales in the U.S. have been surging after being derailed last year. Sales were hurt by manufacturing disruptions and inventory shortages caused by the Japan earthquake. Massive recalls in 2010 for sudden acceleration problems and other safety defects also added to Toyota's sales woes.The gas-sipping Prius has become an important vehicle for Toyota, giving the company a reputation for producing green vehicles and becoming one of the top sellers in the automaker's lineup. Toyota is on track to sell more than 250,000 Prius hatchbacks and station wagons this year, which will make it one of the bestselling passenger cars in the U.S. So far this year, the Prius has been the best-selling car in California.In the U.S., the recalls include 2004 through 2009 model year Prius hybrids.The steering shaft problem results from a manufacturing error in which certain parts in the system did not have the required hardness and could deform. Additionally, in some cars the electric motor that drives the water pump circulating coolant through the hybrid components can shut off. In some cases, this can cause the hybrid system to stop while the vehicle is being driven.There have been no crashes or injuries reported for these two conditions. But continuing recalls might prevent potential new customers from purchasing a Toyota and could diminish the loyalty of current owners, said George Cook, professor at the Simon School of Business at the University of Rochester."This recall may also cause some sales problems for the company as the Prius model has been a hot model for Toyota," he said.The settlement in the shareholder litigation would put to rest allegations that the company hurt the value of its stock by hiding defects and other safety problems, as well as by not acting swiftly to address vehicles that accelerated out of control.Those problems came to light in late 2009 after a horrific San Diego County accident that killed a family of four in a Lexus. In the months following, Toyota recalled more than 10 million vehicles worldwide, faced multiple congressional investigations and eventually paid record fines of almost $50 million.Plaintiffs in the class-action suit, led by the Maryland State Retirement and Pension System, had claimed damages in excess of $100 million. Toyota's total market value fell by as much as $30 billion at the height of the crisis."We are pleased to be turning the page on this legacy legal issue, pending court approval, and believe this is a reasonable outcome," Toyota spokesman Mike Michels said of the settlement, which was revealed in court documents filed Tuesday.The first shareholder lawsuit prompted by the sudden acceleration claims was filed in early 2010, and since then the cases have been narrowed to holders of Toyota stock traded on the New York Stock Exchange. The claims were consolidated in U.S. District Court in Los Angeles. Judge Dale Fischer has yet to approve the settlement.In settling this case, Toyota removes another legal obstacle from its path. Last year, Toyota settled a wrongful-death case with relatives of the family killed in San Diego for $10 million.But the Japanese automaker still faces numerous — and potentially far more costly — lawsuits related to sudden acceleration and other alleged safety problems.Among them are multi-plaintiff state and federal cases alleging personal injury and death due to Toyota vehicles, as well as cases brought by consumers who contend that the value of their vehicles was diminished because of safety defects.Those cases are set for trial starting early next year. | 汽车 |
2017-09/4196/en_head.json.gz/1922 | Acura recalls all 2007-2008 LT sedans
The 2007 Acura TL is being recalled worldwide. Image: 123 Chroma Pixels/Flickr/CC BY-SAAcura, the luxury division of the Japan-based Honda Motor Co. Ltd, has voluntarily issued a safety recall for all of its 2007 and 2008 TL mid-size sedans. The recall comes as a result of a potential issue that could cause the power steering hoses to leak fluid.Hoses could deteriorate earlyAcura says that the power steering hoses in the sedans could deteriorate prematurely, leading to potential leaks of power steering fluid. A loss of power fluid could lead to the vehicle becoming extremely difficult to steer. In addition, if some of the fluid leaks onto the catalytic converter, or onto other hot parts inside the engine compartment, it could lead to smoke and, in the worst-case scenario, a possible engine fire.Nearly 53,000 LTs in U.S.According to the automaker, 52,615 TL sedans are being recalled inside the United States alone. At this time, however, there have been no crashes, fires, injuries or deaths as a result of the deteriorating power steering hoses.[A new car purchase is something to celebrate.]TL timelineThe Acura TL mid-sized sedan first appeared in 1995 to replace the automaker’s Acura Vigor. From 1996 to 2000, it was sold in Japan as the Honda Aspire. From 1996 to 2004, it was known as the Honda Saber in other markets. The fourth, and most recent, generation of the TL premiered in 2009. That version is marketed in Japan as the Honda Accord, but it is not the same Accord that is marketed in the U.S. That version is not available in Japan.The version affected in the current recall is a third-generation Acura TL.Owners to be notified in JuneNotifications will be mailed to the affected owners in mid-June, according to Acura. At that time, affected owners are urged to take their vehicles to a local dealership for a no-cost replacement of the hoses.A host of complaintsThe notice for this recall has not yet appeared on the website for the National Highway Traffic Safety Administration. However, according to Car Connection, that may not have been far off. The “complaint” section of the NHTSA website contains several posts about power steering fluid issues in 2007 and 2008 Acura TL sedans.Contact the automakerConcerned owners can contact the automaker’s recall webpage (www.recalls.acura.com)to determine whether their vehicles are affected, or for more information. Additionally, Acura can be reached at (800) 382-2238. Select option four.SourcesThe Car Connection
Motor Authority
Posted in Auto News | Tagged acura, acura recall, acura tl, honda Comments are closed. | 汽车 |
2017-09/4196/en_head.json.gz/2171 | Southern California's Holiday Motor Excursion wraps up the year: Video
It wouldn't be Christmas, New Year's or any of the other things we celebrate around this time without the annual Holiday Motor Excursion put on by the Horseless Carriage Club of America's Southern California Branch. Each year, between Dec. 25 and New Year's Day, a couple hundred cars older than your favorite grandfather drive, putter, wheeze or roar onto the roads in and around Pasadena, Calif., for a daylong road trip into motoring's past in a wheeled testament to mechanical devotion. The Horseless Carriage Club of America is a repository of automotive history from the earliest days of the invention. Membership in the club is limited to those who have cars built before 1916. That brings out a lot of Locomobiles, Tourists, Pope Hartfords, Stanley Steamers and one of the largest gatherings of Ford Model Ts you'll see all year. For this annual holiday event the club relaxes the model-year requirements a little, sometimes to cars built as late as 1932, by which time a lot of the engineering of this new form of transportation had been more fully sorted out. It's as much fun for the hundreds of spectators who show up at the launch and along the route as it is for the proud owners, drivers and restorers who get a chance to run their projects on the open road. "This is a gearhead meet for people who have taken antique cars from, in a lot of cases, not much more than dust and, like the phoenix, have turned them into beautiful mechanical pieces of artwork," said Kenny King, event coordinator and SoCal HCCA board member. "We like to display them and show them to the public and educate them about early transportation. At the same time we get to play with our artwork." The Excursion starts in a parking lot off of Foothill Boulevard in Pasadena ("Pasadena seems to be our unofficial base city," says the club's Web site), then winds up into the hills and around the floodplain of the San Gabriel Mountains. We rode in our friend Harry Hernandez's 1913 Model T Speedster. Hernandez also owns a Model T Touring and a Jeffrey, the latter serving as a reminder of how many car companies there were back in the days when economies of scale were all over the map and there were no Tier 2 supplier networks or government crash-test regulations. Our T was in great running order, and we whisked through the canyons of Pasadena, Altadena, La Canada (by the Art Center College of Design), the Rose Bowl and San Marino where we passed the Huntington Library, which likewise reminded us that this was where the oil barons and land barons all lived before Beverly Hills had even been invented. There's a donut stop (a requirement for all car-club events), a lunch stop (also required) and a final stop at a club member's home garage before the pack disperses and everybody heads home for another year. This year the tour ended at the home and garages of Loren Burch, where, each time we visit we want to start working on any of his many old-car restoration projects--or try and start the steam locomotive that once circled the backyard track. There are other HCCA events all over the country all year long. Have a look at www.hcca.org and go buy yourself a Pope, a Peerless or a Packard.
Mark Vaughn - West Coast Editor Mark Vaughn covers all car things west of the Mississippi from his Autoweek lair high above the LA metropolis. Read more » | 汽车 |
2017-09/4196/en_head.json.gz/2828 | Car Rental News
MPG Car Rental expands its fleet with latest and greatest models
For LosAngeles top provider of hybrid car rentals, 2012 looks to be a banner year. The diverse family of green vehicles at MPG Car Rental is opening its doors to three new members, including the Chevy Volt, the Fisker Karma, and the plug-in Prius. MPG Car Rental is already extremely popular for the wide range of options that it offers its valued customers, but with these additions, the best just got better.
The Chevy Volt has made a splash as the most fuel-efficient compact car in the United States , according to the Environmental Protection Agency (EPA). With an overall combined gasoline-electric fuel economy rating of 60 MPG (and a combined city/highway fuel economy of 93 MPG-e in all-electric mode), the Chevy Volt is an exciting new option for drivers who want to save a buck for themselves and save the planet at the same time. Talk about racking up some good karma!
As for the Fisker Karma, this plug-in hybrid sports car is the ultimate rebuttal to all those critics who have said that hybrids have no style or panache. This marvel of engineering is a beauty to look at and a dream to drive. Featuring a combined city/highway fuel economy of 52 MPG-e in all-electric mode, and 403 horsepower electric motors, the Fisker Karma has all the character of a classic top-of-the-line sports car with the fuel economy of a premier plug-in hybrid. The asking price for a brand new Fisker Karma is over $100,000 , but why buy it when you can rent it for a very competitive rate at MPG Car Rental, the best car rental company for eco-friendly consumers?
Last but not least, the new plug-in Prius arrives in March, and what can we say, once again Toyota has managed to improve on their brainchild. As with each new release of an Apple product, it’s hard not to get giddy about the latest Prius model. The plug-in Prius offers a combined electric and hybrid mode of 87 MPG-e, making it one of the most fuel efficient cars on the road today.
These three vehicles and many other hybrid cars and SUVs can be found at MPG Car Rental, a reputable company with a headquarters conveniently located in Venice, CA. To learn more about MPG Car Rental, competitively priced car rental at LAX, making online reservations, and special offers, visit online at www.mpgcarrental.comADVERTISEMENT
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Best Western announced 2012 Board of Directors | 汽车 |
2017-09/4196/en_head.json.gz/3365 | Business Day|Carmakers Back Strict New Rules for Gas Mileage
Business Day Carmakers Back Strict New Rules for Gas Mileage
By BILL VLASICJULY 28, 2011
DETROIT — Four years ago, the American auto industry was so opposed to higher fuel economy standards that executives of Detroit camped out in Washington in an unsuccessful bid to undercut them.On Friday, when President Obama announced even stricter standards — in fact, the largest increase in mileage requirements since the government began regulating consumption of gasoline by cars in the 1970s — the chief executives of Detroit’s Big Three were in Washington again.But this time they were standing in solidarity with the president, who was also surrounded by some of Detroit’s highest-tech — and most fuel-efficient — new vehicles.While the American carmakers, as well as their Asian rivals, once argued against even minimal increases in government fuel rules, they are acquiescing without protest to an increase to 54.5 miles per gallon by 2025, from the current 27 miles per gallon. Continue reading the main story
The new standards are seen by the Obama administration as critical to reducing oil consumption and cutting consumer expenses at the pump, and the White House made it clear to Detroit executives that the changes were coming and they needed to cooperate.
It is an extraordinary shift in the relationship between the companies and Washington. But a lot has happened in the last four years, notably the $80 billion federal bailout of General Motors, Chrysler and scores of their suppliers, which removed any itch for a politically charged battle from the carmakers.And the auto companies have gotten a lot better at building popular small cars that are fuel efficient — thanks to gas-electric hybrids and advances in battery technology — and consumers are responding. Six of the 10 best-selling vehicles in America are small or midsize cars, and one of the most popular pickup models on the market is a Ford F-Series with a high-mileage, six-cylinder engine.Still, the industry’s meek acceptance of what are considered extremely challenging fuel-economy goals is a marked retreat from years past, when the companies argued that consumers would not be willing to pay for the technology needed to meet higher mileage requirements.“The auto companies’ level of vitriol and rhetoric has changed,” said Dan Becker, director of the Safe Climate Campaign, a group that works to mitigate global warming. “We welcome all epiphanies.”The new mind-set in Detroit has been helped by some give and take on the government’s side. G.M., Ford and Chrysler pressed for less onerous mileage goals for their profitable pickup trucks and got them. And the administration agreed to revisit the new requirements halfway through their course, with the possibility of adjusting them.In the end, though, Detroit was faced with an undeniable political reality: there was no graceful way to say no to an administration that just two years ago came to its aid financially.“This was no time to fight these regulations,” said one Detroit executive, who spoke on condition of anonymity because of the nature of the closed-door negotiations. “And you’re starting to see these fundamental shifts in the market that play a huge role in this,” the executive said in advance of Friday's announcement.
“The standards are going to be quite stringent and a challenge,” said Scott Becker, a senior vice president in the United States for the Japanese automaker Nissan. Above, the company's electric vehicle, the Leaf.
Richard Drew/Associated Press Environmental groups find themselves in the unusual position of lauding the automakers for making fuel economy a priority in virtually all their newest products, from the tiniest subcompact to the heaviest pickup.
“These proposed standards can be met using well-known technologies such as better engines, lower-cost hybrids and electric cars,” said Roland Hwang, transportation program director at the Natural Resources Defense Council.The proposal introduced by the president calls for a 5 percent annual increase in fuel economy for cars from 2017 to 2025. The gains are more modest for the light-truck category, which includes sport utility vehicles — 3.5 percent a year through 2021, and then 5 percent annually in the next four years. The standards announced four years ago run through 2016, requiring a corporate average of 36 miles per gallon by then.
Over all, the new standards will require a 54.5 miles per gallon corporate average for 2025. That standard will be made more easily achievable by credits that automakers can earn by producing battery-powered vehicles, hybrids and alternative-fuel models. Details of how the credits will work have not yet been made public, but the intention is to encourage the development of cars with far lower emissions.Initially, the White House floated a much more aggressive target of 62 miles per gallon by 2025. It reduced that twice before agreeing on the final number.A crucial negotiator for the administration was Ron Bloom, one of the senior members of the president’s automotive task force that shepherded G.M. and Chrysler through taxpayer-financed bankruptcy reorganizations in 2009.Detroit executives said Mr. Bloom’s relationships with the companies and his understanding of their current and future products were critical factors in bringing all the sides together. The parties included environmental and public health groups as well as the California Air Resources Board, which has historically set standards more aggressive than the federal ones.“The really big part of this is the midpoint review,” said David Cole, chairman emeritus of the Center for Automotive Research, an auto industry research group in Ann Arbor, Mich. “By then everybody will have a better understanding of the cost of the technology, particularly the batteries.”The automakers are confident that they can achieve incremental goals each year, but the real test will be if costs can be lowered enough so consumers will want to buy more electric and hybrid models.“The standards are going to be quite stringent and a challenge,” said Scott Becker, a senior vice president in the United States for the Japanese automaker Nissan. “But given the range of technologies that we either have currently or are developing, we will be in a position to meet them.”
Support for the new standards by the Detroit and Asian carmakers will allow the administration to formally set forth the plan by the end of September, which will then be followed by a public comment period.The White House has said the regulations will save drivers money at the pump in addition to reducing emissions. In the past, Detroit might have challenged the thesis, or forecast a negative impact on job growth. This time, the automakers’ trade group proposed radio ads that would have raised concerns about job losses, but the proposal was squelched by some of the companies, notably G.M. and Chrysler.
Instead, the automakers decided to sign on to the goal of 54.5 miles per gallon — and wait and see if it can be achieved down the road.“These targets are far out there, but the economics need to work,” said Mr. Cole. “This is also the most aggressive environmental administration the industry has seen for a long time, and the companies have to get through this with them.”
Nick Bunkley contributed reporting.
A version of this article appears in print on July 29, 2011, on Page A1 of the New York edition with the headline: Carmakers Back Strict New Rules For Gas Mileage. Order Reprints| Today's Paper|Subscribe
New Goal for Fuel Economy | 汽车 |
2017-09/4196/en_head.json.gz/4160 | We The People pancake feed Firth downs Cardinals, 58-50 State wrestling update You are hereHome » Family opens NAPA Auto Parts store
Family opens NAPA Auto Parts store The Smith family from American Falls has been keeping their eye out for a new place to expand their NAPA Auto Parts stores in Southeast Idaho and found the perfect opportunity in Blackfoot. They opened the doors to a new store on Monday at 1250 W. Bridge, in the old Spudnik building next to Gold's Gym. The family opened their first NAPA store in American Falls in 1998 and a second store in Aberdeen in 2008.
The family-owned business — which includes Dennis and Donna Smith; their two sons Joaquin (wife Sarah Wyne Smith) and Kade (wife Jesalee Thomas Smith) — employs six people at the Blackfoot store.
Sarah (Wyne Smith), who grew up in Pingree and graduated from Snake River High School as the daughter of Dr. Edward and Sally Wyne, said she is thrilled to be back working in the Blackfoot area again.
"I have so many fond memories of working at the Blackfoot Community Clinic and being involved in the Nuart Theater," she said.
Sarah said that as business partners in NAPA, the family takes great pride in their excellent customer service and the ability to supply even 'hard to find' parts."
"We are continually trying to stretch our inventory to meet the needs of the community by carrying lines in light duty, heavy duty, ag, import and hydraulic parts.
"If we don't have it, we'll get it," she added. "I love that we're branching out. We love to support local communities and we look forward to our new home in Blackfoot."
For more information on NAPA Auto Body in Blackfoot call 785-9950. | 汽车 |
2017-09/4196/en_head.json.gz/4193 | 1 of 8The SRT Viper made it on-track debut Thursday at Mid-Ohio.Photo by ALMS2 of 8The SRT Viper.Photo by ALMS3 of 8The Viper takes on Mid-Ohio.Photo by LAT Photographic4 of 8The SRT Viper waits to take on Mid-Ohio for practice on Friday.Photo by LAT Photographic5 of 8The Viper is back in the American Le Mans Series for the first time since 2000.Photo by LAT Photographic6 of 8The Viper runs at Mid-Ohio.Photo by LAT Photographic7 of 8The SRT Viper at Mid-Ohio.Photo by LAT Photographic
Next Gallery: Le Mans Blog: Pay respect to Audi, DeltaWing teams for raising the bar »
8 of 8Next Gallery: Le Mans Blog: Pay respect to Audi, DeltaWing teams for raising the bar SRT Vipers make ALMS debut at Mid-Ohio
SRT Motorsports made its long-awaited debut in the American Le Mans Series on Thursday, testing for the Mid-Ohio Sports Car Challenge. The two SRT Viper GTS-Rs hit the track for the first time after the manufacturer announced in April that it was bringing a two-car factory Viper program.This weekend's event marks the first race for Viper in the ALMS since 2000.The No. 91 Viper of Dominik Farnbacher and Kuno Wittmer was 11th in GT on Thursday at 1:22.891 (98.066 mph). Two spots down was the No. 93 Viper entry of Marc Goossens and Tommy Kendall.“First of all, I want to thank the whole SRT team for putting this together. It's been a hell of a few months,” said Farnbacher, who posted the team's best lap Thursday. “We've been working day and night, and thanks to the team for working day and night.“The car feels fantastic. The first time out, it already feels very good. Of course, the first time out we have a little fine-tuning to do on the setup, but other than that it's a fantastic car. I think we're heading the right way. It feels good so far.”The SRT Vipers—constructed by Riley Technologies—went through a thorough testing schedule that included multiple days at Mid-Ohio in the past month. The GT class in the ALMS also includes factory- and works-supported teams from BMW, Chevrolet, Porsche, Ferrari and Lotus.“There are goals and expectations,” Kendall said. “A driver's goal is to always come out and win the race. The expectation, though, is to learn as much as we can. We've done a lot of testing and have a lot of questions in our minds about where we stand. We want to get as many miles as we can. We're under no illusions about what we've gotten into. We picked a pretty deep and stocked pool to jump in.” The Mid-Ohio Sports Car Challenge is set for 1 p.m. on Saturday, being hosted at the 2.25-mile, 13-turn Mid-Ohio Sports Car Course. | 汽车 |
2017-09/4196/en_head.json.gz/4327 | You are here: Vehicles The FC82
Vehicles - The FC82
V8 Coil Sprung Forward Control
The FC82 was a development of the 139” wheelbase Sandringham Six. Built to satisfy the military payload requirement, the vehicle had to be made into a Forward Control configuration to be able to carry a platoon. Back to back seats were fitted facing front and rear and a canvas tilt could be fitted with the tilt frame running down the side of the seats and located in holes in the floor. The floor was aluminium tongued and grooved sections. The rear body was fitted with dropsides and a drop tail. Small lockers were fitted between the rear of the cab and the dropsides, and below the body between the front and rear wheels. The 6X6 used the Sandringham Six’s petrol tank which was specially made to fit above the rear axles and below the body. The 4X4 used the standard Land Rover rear tank. SMC Engineering had heard about the proposed military requirement for a mainly road-going vehicle, with limited off-road capability, at the 1980 British Army Equipment Exhibition. The Sandringham six had been launched in 1979 and was then adapted into the FC82. Its launch was at the 1982 British Army Equipment Exhibition. I have read that it was on static display as well as in the mobility display.
My FC82 was bought as a flatback vehicle but was supposed to have been a fuel bowser. At that time I still hadn’t located SMC Engineering so I thought I would contact past owners to see what light they could shed on the vehicles history. As luck would have it the person who had owned the vehicle originally was very helpful. He had run a business renting out Range rovers to film companies and TV channels for outside broadcasts. He had gone to buy an ex-demo hi-cap pickup for his business but returned with a virtually new FC82 for £2000 less than roughly treated ex-demo hi-caps were selling for.
The FC82 was bought at the auction as a dropside pickup with canvas tilt fitted, so had never been a fuel bowser originally. The new owner kept it for about eight months before selling it to Heathrow Airport. Here it lost its original body and was made into a mobile workshop/bad weather rescue vehicle for all the other airport vehicles. This explained the worklights, extra batteries and “Forth Bridge” built rear tow bar. The rear mounted fuel tank was also replaced with a lorry tank to make way for the tow bar strengthening. It’s said that it was the very first vehicle to be painted in the then new BA livery of dark blue and grey, even the engine box was painted. After seven years at Heathrow it somehow found its way to a farmer on Humberside who fitted the current flatback body for carrying a vintage tractor. After owning the vehicle a few years he seems to have started the long performance of trying to sell it. Four years had passed between the first advertisement and my friend acquiring it.
Eventually I finally met up with SMC’s owner. He said he still had a body that would fit my vehicle, unfortunately it was a much later type than it should have been if I am to restore it to its original specification. No drawings survive of the bodywork dimensions, I presume because so many sets of bodies were built by the coachbuilders and used as required on either Sandringham Sixes or FC82. The 4X4 body was a cut down version of the 6X6 body. The only 6X6 vehicle I know of has also had it’s body altered so all the vital measurements I require are not available and I have been unable to trace the whereabouts of the other vehicles in the UK. After my visit to SMC I now know what should and shouldn’t be on my FC82 as far as the chassis cab is concerned but I require some good photographs to try to make an accurate rear body. The dropsides are not the problem but the size of the lockers at the rear of the cab are.
Geoff Burge 2001 | 汽车 |
2017-09/4196/en_head.json.gz/5201 | Advertisement Advertisement Pelosi: Big 3 Bailout An Automotive 'Renaissance' Tue, 01/12/2010 - 3:37am Comments by Ken Thomas, Associated Press Writer DETROIT (AP) — House of Representatives Speaker Nancy Pelosi and top Obama administration officials on Monday defended last year's federal bailout of the auto industry, citing optimism that General Motors and Chrysler had made strides only months after exiting bankruptcy.
"What we see here today is a renaissance," Pelosi said. "A renaissance, a phoenix — a rebirth."
Pelosi and more than a dozen lawmakers traveled to the auto industry's annual showcase. They inspected General Motors' Chevrolet Volt, a plug-in electric vehicle, as well as engine technologies under development by Chrysler LLC and its Italian partner, Fiat Group SpA, and fuel-sipping small cars from Ford Motor Co.
Transportation Secretary Ray LaHood also toured the show. He said the administration made the right decision to save GM, Chrysler and auto lender GMAC Financial Services with about $80 billion in aid, along with a separate $3 billion Cash for Clunkers program that boosted auto sales during last summer's doldrums.
"This was a good investment of taxpayer dollars in an industry that needed a little bit of an infusion of resources," LaHood said. He noted that GM, which received about $50 billion in aid, had recently repaid the government $1 billion in loans and was showing signs of recovery.
Shiny new cars and trucks usually command all the attention at the auto show, but Pelosi and her congressional colleagues were mobbed by dozens of reporters, cameramen and hovering boom microphones as they toured the vehicle displays.
Pelosi's trip was aimed at showing support and optimism for the auto industry and Michigan, which has been ravaged by the economic downturn. GM and Chrysler were forced into bankruptcy and many automakers and suppliers faced painful job losses and a sharp decline in auto sales.
Michigan's jobless rate has hovered around 15 percent and the state has held the nation's highest unemployment rate for much of the past four years.
"I see a lot of flickers of hope here," said Labor Secretary Hilda Solis.
During a luncheon with Michigan Gov. Jennifer Granholm, Detroit Mayor Dave Bing, lawmakers and industry officials, Pelosi acknowledged that the government's intervention in GM and Chrysler and the economic stimulus was met with resistance.
But Pelosi and others said it was critical to preserving the nation's manufacturing base and developing renewable energy sources. Pelosi said she planned to return to Detroit for the 2011 auto show to chart carmakers' progress.
The U.S. government owns about 61 percent of General Motors and nearly 10 percent of Chrysler. GM has said it will repay nearly $7 billion in loans by June and is working to conduct a public stock offering, which could lead to the repayment of some of the billions.
GM Vice Chairman Bob Lutz said Monday that the automaker could not repay the U.S. government with one stock offering and may issue two in an effort to repay the money.
"I don't think we've given any thought to how big the first wave would be and when we'd do the second wave," Lutz told reporters. "I think it's fair to assume that we couldn't go the whole $50 billion all at once."
Government watchdogs have expressed doubt that the government will get all its money back. The Congressional Oversight Panel reviewing the $700 billion Troubled Asset Relief Program said last year that most of the $23 billion initially provided to GM and Chrysler was unlikely to be repaid.
Pelosi said GM chairman and interim CEO Ed Whitacre Jr. assured her that "he's a taxpayer and he wants his money back. We feel that we're on the right path now. I think this represents real change."
Whitacre has projected a positive outlook for the company, telling reporters last week that GM could be profitable this year depending on economic factors. "We're going to make you proud," Whitacre told Pelosi. "You're going to like what we do."
Providing more help, the Energy Department announced $187 million in funding for projects to boost the fuel efficiency of heavy-duty trucks and passenger vehicles. General Motors, Chrysler and Ford Motor Co. were among the beneficiaries.
Government leaders took a prominent role on the first day of the North American International Auto Show, a major industry showcase with wall-to-wall vehicle unveilings and thousands of journalists. The government's influence was apparent — even a local coffee company served "organic bailout blend" in the media lounge. | 汽车 |
2017-09/4196/en_head.json.gz/5519 | Follow us: News Freight Class I Short Lines & Regionals Switching & Terminal Intermodal Passenger Intercity Commuter/Regional Rapid Transit High Performance Light Rail Mechanical Freight Cars Locomotives M/W C&S Sustainability Safety PTC Finance/Leasing Regulatory Sunday, May 12, 2013 A look back in time: The GM/Southern Pacific Vert-A-Pac
SP Vert-A-Pack
Remember the Chevrolet Vega and its Pontiac equivalent, the Astre? These cars were shipped long-distance in a rather unusual manner.
Until the early 1960s, automobiles moved by rail were carried in boxcars. The boxcars were 50 feet long with double-wide doors. Inside was room for four full-sized sedans on a two-tier rack—two raised up off the floor on a steel rack and two others tucked in underneath them. This protected the cars during transport but wasn’t very efficient, as the weight of four vehicles was far less than the maximum weight a boxcar that size could carry. When 85-foot and 89-foot flatcars came into service, it was possible to pack up to 15 automobiles in one car on tri-level autoracks. But this still didn’t approach the maximum allowable weight for each flatcar.
When Chevrolet was designing the Vega during the late 1960s, one of its main objectives was to keep the cost of the car down around $2,000 (in circa-1970 dollars). At the time, the freight charge for moving a loaded railcar from the Lordstown, Ohio, assembly plant to the Pacific coast—the longest distance cars produced at Lordstown would need to travel—was around $4,800. Since the Vega was a subcompact, it was possible to squeeze three more cars on into an autorack, for a total of 18, instead of the usual 15. But that still worked out to around $300 per car—a substantial transportation charge (which dealers passed on to customers) for a $2,000 car. If Chevrolet could get more Vegas on a railroad car, the cost per unit of hauling them would go down.
Engineers at General Motors and the Southern Pacific Railroad came up with a clever solution. Instead of loading the cars horizontally, they were to be placed vertically on a specially designed autorack called the Vert-A-Pac. Within the same dimensions of an 89-foot flatcar with a tri-level autorack, the Vert-A-Pac system could hold as many as 30 automobiles instead of 18, reducing the transportation charge per vehicle by about 40%.
Chevrolet’s goal was to deliver Vegas topped with fluids and ready to drive to the dealership from their distribution point. In order to be able to travel nose-down without leaking fluids all over the railcar (and onto the tracks), the Vega’s engineers had to design a special engine oil baffle to prevent oil from entering the No. 1 cylinder of the car’s inline-four engine. Batteries had filler caps located high up on the rear edge of the case to prevent acid spills. The carburetor float bowl had a special tube that drained gasoline into the vapor canister during shipment, and the windshield washer bottle stood at a 45 degree angle. Plastic spacers were wedged between the powertrain and chassis to prevent damage to engine and transmission mounts. The wedges were removed when cars were unloaded. The doors were closed with a forklift tractor (see illustrations).
The Vega was hugely popular when it was introduced in 1970. However it quickly earned a reputation for unreliability, rust, and poor engine durability. When the Vega and the Pontiac Astre were discontinued in 1977, the Vert-A-Pac racks were retired as they were too specialized to be used with anything else. The Vert-A-Pac racks were scrapped, and the underlying flatcars went on to other uses.
Railway Age thanks Doug Warble, Mechanicsburg, Pa., a member of the Susquehanna Valley GTOs automobile club, and the club’s newsletter, GTO Tiger Times, for this article. Railway Age Editor-in-Chief William C. Vantuono is Chapter Coordinator for the GTO Association of America and an SVGTO member. Tagged under | 汽车 |
2017-09/4196/en_head.json.gz/6279 | This camouflaged Ford Fusion was caught testing in metro Detroit. Photo by Autoweek 2013 Ford Fusion is spotted on the road in light camouflage
The 2013 Ford Fusion made its public debut at the Detroit auto show in January. It was completely restyled from the last-generation car and bears a strong resemblance to the Ford Evos concept revealed in Frankfurt. The new Fusion will hit showrooms soon, but one of our intrepid readers spotted this camouflaged prototype cruising the streets of metro Detroit on Thursday morning.The new Fusion will be available with one of three four-cylinder engines, ranging from 170 hp to 237 hp. Ford will also build a Fusion plug-in hybrid model to compete with the Chevrolet Volt and the Hyundai Sonata hybrid. The Fusion will be offered with a six-speed automatic, a six-speed manual or a six-speed SelectShift automatic, an upgraded unit used on the Ford Taurus SHO.In the pictures we can clearly see the 2013 Fusion's headlights and new grille, though it looks to be blacked out on this car and not chrome. The new flowing shape is easily seen, along with the oblong taillights we saw on the show model.Ford says the car will go on sale “in the middle of 2012,” so hopefully the company is working out the last few bugs on the vehicle. Or, who knows, it could be a 2014 Fusion testing some other new technology we haven't heard about yet. We'll find out more later this year. | 汽车 |
2017-09/4196/en_head.json.gz/6762 | Ferrari 330 & 365 GTC
Models Index
Ferrari F40 model guide
F40 we have sold
Ferrari F40 Model History
The Ferrari F40 is a mid-engine, rear-wheel drive, two-door coupé sports car produced by Ferrari from 1987 to 1992 as the successor to the Ferrari 288 GTO. From 1987 to 1989 it was Ferrari's fastest, most powerful, and most expensive car. The car had no traction control, and a rather agressive power delivery from it's twin turbo V8 engine...Rated by many as the greatest Supercar of them all, the F40 was the last car commissioned by the late Enzo Ferrari, to celebrate 40 years of production at Maranello.
Following on from the 288 GTO Evoluziones, the F40 took the concept of a powerful engine in a lightweight body a stage further. With a power to weight ratio of over 400bhp/ton the F40 set new standards of performance - eclipsing even the Porsche 959 with its 200mph top speed and brutal acceleration. Even today - these are really good fun to drive - and without the proliferation of driver aids seen in modern supercars - you are reminded what "real" driving is all about when an F40 comes on boost - especially when the road you are travelling on is not completely dry..Total production for roadcars came to 1315 - with an additional small number of racecars also made - all were LHD. There were 7 RHD cars made by Pininfarina for Brunei - of which we have sold the 2 that have come onto the market. Talacrest and the Ferrari F40
We have sold lots of these cars - and vividly remember a spirited drive around the M25 when the cars first came out - and before the advent of speed cameras...
We have sold the "White Collection" ex - Chris Evans a few times - now repainted in it's original red and in "as new" condition - Click here for details. There is a link to a video of this car is on the bottom right of the page - when it was part of the White Collection.
There were 7 RHD cars made by Pininfarina for Brunei. 2 of these cars have come onto the open market - with the other 5 remaining in Brunei. We have sold one of the cars 3 times! - Click here for details. The other car with a desirable non-cat/non adj spec and with a modified 650 BHP engine was also sold by us - Click here for details.
Ferrari F40 price guide
Current prices range from £550,000 to £1 million dependant on mileage. Classiche certification and full service history are essential and unless it is a RHD Brunei car - modifications affect values as the market for cars modified to LM/GTE specification is much smaller.
If you are buying or selling - talk to us first.
Examples of Ferrari F40 Talacrest have sold
Video of Ferrari F40 Talacrest has sold
Latest Stock
We have access to the best classic Ferrari available anywhere in the world...
With over 30 years experience Talacrest have sold over $1 Billion worth of Ferrari.
Find out all the latest news from Talacrest from out social feed, updated daily. | 汽车 |
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in Dataset Viewer.
Industry models play a crucial role in driving enterprise intelligence transformation and innovative development. High-quality industry data is key to improving the performance of large models and realizing industry applications. However, datasets currently used for industry model training generally suffer from issues such as insufficient data volume, low quality, and lack of domain expertise.
To address these problems, we constructed and applied 22 industry data processing operators to clean and filter 3.4TB of high-quality multi-industry classified Chinese and English language pre-training datasets from over 100TB of open-source datasets including WuDaoCorpora, BAAI-CCI, redpajama, and SkyPile-150B. The filtered data consists of 1TB of Chinese data and 2.4TB of English data. To facilitate user utilization, we annotated the Chinese data with 12 types of labels including alphanumeric ratio, average line length, language confidence score, maximum line length, and perplexity.
Furthermore, to validate the dataset's performance, we conducted continued pre-training, SFT, and DPO training on a medical industry demonstration model. The results showed a 20% improvement in objective performance and a subjective win rate of 82%.
Industry categories: 18 categories including medical, education, literature, finance, travel, law, sports, automotive, news, etc. Rule-based filtering: Traditional Chinese conversion, email removal, IP address removal, link removal, Unicode repair, etc. Chinese data labels: Alphanumeric ratio, average line length, language confidence score, maximum line length, perplexity, toxicity character ratio, etc. Model-based filtering: Industry classification language model with 80% accuracy Data deduplication: MinHash document-level deduplication Data size: 1TB Chinese, 2.4TB English
Industry classification data size:
| Industry Category | Data Size (GB) | Industry Category | Data Size (GB) |
|---|---|---|---|
| Programming | 4.1 | Politics | 326.4 |
| Law | 274.6 | Mathematics | 5.9 |
| Education | 458.1 | Sports | 442 |
| Finance | 197.8 | Literature | 179.3 |
| Computer Science | 46.9 | News | 564.1 |
| Technology | 333.6 | Film & TV | 162.1 |
| Travel | 82.5 | Medicine | 189.4 |
| Agriculture | 41.6 | Automotive | 40.8 |
| Emotion | 31.7 | Artificial Intelligence | 5.6 |
| Total (GB) | 3386.5 |
For the convenience of users to download and use, we have split the large dataset into sub-datasets for 18 industries. The current one is the sub-dataset for the automobile industry.
Data processing workflow:
- Downloads last month
- 53
Size of the auto-converted Parquet files (First 5GB):
3 GB
Number of rows (First 5GB):
993,778
Estimated number of rows:
9,803,434