Monday, January 2, 2012
Smart ForTwo Review
The Smart ForTwo isn't so much a small car as a short one. At just eight feet from stem to stern, it’s by far the shortest car on the market. What's the difference between small and short? A small car can stay low to the ground to achieve excellent handling and fuel economy. A short car only excels at one thing: unmetered parallel parking. The first-generation Smart proved the point. As reviewed on TTAC, it was a noisy, slow, poor-handling, stiff-legged, bouncy and crashy car with meh mileage. So, Daimler says it’s rectified the first-gen's faults. Is Version 2.0– headed stateside in 2008– ready for prime time?
The new ForTwo maintains its Tonka-toy proportions and look at me I’m wearing designer glasses (without a prescription) unconventionality. There’s now a painted parenthesis around the driver’s compartment: a clever if unsuccessful attempt to reassure drivers that Smart’s got their back (as there’s nothing much behind them). From certain angles, the slash-marked Four Two looks like a Pokemon with weird sideburns. Anyway, there’s no denying that observers (especially women) fight the urge to muss the ForTwo’s metaphorical hair and pinch its figurative cheeks.
The ForTwo’s new cabin uses shapes, textures and fonts with a bit less originality than before. The dash is now monolithic in the mighty Mercedes manner. And it's a shame the signature twin periscopes (rpms and clock) aren’t standard issue. On the positive side, the interior is still remarkably airy and spacious: a haven for a brace of art loving urbanites. The materials quality and fit and finish surpass Ye Olde SMART’s by a wide margin. Better yet, the ForTwo’s trunk can now swallow a full 58 gallons of luggage. One more Tumi for the road?
The stateside Smarts are motivated by a one-liter, three cylinder engine. The erstwhile powerplant is a revvy little beast, even at idle. Annoying stationary vibration aside, the mini-mill certainly gives its all– 70 horses– to the cause of forward momentum. Guide the tachometer needle to the 6500rpm redline and you just might accelerate (if that’s the right word) from rest to 60mph in 12 seconds. The ForTwo will also cruise relatively comfortably at 70mph. That’s provided you can wait that long and surmount the recalcitrance of the FourTwo's passion killing gearbox.
The original SMART was rightly and roundly criticized for its hesitant transmission. The new box still changes gears sequentially (when you request) or automatically (when it feels like it). Gear change times are reduced. But sadly, the new ForTwo still shifts the way Frank Costanza talks. Driving softly, the box swaps cogs smoothly. But hard acceleration will make you and your passenger look like diehard (one hopes) headbangers. Even worse, if you need a burst of oomph for emergency overtaking, the Smart ForTwo will pause for a moment or two before summoning more shove– while you contemplate a messy and untimely death.
The ForTwo’s suspension is also improved– but not by enough. For a city car that’s shorter than an NBA player carrying a midget on his shoulders, the ForTwo v2 rides pretty well. For any other type of car, the suspension sucks. You'd have to be a fan of sadomasochism lite to enjoy the Smart's hard not to say buckboard-quality ride. If potholes mar your local landscape, well, a smart Smart owner will have his chiropractor on speed dial.
The other downside of a hard-sprung car: you can be fooled into believing it handles well. Yes, the ForTwo corners flat. And it's true: my tester’s unassisted steering was as meaty as a cauldron of Texas chili. But the ForTwo's limits are lower than snake hips, and the ESP handling nanny is always on duty. Not to put too fine a point on it, an aggressive driver can put the ForTwo into any handling attitude they like– as long as it's an understeer slide.
So the Smart is an unpleasant-to-drive, one-trick pony. And yet there are plenty of people– some 30k American early adopters at last count– who couldn’t care less about its dreadful driving dynamics. To wit: on a three-hundred mile mosey along the Moselle River, my girlfriend fell in love with the ForTwo. She was charmed by the friendly questions posed by rural Belgians, and amused when the driver of a twenty-ton truck honked and gave us a thumbs up as we passed on a twisty mountain road (I was frozen with fear).
I reckon the Smart ForTwo is the automotive equivalent of Maxwell Smart's Cone of Silence: a great idea in theory, a laughable device in practice. Then again, the ForTwo is a statement. And it does bear a striking resemblance to the Porsche 911: a patently ridiculous concept made drivable by obsessive-compulsive German engineers. But while the Porsche has almost always made money, the Smart never has. Judging from v2, it probably never will.
Sunday, January 1, 2012
Water pump, cooling system
DescriptionA Water pump is an important part of the engine cooling system. It provides circulation of the engine coolant (antifreeze) through the cooling system (see the top picture).
A water pump moves the coolant through the passages (water jackets) in the engine cylinder block and cylinder head and then out into the radiator. This helps to remove the excessive heat from the engine; the hot coolant passes through the radiator where it cools down and then returns back to the engine.
A water pump is usually driven by the engine through the V-belt or serpentine belt. Sometimes it's driven by a timing belt.
A water pump consists of the housing with the shaft rotating on the bearing pressed inside.
At the outer side there is a pulley mounted on the shaft. At the inner side there is a seal to keep the coolant from leaking out and the impeller that acts like a centrifugal pump (see the lower picture).
Water pump problems
Typical water pump problems include coolant leaks, noisy or defective bearing, damaged or corroded impeller.
Faulty water pump might cause the engine to overheat, which can result in serious engine damage. If defective, a water pump is replaced as a unit.
Is it worth to replace a water pump when a timing belt is being replaced?
Sometimes you might be suggested to replace the water pump at the same time the timing belt is being replaced. In cases when a water pump is driven by a timing belt it's worth to do because it involves very little extra labor, plus, a water pump is subject to wear anyway. As long as the original parts are being used, I'd recommend to go for it.
If you're looking for information how to replace a water pump or other repair information on your car, you can buy an online subscription from Alldata DIY and get an instant access to the repair manual for your car.
Audi Q7 hybrid
The clean way to high performance
An engineering first in Frankfurt where Audi is premiering its first hybrid vehicle powered by an FSI direct-injection petrol engine. The Audi Q7 hybrid concept study is equipped with a 4.2-litre FSI V8 drive unit developing 257 kW (350 bhp) and 440 Newton metres of torque. An electric motor that has also been integrated into the driveline adds up to an extra 200 Nm of torque. The study is making its debut at the 2005 International Motor Show in Frankfurt.
It goes without saying that no Audi boasting such performance potential would be complete without quattro permanent four-wheel drive to convert all of the engine's power and torque into supreme levels of handling dynamics and driving safety. Power is directed to the wheels through a 6-speed tiptronic transmission.
The performance figures promised by the Audi Q7 hybrid give it sports car status: a mere 6.8 seconds are required to reach 100 km/h from standstill. In-gear pulling power is even more electrifying, with the SUV accelerating from 80 up to 120 km/h in 5th gear in 7 seconds flat. These compelling figures are made even more impressive by the fact that the Q7 hybrid tips the scales at 2,410 kilograms and returns fuel consumption figures of just 12.0 litres per 100 kilometres, nearly 13 percent less than the standard-production model: what better testimony to the efficiency of the Audi hybrid drive system?
The concept study's fine all-round capabilities are underpinned by the effective blend of high-performance FSI engine and electric motor, plus, not forgetting of course, the intelligent energy management at work in the Q7 hybrid. After all, it is energy management that enables optimum use to be made of each drive unit's potential, resulting in superior performance going hand in hand with maximum efficiency.
Two hearts beating as one: the driveline
When the bonnet of the Audi Q7 hybrid is first opened, there are no immediate visible signs of its hybrid nature. The 4.2-litre eight-cylinder power unit takes up the entire engine compartment, with no trace of either an electric motor or a battery.
The V8 engine is taken from the latest Audi V-engine range whose trademark characteristics include a cylinder angle of 90 degrees and cylinder spacing of 90 millimetres. A further distinguishing feature is the chain-driven camshaft. Unlike the conventionally powered models, the auxiliary air conditioning compressor and power steering pump units in the Q7 hybrid are powered electrically to ensure their continued operability when the vehicle is driving in pure electric mode.
The V8 under the bonnet of the Q7 hybrid incorporates the same FSI direct-injection petrol technology featured in the RS 4 engine. This marks the first ever use in a series-production eight-cylinder engine of a technology which has powered the Audi R8 Le Mans racing car to five victories.
FSI engines are more powerful and dynamic than conventional indirect-injection units whilst at the same time being a model of fuel economy. The V8 engine was retuned prior to being fitted in the Audi Q7. The new engine's credentials now include beefy torque delivery right up to the red line as well as agile responsiveness, all combined with economical running.
These characteristics are partnered by a prodigious output of 257 kW/350 bhp at 6,800 rpm plus a peak torque of 440 Nm at 3,500 rpm.
Placing a further 200 Newton-metres of torque and 32 kW of power on tap, the electric motor is integrated into the driveline in the ideal position, between the V8 engine and the automatic transmission's torque converter. It is linked up to the FSI engine via a separating clutch that allows the vehicle to be propelled by either one of the drive units alone or by both acting in unison.
This solution makes the most economical use possible of the space available, meaning that it does not impinge upon the passenger compartment in any way. Like the standard-production version it is derived from, the Q7 hybrid offers up to three rows of seats and a spacious luggage compartment.
The electric motor draws its energy from a battery system housed beneath the luggage compartment floor at the rear of the vehicle. A voltage transducer that supplies power to the vehicle's electrical system can also be found here. The tyre mobility system for repairing punctures has been incorporated next to the battery compartment.
When measured against earlier generations of hybrid vehicles, the electric motor and nickel-metal hydride (NiMH) battery are veritable lightweights, with the study only weighing in at 140 kilograms more than the standard-production model, an increase of less than seven percent.
Intelligent energy management
An intricate system of control electronics is required to coordinate operation of the two power units to optimum effect. In doing this, the control electronics naturally take the driver's commands into consideration, as communicated to the system with the accelerator and brake pedals and with the tiptronic selector lever, as well as the current road speed. However, the battery's charge status and the pulses transmitted by the ESP electronic stabilisation program are also vital parameters.
The electronics automatically regulate the interaction between the drive components and convert the driver's commands into a perfect synthesis of sportiness and efficiency. The occupants can follow what's happening in one of the sub-menus in the MMI Multi Media Interface display.
There are basically three different operating states: either the vehicle is driven by the combustion engine or electric motor alone, or the two power sources unite together to accelerate the vehicle. The petrol engine is responsible for basic vehicle operation, although it also energises the battery at the same time.
The electric motor, meanwhile, is capable of propelling the vehicle at speeds of up to 30 km/h, autonomously and in virtual silence, which comes in particularly handy when driving in city traffic. The result is a sharp cut in both harmful emissions and noise levels in built-up areas.
The battery's charge capacity allows for a range of up to two kilometres in pure electric mode, with the extra energy produced during braking and engine overrunning being fed back into the system. Once the battery's capacity has dropped to minimum, the combustion engine cuts in imperceptibly to recharge it.
The V8 FSI engine is able to unleash 350 bhp and 440 Newton-metres of torque. This power alone is enough to accelerate the standard-production Q7 from
0 - 100 km/h in 7.4 seconds. If the driver is looking for even snappier response, the electronics engage the electric motor too. Unlike combustion engines, the motor's additional thrust, with up to 200 Nm of torque, is available instantly when the vehicle pulls away.
Out on the road, this takes acceleration into a new dimension, particularly so at low speeds. Just four metres after starting from standstill, the Q7 hybrid is already a metre ahead of its V8 petrol-engined sibling, with the electric motor's boost effect shaving a whole 0.6 seconds off the time for the 0 - 100 km/h sprint. The auxiliary drive unit has an impressive effect on pulling power too. The vehicle accelerates from 80 up to 120 km/h, the typical step-up in speed when overtaking, a good two seconds or around 25 percent quicker. Drive power is boosted automatically the instant the driver depresses the accelerator pedal fully, with the necessary electrical energy drawn from the rear-mounted battery.
The electric motor is capable of far more than just providing auxiliary power though, as it also regenerates the kinetic energy produced by braking or driving downhill in overrun mode and feeds it back into the system to recharge the battery.
During this "recuperation" phase, the unit switches its function in a fraction of a second to act as a generator, without the driver noticing the slightest change.
An additional function for streamlining the new drive system's efficiency is just as imperceptible to the driver. If the vehicle is coasting without the accelerator pedal depressed, the combustion engine is switched off. The same fuel-saving measure is initiated whenever the vehicle is stationary for over three seconds. All the driver has to do to resume the journey is release the brake pedal and depress the accelerator and the petrol engine will immediately spring back into action.
The electric motor assumes the role of the starter-alternator unit, resulting in a quiet, smooth and extra-quick starting process.
Thanks to these strategies deployed by its intelligent energy management, the drive system boasts a high degree of efficiency. Despite its far superior acceleration, an identical top speed and the increase in vehicle weight, the Q7 hybrid burns around 13 percent less fuel than a comparable standard-production model fitted with a combustion engine only. Average fuel consumption in the MVEG cycle is 12.0 litres per 100 km. When driving purely in city traffic, where frequent energy recuperation makes even greater reductions possible, the hybrid vehicle's fuel-saving potential can be harnessed to yet greater effect.
The concept study uses sunlight as yet another source of energy: the Audi development team has integrated solar cells into the open sky system – the SUV's large-format glass sunroof – which allow the ventilation and air conditioning systems to be operated when the vehicle is parked. This represents a valuable boost to comfort, particularly on hot summer days when the driver is also able – for the first time – to activate the climate control system remotely a few minutes before starting the journey, so that passengers find a pleasantly cool interior awaiting them. Part of the battery capacity of the hybrid drive system is used in order to achieve this.
The visionary systems onboard the Audi Q7 hybrid concept study once again provide an impressive demonstration of the "Vorsprung durch Technik" philosophy that the company is so renowned for. It is a technological pioneer that showcases solutions to not just one but several of the most pressing challenges facing tomorrow's automotive society, fusing as it does so motoring pleasure with rationality, supreme comfort and maximum efficiency.
Audi hybrid vehicles - 15 years of pioneering work
To this day, Audi remains the only European manufacturer to have series-manufactured a hybrid vehicle, an honour it has held since 1997 when it brought out the Audi duo based on the A4 Avant. Drive power was provided by a 1.9-litre TDI engine developing 90 bhp assisted by an electric motor with a further 29 bhp. Both delivered their joint drive power to the front wheels, with a lead-gel battery at the rear of the vehicle providing the necessary electrical energy.
The first ever generation of the Audi duo was actually unveiled as early as 1989, however. The experimental vehicle built on the platform of an Audi 100 Avant quattro was equipped with a 12.6-bhp electric motor which was responsible for driving the rear wheels instead of the propeller shaft. Energy was sourced from a nickel-cadmium battery. A 2.3-litre five-cylinder engine delivering 136 bhp powered the front wheels.
Just two years later, Audi developers revealed the second generation of the duo, likewise in the guise of an Audi 100 Avant quattro. The electric motor, a 28.6-bhp AC unit, once again propelled the rear wheels. This time however, a Torsen differential was included to route extra power to the rear wheels from the two-litre four-cylinder engine up front.
Throughout the many years of development, Audi engineers have carried out pioneering work that has played a key role in the advancement of hybrid technology up to full production maturity. This applies both to overall concept development and to more specialist areas, such as their work on sophisticated battery technology as well as on the highly advanced energy management system that is now at the heart of the Audi Q7 hybrid.
Audi Q5 will launch in Los Angeles
Sources at Audi have been telling news website Automotive News that the German firm will premiere their Q5 SUV, spied undergoing testing earlier this year, at November's Los Angeles Auto Show, joining 13 other world debut vehicles at the event.
The Q5 follows in the footsteps of its larger Q7 sibling, which launched in March of this year. The new SUV, based on the new A4 platform, will be fast-tracked to the US with American sales starting from early next year, while European customers will be able to order from next summer.
Audi will complement the car's Quattro all-wheel-drive system by offering a full range of engines in the new SUV, offering various four and six-cylinder FSI engines as well as Audi's new range of high-efficiency diesel units with the 2.0-litre four-pot and 3.0-litre V6 TDIs the most likely to be featured. The 4.2-litre V8 unit may very well make it to an S-line version. Transmission choices are between the six-speed manual or new seven-speed DSG gearbox.
The Q5 is expected to be equipped with adjustable air suspension and hill-descent control, although unlike its big brother the Q7, will seat only five.
The car will be built at Audi's Ingolstadt site after some 300 million euros of development costs, rivalling the likes of Mercedes-Benz's GLK and BMW's X3. Stay tuned for our coverage of the LA Show, which runs from 16th to 25th November. (Press Days being two days prior to public opening.)
Toyota Unveils All-New Corolla Matrix at SEMA
Las Vegas - Toyota Motor Sales (TMS), U.S.A., Inc., unveiled the all-new second-generation Corolla Matrix at a press conference today at the 2007 Specialty Equipment Market Association (SEMA) Show.
The Toyota Matrix, the sporty five-door vehicle that helped redefine the concept of a crossover utility vehicle, has been redesigned for the 2009 model year to offer performance that matters for driver enjoyment.
"The Matrix concept was based on blending the functionality of an SUV, the style, image and performance of a sports car with the affordability of a subcompact sedan," said Tim Morrison, Toyota Division corporate marketing manager. "For 2009, it’s all that, and more. It may have the body of a five-door hatch, but it comes with the soul of a two-door sports car."
Development of the 2009 Matrix focused on greater exterior coupe-like styling with enhanced interior utility and improved dynamic performance. It was made wider with a lower stance than the current model while maintaining its interior space. The result is a sporty, dynamic shape that contains room for five people to ride in comfort. As a result of significant changes to the Matrix’s profile, the theme is flowing and dynamic. The design expresses a low center of gravity, and coupe-like style with a fun-to-drive image. From the rear, the Matrix has rounded rear windows and continuous character lines that run from the front grille to the A-pillar.
Matrix will be available in three grades – Standard, S and the XRS. And Matrix will offer the option of all-wheel drive (AWD) with the S grade. The S and XRS models integrate a front underbody spoiler with a large mesh fog lamp bezel and rear underbody spoiler. A rear deck spoiler will be standard for all XRS models.
The Matrix interior is completely redesigned to enhance driving enjoyment, comfort and utility.
Seats have been redesigned to accommodate the vehicle’s new lower profile while maintaining the expected high comfort levels, and seat positions were lowered slightly to maintain appropriate headroom. As a result, cabin space remains equal to that of the previous Matrix.
A new three-spoke steering wheel enhances the rest of the new Matrix interior. XRS models come standard with a leather-trimmed steering wheel that also includes spoke-mounted audio controls and hands-free Bluetooth® capability when equipped.
The driver and front passenger are treated to comfortable new sport seats, with seat-mounted side airbags. A fold-down seatback table will be available for the front passenger’s seat, enhancing interior utility on S and XRS. A movable and removable cup support element for the front center console helps provide versatile storage area and convenience. The cup holder area can be used as a tray when the divider is removed.
For rear-seat passengers, expanded front-to-back couple distance helps to provide additional room and comfort. A folding seat with a 60/40 split includes a middle-seat headrest for the fifth passenger. The Matrix is equipped with a new, high-efficiency air-conditioning system with larger vents for directional accuracy and offers reduced power consumption and improved heating and cooling.
The 2009 Matrix offers the choice of two different engines, a five-speed manual transmission, and either four- or five-speed automatic transmissions.
A 16-valve, 1.8-liter four-cylinder engine will produce 132 horsepower at 6,000 rpm and 128 lb.-ft. of torque at 4,400 rpm. The engine will feature Dual VVT-i (Variable Valve Timing with intelligence) on both the intake and exhaust camshafts that helps it achieve outstanding performance and economy.
Estimated EPA fuel economy ratings are 26/32 city/highway mpg for manual transmission models and 25/31 for the automatic transmission model powered by a 1.8-liter engine.
For those who crave just a bit more horsepower and torque, the Matrix offers a 16-valve DOHC 2.4-liter four-cylinder engine with VVT-i that will produce 158 horsepower at 6,000 rpm and 162 lb.-ft. of torque at 4,000 rpm.
Matrix models powered by the 2.4-liter engine with five-speed automatic transmission will have an estimated EPA fuel economy of 21/29 city/highway mpg.
The Matrix’s base wheel is a 16-inch steel unit with a six-spoke full wheel cover. A distinctive 17-inch five-spoke aluminum wheel will be available for the S grade, and an 18-inch aluminum alloy wheel with a twin five-spoke design will come standard on the XRS grade.
Dual-stage SRS airbags will be standard for the driver and front passenger. Front seat-mounted side airbags, two-row side curtain airbags and front active headrests are also standard.
Brake performance will be improved with standard front and rear disc brakes on all Matrix grades. Anti-lock brakes (ABS) with Electronic Brake Distribution (EBD) are also standard. Vehicle Stability Control (VSC) with TRAC and off switch will be standard on XRS and available as an option on all other models. VSC automatically adjusts engine output and the vehicle’s braking force at each wheel when the vehicle experiences a loss of traction during cornering.
Form, fun and functionality will be in abundance with an array of standard convenience features across all three grades. Base equipment on all Matrix models include power color-keyed outside rearview mirrors, power steering, tilt and telescopic steering wheel, daytime running lights, heavy duty rear window defogger, intermittent windshield wipers, 12-volt power outlet, four cupholders, auxiliary audio input jack, front center console box and an engine immobilizer.
The S grade adds standard power door locks and windows with one-touch down driver-side, 115-volt power outlet, cruise control, intermittent rear window wiper, fold-flat front passenger seat, remote keyless entry, AM/FM/CD with MP3 capability and six speakers, front and rear underbody spoilers and fog lamps.
In addition to these features, the XRS grade features standard P215/45 R18 tires on 18-inch alloy wheels, sport strut tower brace, VSC with TRAC and off switch, and a three-spoke leather-trimmed steering wheel with audio steering wheel controls.
In addition to the array of standard equipment, an impressive list of optional comfort and utility features are available to further enhance the Matrix driving experience. Available options will include an AM/FM/CD with six-speaker system with DVD navigation with XM NavTraffic® capability, alloy wheels, power heated outside rearview mirror, intermittent rear window wiper, cruise control, power door locks, power windows, and remote keyless entry.
Toyota Prius Plug-In Hybrid
New York -- Shai Agassi, former SAP executive, has announced today the formation of Project Better Place, an entity focused on one of the 21st century’s biggest challenges – developing a sustainable, environmental solution for converting country-wide transportation systems toward electricity and away from fossil fuel.
The company will deploy the regional and global infrastructure to support electric vehicles on a country by country basis. Project Better Place will establish a widespread grid of electric charging spots at current parking locations as well as battery exchange stations through software systems integration. These capabilities will provide consumers with the energy to keep their cars charged and driving without the need to wait for electricity at any point. The new grid presents a practical solution to address barriers to electric vehicle adoption.
“Our global economy urgently needs an environmentally clean and sustainable approach to energy and transportation. We need to rethink how to bring together consumers, existing technology, and the entire car eco-system to establish the next generation infrastructure that provides energy for commuters and is not dependent on liquid fuels,” said Mr. Agassi. “We have crossed a historic threshold where electricity and batteries provide a cheaper alternative for consumers. Existing technology, coupled with the right business model and a scaleable infrastructure can provide an immediate solution and significantly decrease carbon emissions.”
Shai Agassi, 39 will serve as CEO of the new entity, while Idan Ofer, Chairman of Israel Corp., will serve as Chairman of the Board. The company has entered into a term sheet for its first round of funding in the amount of $200 million with investments from Israel Corp., Morgan Stanley, VantagePoint Venture Partners, and a group of individual private investors managed by Michael Granoff, which includes James Wolfensohn, Edgar Bronfman, Sr. and Musea Ventures.
“Project Better Place offers a compelling business and environmental case for how to address global energy and transportation challenges. We now have 700 million cars driving on the world’s roads, annually emitting 2.8 billion tons of CO2,” said Idan Ofer, Chairman of Israel Corp. “The tailpipe problem has always been the most challenging wedge of the climate change problem that humanity has to solve. Under Shai’s leadership, this project has the promise to stimulate the largest blue ocean economic opportunity in the history of capitalism, with our children as its greatest beneficiary.”
Project Better Place will focus in phase one on establishing a repeatable framework, implementing electric recharge grids through local operating companies in multiple countries. In addition, the company will secure partnerships with a supply chain of car makers, technology providers, and global and local financing institutions. The company is currently in discussions with various governments to establish pilot sites, with plans to begin rollout of the new infrastructure in early 2008.
Business Model and Pricing
The business model for the electric cars will be similar to that used by mobile phone operators. In the same way that wireless operators deploy a network of cell towers to provide an area of mobile phone coverage, Project Better Place will establish a network of charging spots and battery exchange stations to provide ubiquitous access to electricity to power electric vehicles. The company will partner with car makers and source batteries so that consumers who subscribe to the network can get subsidized vehicles which are cheaper to buy and operate than today’s fuel-based cars. Consumers will still own their cars and will have multiple car models to choose from.
Project Better Place will deploy and test this framework over the next 24 months in a variety of launch markets, after which it plans to deploy hundreds of thousands of vehicles annually, across multiple markets. The company anticipates achieving tipping-point saturation in early markets within 10 years of rollout.
About Project Better Place
Project Better Place seeks to reduce our global dependency on oil through the creation of a market-based transportation infrastructure that supports electric vehicles, providing consumers with a cleaner, sustainable, personal transportation alternative. As an implementer and operator of Electric Recharge Grids, it has identified a fundamental shift in vehicle economics – making electric vehicles cheaper and cleaner to own and operate. Project Better Place has created a business model that defines the path toward connecting technology, financial, policy and government players through the deployment of an electric vehicle charging infrastructure that benefits component providers, financial institutions, car makers, governments and consumers. The company executed a term sheet with investors that is subject to customary closing conditions. As a matter of policy, Project Better Place will not disclose countries or car makers until they announce their own intent.
Kia Spectra5 SX
hed in an edgy three-stage Amped Amber exterior color that changes shades and color depending on the vantage point. Based off of the production Spectra5 SX, the Spectra5 SX concept displays a more aggressive stance – dropped 1.4 inches in front and 1.2 inches in the rear – further accentuated by a unique front fascia with an expanded opening and mesh inserts, which also hints Kia’s new design philosophy. A similarly-styled rear fascia and rear diffuser round out the back end of the vehicle, atop a catback exhaust with a 2.25-inch outlet. The headlamps and tail lamps are also tinted to complete the look.
This spry Kia ride sits on 18-inch wheels fitted with 235/45R18 performance tires with a twin-spoke wheel design and black chrome finish. To demonstrate its abilities, the Spectra5 SX concept is outfitted with high-performance cross-drilled and slotted four-wheel disc brakes with front Rotora four-piston aluminum calipers and rides on a performance suspension with high-performance Eibach springs.
Kenny Wayne Shepherd 1970 Plymouth Duster
Cars and Guitars: Renowned Guitarist Kenny Wayne Shepherd’s Latest Vehicle Restoration Project Will Appear in the Mopar Booth at the 2007 SEMA Show
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Kenny Wayne Shepherd, a two-time Grammy® nominee, will show his restored 1970 Plymouth Duster in the Mopar® booth (#42427) at the 2007 SEMA Show
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The SEMA Show, the annual showcase of technology, trends and products representing the $36.7 billion automotive parts and accessories industry, will be held Oct. 30 – Nov. 2, 2007 in Las Vegas Convention Center
Mopar, Chrysler LLC’s original equipment manufacturer, learned that renowned blues and rock guitarist Kenny Wayne Shepherd is passionate about two things: cars and guitars. The two-time Grammy® nominee who has sold millions of albums worldwide will show his restored 1970 Plymouth Duster in the Mopar booth (#42427) at the Specialty Equipment Market Association (SEMA) trade show. The annual showcase of technology, trends and products representing the $36.7 billion automotive parts and accessories industry, the SEMA show will be held Oct. 30 – Nov. 2, 2007 at the Las Vegas Convention Center.
Shepherd’s latest restoration project is a 1970 Plymouth Duster. The Duster features a 406 cu. in. engine from Mopar Performance Parts. The vehicle features a custom two-tone paint job and custom-painted hood treatment from Ted Moser's Picture Car Warehouse. It has one-off FOOSE Nitrous II wheels, custom one-off brakes by SSBC, Hydratech brake boost system, Be Cool radiator and a Bowler Transmissions custom-built 4-liter 60 overdrive transmission. The Duster also features Eaton drop leaf springs, headers and exhaust by TTI, Magnum Force control arms, restored original dash pad by Just Dashes and custom seats. Year One provided the interior and assembly. The restored original gauge cluster with custom tachometer was provided by Redline Gaugeworks. GCAR trim did the chrome plating plastic interior pieces.
Shepherd has four No. 1 blues albums and a string of No. 1 mainstream rock singles. He’s also received two Billboard Music Awards and was twice awarded the Orville H. Gibson Award for Best Blues Guitarist. For more information on Shepherd, visit www.KennyWayneShepherd.net.
Shepherd will be performing at The Joint at the Hard Rock Hotel and Casino in Las Vegas on Friday, Nov. 2 at 9 p.m. Tickets are available at the Hard Rock Box Office, Ticketmaster.com and charge-by-phone at (702) 474-4000.
Fisker Hybrid Sports Car
New details are emerging about Fisker Automotive's first model, and our interests are piqued. Fisker's introductory vehicle will be a four-door plug-in hybrid sports car. With purchasers paying a base price of $80,000, the sedan will be delivered during the 4th quarter of 2009.
All we know do far is that the car, with the centrally placed battery, will be able to travel for 50 miles running purely on electric charge. When running with either a gasoline or diesel engine, the sedan is expected to get as much as 100 miles per gallon when utilizing the car's hybrid capabilities. Ultimately, this car will be able to run for 620 miles without stopping for gas.
The car will be running on a brand new platform, developed specifically for the new sedan. To this, CEO Henrik Fisker said, "The sleek design accentuating the long hood is a direct result of our breakthrough chassis which carries the battery pack at the center of the vehicle between the two axles." Fisker was the brains behind the Aston Martin DB9, the Vantage, and the BMW Z8.
"This positioning provides optimal vehicle driving dynamics, maximum safety, proportionate design as well as industry standard performance figures within this car class."
Fisker plans on making 15,000 of these hybrid sports sedans per year. Hopefully, moe technical and performance details will emerge about this car when it debuts at the North American International Auto Show in Detroit next January.
Detailed content
FISKER AUTOMOTIVE HIRES EX-BMW ENGINEER - FIRST IMAGES & DETAILS OF FOUR-DOOR PREMIUM SPORTS SEDAN ANNOUNCED.
IRVINE, Calif. Oct. 31, 2007 / PRNewswire / – Quantum Technologies, a publicly traded company (QTWW) and Fisker Coachbuild, LLC disclose continuing developments of the first production vehicle to come from Fisker Automotive, Inc. - the green American premium car company. The four-door plug-in hybrid premium sports sedan will make its debut at the Detroit Auto Show in January with a starting price of $80,000. Initial deliveries will commence in the 4th quarter of 2009 with annual production projected to reach 15,000 cars.
Each Fisker Automotive vehicle will feature an all-new from the ground up platform. Certification, testing and drive train development will be conducted by joint venture partner Quantum Technologies. Quantum has a proven track record of delivering technological advancements to clients such as Toyota, GM & NASA. This new chassis truly allows designer and CEO of Fisker Automotive, Henrik Fisker, the opportunity to create an amazingly proportioned four-door premium sports sedan.
"The sleek design accentuating the long hood is a direct result of our breakthrough chassis which carries the battery pack at the center of the vehicle between the two axles," explains Henrik Fisker, CEO of Fisker Automotive, Inc. "This positioning provides optimal vehicle driving dynamics, maximum safety, proportionate design as well as industry standard performance figures within this car class."
Performance details for the first car are impressive achieving 50 miles (80 kilometers) on a pure electric charge. Additionally, by further utilizing a gasoline or diesel engine offered by Fisker, one can extend the total range of their Fisker to more than 620 miles (1000 kilometers). The first Fisker will also deliver an extraordinary 100 miles per gallon - performance figures that will ultimately help to reduce the need for the importation of foreign oil.
Further company developments include the appointment of ex-BMW engineer Thomas Fritz to ensure the continuation in the development of high quality Fisker Automotive vehicles. In Fritz's 19 year career in the auto industry, he has held prominent positions in the field of engineering for companies such as BMW, Ford & Magna. He has been involved in such projects as the current Range Rover, Rolls Royce, BMW Z8 and various Lincoln concept programs. Thomas will hold the position of Director of Engineering for Fisker Automotive.
Fisker Automotive has received initial funding from Palo Alto Investors of Palo Alto, CA USA.
Scion Sage Vaughn xB
- Truck conversion
- Custom black TRD wheels
- Lowered 3"
- Super white fog lights (8)
- Safari cage and bumper with rear step
- Bed liner
- Beard rear facing seats
- Graphics by Sage Vaughn
- Door graphics by "Lou"
- Paint and body by Third Element Designs
- Custom interior by Advanced Specialties
- PA system
Rockstar Scion xB
Powertrain
- AEM intake
- TRD sport muffler
- Drag Cartel sports header
Chassis/Suspension
- Master Image air bag kit
- Wilwood 14'' rotor and 6 piston caliper
- 20 x 8.5 RockStar themed wheels
- 225/ 30 / 20 BF Goodrich g-Force T/A KDW
Exterior
- Chop top speedster design
- Custom metal fabrication
- Black base with RockStar graphics
Interior
- Black leather and red suede material on front seats, door panels, audio and
trim panels - Bench love seat
- Four point speedster roll cage
- Sony MEXDV2000 head unit, XVM 13'' in dash monitor, XS-L10S 10'' sub
woofers (2), XM1S amplifiers (2), XM4S amplifiers (2), 5 and 6.5
components - RockStar can air tank