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Most Common Problems With Automobile Electrical System

noreply@blogger.com (Alice) — Sun, 14 Apr 2013 13:46:00 +0300

Most Common Problems With Automobile Electrical System

Hybrid Cars Advantages and Disadvantages

noreply@blogger.com (Alice) — Sun, 14 Apr 2013 13:44:00 +0300

Hybrid Cars Advantages and Disadvantages

noreply@blogger.com (Alice) — Sun, 19 Feb 2012 14:10:00 +0200

BMW 'No Reverse' Transmission Problem

Author:

Joe Sirugo
An automatic transmission is just that- automatic, consequently most people tend to pay very little attention to it until a major problem rears its ugly head.

Picture the scenario- you are driving along in the lap of luxury, the satellite radio blaring and the heated seats on. You have become accustomed to the comfort level and great driving experience brought to you by BMW.

You decide to stop at the local convenience store on your way home to grab some ice cream for the kids and a bottle of water for yourself. Upon returning to your car, you start it up, check your rear view mirror, put the shifter in reverse and then the unthinkable happens- the engine just revs as if it is in neutral and the car goes nowhere!

This article deals with the reasons behind an unexpected loss of reverse in certain BMW automatic transmission equipped vehicles, specifically the 3 series and 5 series vehicles that use the ZF5HP19 or steptronic transmission. This includes the popular 323i, 323ci, 325i, 328i, 330i, 525i, 528i, 530i, X3 and X5 models well as some others built in the 1999 to present model years.

To eliminate confusion, this does not apply to vehicles equipped with the GM 5L40 E transmission, just the ones with the sometimes problematic ZF5HP19. The 5L40 E has some issues of its own that are beyond the scope of this article but are certainly going to be the subject of another.

The failure rate for these transmissions seems to be very high and is expected to become much more of a problem as time goes by.

Typically, the vehicle is working perfectly while driving forward but when it is put in reverse there is a complete and permanent loss of movement to back up.

Reverse is typically a major feat for any transmission to accomplish- imagine the demands that are placed on a gearbox as it is asked to reverse the torque of your engine so that you can back up your nearly 4000 pound vehicle.

By far, the most common cause of the reverse problem in BMW\'s is the failure of the D-G clutch drum. Specifically, the snap ring that retains the D or reverse clutch breaks out of the clutch drum resulting in an inability for the clutch pack to apply.

The good news is that there is hope in regards to a proper repair. The factory has released an updated part that so far appears to be a permanent fix for this problem.

In our testing and in conjunction with several hundred successful repairs at our facilities, the new part seems to be metallurgically superior in several ways.

We have found that there is an improved radius area as well as slightly thicker casting. In addition to this, the grove that retains the snap ring is also relocated further away from the edge of the drum.

With this issue addressed and attention to detail in several other areas of the ZF5HP19 unit, the transmission can be repaired to 'better than new' condition by a competent transmission rebuilder / remanufacturer. In fact, when properly repaired, the ZF gearbox becomes quite robust and can provide an almost indefinite service life.
Article Source: http://www.articlesbase.com/cars-articles/bmw-no-reverse-transmission-problem-274672.html
About the Author
Joe Sirugo is co-owner of Trans Specialties and has been in the transmission repair industry for over 20 years

noreply@blogger.com (Alice) — Sun, 22 Jan 2012 20:18:00 +0200

Shopping for Car Accessories Online is the Only Way to Go

Author:

John Trodey
Because of the recent downturn in the economy, most of us are looking for ways to save a little money whenever it is possible. Almost everybody has a car today, and most of us realize that it is a very big expense. Today, thanks to the World Wide Web, it has never been easier or quicker to find discount car accessories and parts.

If you have an older model of car that has a great deal of miles on it, then you probably already know that it is not cheap keeping it on the road. One of the ways many people are trying to save money is by repairing their automobiles themselves whenever it is possible. The typical home mechanic can surely change their own oil, and do other minor repairs.

But, for the more complex ones, they usually have to take it to a repair shop, and this is where it can get quite expensive, very quickly. If your car has been in the shop recently, then more than likely you saw that the first thing the mechanic did was to hook it up to a diagnostics device, that lets them know what is wrong with the car.

Well, it is possible for you to do the same thing if you only had your very own OBD2 scanner. These home scanners are very similar to what a typical repair shop uses, and they cost much less than you could ever have imagined. Once you have yours setup and ready for action, almost anything that an expensive car repair shop can do, you can also.

Of course, you probably do not want to be changing your head gasket on your engine, but there are a ton of much smaller jobs that will not be too much trouble that can and will save you money on your next car repair.

If you are already a home mechanic and are looking for a new way to make your car look better, you might want to consider putting a set of LED car lights on it. For the most part, they are not that expensive and today then come pre-engineered for almost all makes and models of cars. If you possess just basic car repair skills, they are extremely quick and simple to install.

The best way to shop for OBD2 scanners and LED car lights, or for that matter all car accessories, is by doing it on the internet. There are a ton of websites today that cater to the car enthusiast that supply these items, as well as almost car part you could ever need. The best thing about these sites, is that you will be able to save a great deal of money with every purchase when you compare the prices to the local retail stores.
Article Source: http://www.articlesbase.com/cars-articles/shopping-for-car-accessories-online-is-the-only-way-to-go-5588117.html
About the Author
Make some improvements for your automobile with LED car lights and also you can save yourself some money with an OBD2 Scanner.

noreply@blogger.com (Alice) — Sun, 22 Jan 2012 20:17:00 +0200

Petrol Engine Versus Diesel Engine

Author:

Carazoo.com
The choice between Petrol cars and Diesel cars is highly debated right from the inception of these two engine types. There have been endless discussions on this topic among car enthusiasts across the world including India. This article is dedicated to comparing these two most famous engine variations.
Differences Between Petrol and Diesel Engines
The most distinguishing feature of the diesel engine is that it uses compression ignition to burn the fuel, which is injected into the combustion chamber during the final stage of compression. In a diesel engine, fuel is injected at high pressure into the hot, compressed air in the cylinder, which causes it to burn and no spark is required for this. Thus, 'compression ignition' is done rather than 'spark ignition'. The petrol engine is known as a 'spark ignition' engine.
The Petrol engine uses the Otto cycle in which a fuel/air mixture is ignited by a spark plug. The air and fuel mixture when ignited by a spark burns and thereby expands to force the piston down. In case of a petrol engine, fuel and air are pre-mixed usually before compression. Earlier the pre-mixing used to be done in a carburetor but now (except in the smallest engines) electronically-controlled fuel injection is used for this. The pre-mixing of fuel and air makes a petrol engine to run at a much higher speed than a diesel. However, it severely limits their compression, and thus efficiency.
Diesel engines offer better fuel efficiency when compared to petrol due to the fact that they have higher compression ratio. Another advantage is that, a diesel engine can be more easily turbocharged than a petrol engine because of the fact that if the compression ratio and the pressure in the cylinder are high during the inlet stroke, the mixture starts to burn to soon, while the piston is on its way up. The diesel engine has no fuel in the cylinder and thus allows the turbocharger to suck as much air as it can without creating any problem.
The higher compression ratio is helpful in raising fuel efficiency. Diesel engines are much more efficient than petrol engines when at low power and at engine idle. Diesel engines, unlike the petrol engine, lack a butterfly valve (throttle) in the inlet system, which closes at idle. This creates parasitic loss and destruction of availability of the incoming air, reducing the efficiency of petrol/gasoline engines at idle. This mechanism makes the diesel engine an attractive choice for many. Diesel engines are left idle for many hours or sometimes days in many applications, such as marine, agriculture, and railways. The engines are more efficient when compared to petrol engines of the same power. They consume significantly lower fuel and offer better mileage.
A diesel engine can relatively last longer, due to the fact that petrol destroys lubrication and diesel doesn\'t. While all the above support diesel engines, a major advantage of petrol engines is that they are relatively lighter than diesel engines. Engine weight is an important factor which affects speed and performance of a car. This is one of the reasons why some of the fastest cars in the world run on petrol. It should be noted that even though diesel engines are heavier and make the automobile heavy, they have more torque.
Engines and Emissions
Diesel engines consume around 30less fuel than petrol engines and this results in much lesser carbon dioxide emissions. The diesel engines produce virtually no carbon monoxide and are much safer than petrol engines. Tests done on car emissions reveal that while Nitrogen Oxides are higher in a new diesel engine when compared to a new petrol engine. But by the time they cover 50,000 miles or so, they are the same and after that the petrol engine produces more Oxides than the diesel engine. Hydrocarbon emissions contained in petrol engine emissions are considerably more than that in diesel engine emissions. However, diesel is certainly more dangerous from the point of view of Suspended Particulate Matter (SPM). SPM refers to solid particles suspended in open air, such as soot generated by combustion of various fuels. They might cause respiratory problems because of their tendency to deposit themselves in the lungs. Though much has been done to improve the fuel efficiency and reduce emissions from the petrol engine, still more needs to be done.
In India, diesel is much cheaper than petrol. Ironically, diesel cars are more expensive than petrol cars.
Article Source: http://www.articlesbase.com/cars-articles/petrol-engine-versus-diesel-engine-755760.html
About the Author
Carazoo.com is India’s first car portal that provides 360 exterior and interior car animations of Cars in India and Used Cars or Second Hand Cars for all car models available in India.

noreply@blogger.com (Alice) — Sun, 22 Jan 2012 20:16:00 +0200

Know the Signs of a Transmission Going Bad, Before it is Too Late

Author:

Juble.com
Replacing an automatic transmission, can be more expensive than replacing the entire car. However, long before the transmission problems have reached the point of no return, it will show you signs that it is in trouble. If you are aware of what these signs are, and what they could signify, then you have a chance at catching the transmission problems before it is too late to do anything except replace the transmission, or the car. Repairing potential issues, is much less inexpensive then replacing because of the issues.

Pay Attention to the Hints from Your Car.

When people get sick, we understand that our bodies are trying to tell us that something is wrong. And so we either go to the doctor, or to the drug store to get medicine for ourselves. If our noses start running, or we start coughing or sneezing, if we start to feel sluggish, or run down, we know that we are sick. By the time we start running a fever, we realize that we really need to see a doctor. The same thought process could and should be applied to our cars. The examples listed below, are the hints that we are given by our car when it is trying to tell us that it needs to see a car doctor, the mechanic.

Tell Tale Hints Of Transmission Trouble.

Take a look underneath your car, if you see any wet spots or stains on the ground, then something is leaking. Any sort of leak is a sign that something not good is going on, but if the stain is red in color, then the leak is most likely coming from your transmission. If it is only a few drops, then you have some time before you should have it checked, it is not urgent right now, but it could become a major problem.

Even if you have not noticed a leak under the car, if you do notice that your fluid levels have dropped, then by all means, check them. The transmission fluid should be a translucent red color, if it has a cloudy or muddy color, or has a burnt smell to it, that means that the fluid needs to be changed.

If you feel vibrations when you are shifting gears, or if the car seems to stutter and drag through a gear shift, this is a clear sign of trouble. The problem could be something minor, like you are low on fluid, or it could be more serious, like damaged transmission cables.

Your transmission should be able to run smoothly and in relative silence. Any sort of whiny or grinding noise that seems to be coming from under the floorboards, is a severe cause for concern. This could indicate that there is a problem with the gears, or with the valves.

An overheating transmission is the worst hint that you can encounter, because at this point, it means that your car has already shown you all the other hints, and you either missed them completely, or did not know what they meant. Overheating is a clear sign of quite a few potential problems. From a solenoid that is damaged, to a restriction in the oil cooler. The only option left to you by the time this occurs, is to take your car in to be serviced.
http://www.juble.com/articles/a298-know-the-signs-of-a-transmission-going-bad-before-it-is-too-late.html
Article Source: http://www.articlesbase.com/cars-articles/know-the-signs-of-a-transmission-going-bad-before-it-is-too-late-530320.html
About the Author
Welcome to Juble.com, where you make friends, share ideas, get a FREE website, Promote yourself or your business, gain knowledge, make money, and so on....

noreply@blogger.com (Alice) — Sun, 13 Nov 2011 11:06:00 +0200

The World’s Worst Drivers – Car Accident Statistics From Around the World

Author: David Halbert
Millions of Car Accidents occur worldwide every year, and the fatalities due to these accidents are also in the millions. Most of the time, it is somehow the driver who is responsible for the accident.

According to a Traffic Report by the WHO, road accidents kill more than 1.2 million people annually, and around fifty million people get injured or disabled. These numbers are increasing with the passage of years. Out of over 1.2 million worldwide, 90of the deaths are caused in the countries that have low or middle level incomes. Globally, more than half of the total accidents that occur are with drivers between the age of 15 and 44 years, and the drivers in more than 73of cases are males.

In the UK, the number of accidents has considerably decreased in percentage over the past four or five years. Recent reports show that the road accidents have decreased by one to two percent since the year 2006.

According to an estimate, the number of accidents every year in the US is more than six million. These accidents injure millions, while thousands of people are killed. The number of people killed in car accidents in the US is thirteen times that killed in the UK. However, this difference is not very dramatic as the US is 40 times the size of UK.

In the EU, the country with the highest number of Car accidents and fatalities is Italy followed by Poland. The UK also has a relatively high rate as compared to other EU countries. Around ten thousand car accidents occur in the UK each day, and most of these are the result of a mistake on the driver\'s part. Car accidents comprise more than 52of the total accidents in the EU.

Out of the total accidents in the EU, 67are in the urban areas and in 75of the total accidents, the driver is male. Young drivers between age 18 and 25 are involved in more than 21of the total accidents and fatalities. Research shows that most of the accidents occur due to reckless driving and intoxication. Other than this, there are large numbers of rollover accidents involving young adults and teenage drivers. The number of accidents due to intoxication is also increasing continuously. In the US, about 70 to 80 people die every day due to accidents related to alcohol.

In accidents in the EU and US, most the cars are insured, and Car Accident Compensation Claims can be made along with any Car Accident Injury claims. However, there are many countries where there is no insurance, and hence Car accident claims cannot be made. This is especially true for the low and medium income countries of Africa and Asia where accidents are in large percentages, and Car Accident Compensation Claims and Car Accident Injury Claims are not usually made.
Article Source: http://www.articlesbase.com/cars-articles/the-worlds-worst-drivers-car-accident-statistics-from-around-the-world-609862.html
About the Author
If you think you may be entitled to make a car accident claim, contact My Injury Lawyer for free help and advice.

noreply@blogger.com (Alice) — Sun, 13 Nov 2011 11:06:00 +0200

Audi A4 and A6 Torque Converter Problems- ZF5HP19FL and FLA Transmissions

Author: Joe Sirugo
You are driving down the interstate on the way to visit an old friend. While you\'re listening to the radio and enjoying the open highway you suddenly feel something a little strange, perhaps like a slight engine surge. It does not happen again over the next half hour or so- you dismiss it as your imagination.

A little further along in your journey, you feel it again- this time it is accompanied by your check engine light illuminating. You feel a bit concerned, but the car isn\'t driving too badly, it just has this very occasional odd engine surge. Naturally, you decide to have it checked as soon as you get to where you are going. Here\'s what may be found...

As Audi\'s A4 and A6 models are starting to become a few years old, there are few problems that are being experienced with their transmissions. By far, the most common problem that is being seen at this point in time is an issue with the transmission\'s torque converter.

The problem typically starts with a check engine light coming on. While sometimes the actual drivability symptom is subtle, your vehicle\'s computer is able to detect it by comparing engine RPM with transmission input shaft RPM.

Often times, in addition to the light coming on, one will also notice an increase or fluctuation of RPM\'s at speeds above 45 miles per hour or so.

If access to a scan toll is available, either a VAG or Snap-on type with the correct European vehicle software, codes can be retrieved from the vehicle\'s computer in most cases.

Some of the codes that are normally found in the system include a code 18032 which is a MIL light request. This code simply means that the vehicle\'s computer has detected a problem and has illuminated the malfunction indicator light to let the driver know that something is amiss. This is a not so subtle warning to get the vehicle checked out.

The next two codes give a better indication of what the problem actually is. The first code that is often seen is a code 17125- torque converter clutch circuit performance. This code is set by the computer commanding converter clutch application but not seeing the appropriate drop in RPM that is associated with proper converter apply. Quite simply, the torque converter\'s clutch is slipping.

The second code that is usually observed is an OBD P0741- torque converter clutch stuck off. Similar to the previous code, excessive converter slippage is seen by the vehicle\'s computer. This code, however, usually results in the computer disabling the converter clutch\'s application altogether in an attempt to protect the transmission from further damage. All of this is usually going to require replacement of the torque converter.

Here\'s the nuts and bolts technical explanation of the root causes: ZF and Audi\'s original converter design utilized two rubber seals inside of the torque converter that were of questionable quality.

The two seals are responsible for sealing the hydraulic pressure that allows the torque converter clutch to engage and hold. One of the seals is a 'lip' type that seals on the transmission input shaft and the other 'o' ring type seal seals against the piston.

The material originally used was not up to the task when it came to dealing with the tremendous heat and pressure that occurs inside of a torque converter. Although Audi did release a second design input shaft lip seal, failures have been observed with those as well.

When the hydraulic pressure that is required to allow converter clutch application cannot be contained because of the faulty seals, the clutch will start to slip and usually destroy itself before too long.

When looking for a replacement converter to purchase from a remanufacturer, it is often helpful to ask them a few questions about their rebuilding procedures.

First off, you will want to find out if they are installing the latest design level seals as part of their torque converter rebuild- using original type seals will work for a while but will eventually lead to another premature failure. There now aftermarket replacements for these components that seem to be far superior to the factory parts.

Secondly, you will surely want to ask if the clutch itself is getting replaced. Believe it or not, this is not a given with some suppliers. The clutches in these particular units are of a multi-disk configuration. Replacing this entire multi disk set up is quite labor intensive and requires not only special tools but also a high level of skill- make sure your converter rebuilding company has both!

Naturally you will also want your rebuilder to replace any other components that normally wear out such as washers, bearings, one way clutches, and spline inserts. Most of the quality converter manufacturers will also pressure test and dynamically balance the unit once it is in the final stage of the rebuilding process.

Taking the time to find out that the job is getting done correctly is absolutely critical. As with any type of rebuilt or remanufactured automotive component, there can be varying levels of quality. With over 11 hours of labor involved in removing and reinstalling your A4 or A6\'s ZF5HP19 FLA transmission to replace the converter, it is surely a job that you will not want to do or have done more than once.
Article Source: http://www.articlesbase.com/cars-articles/audi-a4-and-a6-torque-converter-problems-zf5hp19fl-and-fla-transmissions-350850.html
About the Author
Joe Sirugo is co-owner of Trans Specialties and has been in the transmission repair industry for over 20 years

noreply@blogger.com (Alice) — Sun, 13 Nov 2011 11:05:00 +0200

Petrol Engine Versus Diesel Engine

Author: Carazoo.com
The choice between Petrol cars and Diesel cars is highly debated right from the inception of these two engine types. There have been endless discussions on this topic among car enthusiasts across the world including India. This article is dedicated to comparing these two most famous engine variations.

Differences Between Petrol and Diesel Engines

The most distinguishing feature of the diesel engine is that it uses compression ignition to burn the fuel, which is injected into the combustion chamber during the final stage of compression. In a diesel engine, fuel is injected at high pressure into the hot, compressed air in the cylinder, which causes it to burn and no spark is required for this. Thus, “compression ignition' is done rather than 'spark ignition'. The petrol engine is known as a “spark ignition” engine.

The Petrol engine uses the Otto cycle in which a fuel/air mixture is ignited by a spark plug. The air and fuel mixture when ignited by a spark burns and thereby expands to force the piston down. In case of a petrol engine, fuel and air are pre-mixed usually before compression. Earlier the pre-mixing used to be done in a carburetor but now (except in the smallest engines) electronically-controlled fuel injection is used for this. The pre-mixing of fuel and air makes a petrol engine to run at a much higher speed than a diesel. However, it severely limits their compression, and thus efficiency.

Diesel engines offer better fuel efficiency when compared to petrol due to the fact that they have higher compression ratio. Another advantage is that, a diesel engine can be more easily turbocharged than a petrol engine because of the fact that if the compression ratio and the pressure in the cylinder are high during the inlet stroke, the mixture starts to burn to soon, while the piston is on its way up. The diesel engine has no fuel in the cylinder and thus allows the turbocharger to suck as much air as it can without creating any problem.

The higher compression ratio is helpful in raising fuel efficiency. Diesel engines are much more efficient than petrol engines when at low power and at engine idle. Diesel engines, unlike the petrol engine, lack a butterfly valve (throttle) in the inlet system, which closes at idle. This creates parasitic loss and destruction of availability of the incoming air, reducing the efficiency of petrol/gasoline engines at idle. This mechanism makes the diesel engine an attractive choice for many. Diesel engines are left idle for many hours or sometimes days in many applications, such as marine, agriculture, and railways. The engines are more efficient when compared to petrol engines of the same power. They consume significantly lower fuel and offer better mileage.

A diesel engine can relatively last longer, due to the fact that petrol destroys lubrication and diesel doesn’t. While all the above support diesel engines, a major advantage of petrol engines is that they are relatively lighter than diesel engines. Engine weight is an important factor which affects speed and performance of a car. This is one of the reasons why some of the fastest cars in the world run on petrol. It should be noted that even though diesel engines are heavier and make the automobile heavy, they have more torque.

Engines and Emissions

Diesel engines consume around 30less fuel than petrol engines and this results in much lesser carbon dioxide emissions. The diesel engines produce virtually no carbon monoxide and are much safer than petrol engines. Tests done on car emissions reveal that while Nitrogen Oxides are higher in a new diesel engine when compared to a new petrol engine. But by the time they cover 50,000 miles or so, they are the same and after that the petrol engine produces more Oxides than the diesel engine. Hydrocarbon emissions contained in petrol engine emissions are considerably more than that in diesel engine emissions. However, diesel is certainly more dangerous from the point of view of Suspended Particulate Matter (SPM). SPM refers to solid particles suspended in open air, such as soot generated by combustion of various fuels. They might cause respiratory problems because of their tendency to deposit themselves in the lungs. Though much has been done to improve the fuel efficiency and reduce emissions from the petrol engine, still more needs to be done.

In India, diesel is much cheaper than petrol. Ironically, diesel cars are more expensive than petrol cars.

Article Source: http://www.articlesbase.com/cars-articles/petrol-engine-versus-diesel-engine-755760.html
About the Author
Carazoo.com is India’s first car portal that provides 360 exterior and interior car animations of Cars in India and Used Cars or Second Hand Cars for all car models available in India.

noreply@blogger.com (Alice) — Sun, 13 Nov 2011 11:04:00 +0200

BMW 'No Reverse' Transmission Problem

Author: Joe Sirugo
An automatic transmission is just that- automatic, consequently most people tend to pay very little attention to it until a major problem rears its ugly head.

Picture the scenario- you are driving along in the lap of luxury, the satellite radio blaring and the heated seats on. You have become accustomed to the comfort level and great driving experience brought to you by BMW.

You decide to stop at the local convenience store on your way home to grab some ice cream for the kids and a bottle of water for yourself. Upon returning to your car, you start it up, check your rear view mirror, put the shifter in reverse and then the unthinkable happens- the engine just revs as if it is in neutral and the car goes nowhere!

This article deals with the reasons behind an unexpected loss of reverse in certain BMW automatic transmission equipped vehicles, specifically the 3 series and 5 series vehicles that use the ZF5HP19 or steptronic transmission. This includes the popular 323i, 323ci, 325i, 328i, 330i, 525i, 528i, 530i, X3 and X5 models well as some others built in the 1999 to present model years.

To eliminate confusion, this does not apply to vehicles equipped with the GM 5L40 E transmission, just the ones with the sometimes problematic ZF5HP19. The 5L40 E has some issues of its own that are beyond the scope of this article but are certainly going to be the subject of another.

The failure rate for these transmissions seems to be very high and is expected to become much more of a problem as time goes by.

Typically, the vehicle is working perfectly while driving forward but when it is put in reverse there is a complete and permanent loss of movement to back up.

Reverse is typically a major feat for any transmission to accomplish- imagine the demands that are placed on a gearbox as it is asked to reverse the torque of your engine so that you can back up your nearly 4000 pound vehicle.

By far, the most common cause of the reverse problem in BMW\'s is the failure of the D-G clutch drum. Specifically, the snap ring that retains the D or reverse clutch breaks out of the clutch drum resulting in an inability for the clutch pack to apply.

The good news is that there is hope in regards to a proper repair. The factory has released an updated part that so far appears to be a permanent fix for this problem.

In our testing and in conjunction with several hundred successful repairs at our facilities, the new part seems to be metallurgically superior in several ways.

We have found that there is an improved radius area as well as slightly thicker casting. In addition to this, the grove that retains the snap ring is also relocated further away from the edge of the drum.

With this issue addressed and attention to detail in several other areas of the ZF5HP19 unit, the transmission can be repaired to 'better than new' condition by a competent transmission rebuilder / remanufacturer. In fact, when properly repaired, the ZF gearbox becomes quite robust and can provide an almost indefinite service life.
Article Source: http://www.articlesbase.com/cars-articles/bmw-no-reverse-transmission-problem-274672.html
About the Author
Joe Sirugo is co-owner of Trans Specialties and has been in the transmission repair industry for over 20 years

noreply@blogger.com (Alice) — Sun, 13 Nov 2011 11:02:00 +0200

Rain Guards and Vent Shades – Vital Car Accessories

Author: Byron Jonas
If you are a person that likes driving with the glass windows of your car down, vent shades is the ideal motor accessory for you. By using different kinds of car accessory, you can drive happily by lowering the windows, no matter whatever is the weather outside. Vent shades easily protects the gap of the window from wind, sleet, snow and rain and are regarded as the right car accessory for those who prefer driving by enjoying the fresh air.
The importance of ventshades is also felt by those who have a habit of smoking while driving. By installing a vent shade one can pass the smoke easily through the window. Another benefit of vent shades is it does not allow the smoke to remain inside the car making people sitting at the back comfortable.
Adding style with Vent Visors
Despite of the functional benefits, this car accessory is also an important car accessory. No matter whether you buy chrome, black or smoked vent visor it helps in improving the look of the car without affecting its original design.
Added advantages of Vent shades
Just imagine a picture for a second that you are driving in a splendid day when the sun is bright by lowering the windows and enjoying the fresh air. Just imagine, at this moment if without any prior warning, the skies starts moving in a swift manner and it starts raining. At the initial stage, it might be raining swiftly but as the time passes it starts raining heavily.
As soon as it will start raining heavily you will have to shut the windows so that the interior part of the car would not get wet. The problem that you face during this time is you will no more enjoy fresh air. On the contrary, if you have installed rain guards or wind deflectors in your car you can protect the interior of the vehicle from getting wet.
These accessories are very convenient and useful car accessory. If you use a vent shade in your car, you can easily lower the glasses of the windows even if it is raining outside. Just imagine that you are driving your car by closing all the windows closed when it\'s raining outside. In this situation you will miss the beautiful scenery covered with fog. Vent visors also prevents the fog to accumulate on the windows which will make your driving easy.
Choosing Vent Shades
As vent visors are growing in popularity they are available in different types of colors, designs and styles. There are many people who opt for the custom made visors which are designed mainly according to the specific model of the vehicle. For instance, you can invest in the vent shades for the trucks; vent shades by Hyundai, Toyota vent shades and many more.
Installing Vent Shades
One of the best things about the vent shades are they can be simply attached to the vehicle. It is not necessary that all vent shades will require complex fittings and drillings. Generally, the rain guards are clipped into the desired position by using a tape which is generally provided along with the visors.
Article Source: http://www.articlesbase.com/cars-articles/rain-guards-and-vent-shades-vital-car-accessories-5389156.html
About the Author
Byron Jonas recommends the right <a target='_new' href='http://www.allvehicleaccessories.com.au/'>vehicle accessories</a> for people who love traveling by car. He thinks <a target='_new' href='http://www.allvehicleaccessories.com.au/rhino-roof-racks-and-accessories/945'>Rhino heavy duty racks</a> are a great option for them.

noreply@blogger.com (Alice) — Sun, 13 Nov 2011 11:00:00 +0200

How Brake Cleaner Works

Author: Magnus
When you drive down the road, your car is subjected to plenty of grime and dust. Combine this with the dust from your brakes, collected old brake fluid, and plenty of friction, and you have recipe for gunk. This gunk sets up shop around your brakes, making it impossible for your brakes to do their job correctly. And we all know their job is very important. Fixing this problem is easy though, with a little brake cleaner.

Brake Cleaner- Cleaning Your Brakes

Unlike other lengthy do-it-yourself projects you may have done on your car, applying brake cleaner is a fast and easy process. You don\'t have to remove very many items to get to the brakes, and there is little to no preparation time required. As long as you know how to change a tire, you will be fine.

Once you have your cleaner, you can find all the other tools you will need to use in your garage or tool shed. Here are the steps required for applying the cleaner and the tools you will need to do the job.

Make sure the car is in ‘park\' if it is an automatic and in gear if it is a stick shift.
Apply the emergency brake.
Place a concrete block or a brick on the opposite tire. (For instance, if you are taking off the left front tire, place a block behind the right back tire.)
Use a tire iron to loosen each wheel lug on the tire. You do not want to take them completely off, just loosen them.
Place your jack under the car. Each car is different, so you will need to consult your owner\'s manual if you aren\'t sure where to place the jack under your car.
Raise the jack until is makes contact with the frame of the car. Continue raising it until the tire is completely off the ground.
Remove the wheel lugs completely and store them close by. Make sure they are in a secure location, where they can not roll under the car or get lost easily.
Remove the tire completely.

Qualitry Brake Cleaner- You should now be able to easily see the car\'s braking system. Check the brakes for dirt and fluid build up. If you see any, spray the brake cleaner on it to effectively remove anything clogging up your brakes. This excess has to go somewhere, so make sure to place a pan underneath the brakes to catch all that grime. Be sure to check with local regulations. The area where you live may have certain laws that require special containers be used to dispose of excess cleaner.

You may also want to wear gloves and goggles for this part to prevent any of the cleaner from coming into contact with your skin and to keep dirt out of your eyes. When you are done, you can replace the tire, tighten the wheel lugs, and let down the jack.

You can use the brake cleaner whenever your car is due for a tune up. This will help your brakes function better on the road. You can also use this cleaner when it is time to work on the brakes or replace them. If you clean them first, you will have an easier time seeing any problems that need addressed. Cheap Brake Cleaner
Article Source: http://www.articlesbase.com/automotive-articles/how-brake-cleaner-works-5389460.html
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Apple tops car makers

noreply@blogger.com (Alice) — Thu, 21 Jul 2011 21:49:00 +0300

Industry

The long model cycles of cars will prevent manufacturers from ever being able to compete with computer giant Apple for cutting-edge in-car technology, according to the man behind the new Citroën DS4’s interior.

Sean Johnson, who also designed the new C4’s interior, said car makers should be more concerned with their core business and there are some consumers who are “not interested” in advanced control systems and functions for the interior.

“We have to find the balance of making interiors not too complicated and easy to use, with better interfaces,” he told Autocar. “But for the automotive industry, it’s hard to keep up with Apple. Technology that may be radical at a car’s launch will be out of date two weeks later.”

Some of Citroën’s recent concepts have had radical interiors, most notably the rainbow-coloured Hypnos, and Johnson said the firm would “continue to innovate”.

“But any innovation needs to be justified,” he said. “Our DS cars are perfect for exploring this. We plan to keep pushing boundaries with DS and a lot is possible. We’re open and will give anything a go.”
Source:www.autocar.co.uk

McLaren to tweak MP4-12C

noreply@blogger.com (Alice) — Thu, 21 Jul 2011 21:46:00 +0300

The first McLaren MP4-12Cs to reach customers this week will come with a raft of changes designed to bolster the “emotional appeal” of the new £168,500 supercar.

McLaren has been stung by criticism from the car’s press launch. Almost all the world’s major automotive press, including Autocar, placed the MP4-12C below the Ferrari 458 Italia in tests because it lacked the aural drama and sense of occasion to match its pace and dynamic ability.

See pics of the McLaren MP4-12C

Chief among the changes are an improved throttle response and a “fruitier” exhaust note. A McLaren spokesman said these were changes that had been planned anyway, but the press criticism — and McLaren’s “Formula 1 mentality” — had “upped the pace” of development.

“We want drivers to enjoy the car a bit more,” he said. “The changes don’t lead to any performance increase, but they do lead to an emotional increase when you drive the car.”

Read our full road test of the McLaren MP4-12C

The changes apply only when the MP4-12C is in Track mode. Many of the tweaks are to the car’s Intake Sound Generator, which controls the amount of noise coming from the engine bay into the cabin. A tube containing a butterfly valve runs from the engine’s plenum chamber to the cabin. The valve now opens wider in Track mode.

“It was a bit too sensible before,” said the spokesman, “You won’t notice the changes in normal mode, just when you’re really having fun and pushing it.”
Source: www.autocar.co.uk

Mazda launches prepaid maintenance plan to boost loyalty

noreply@blogger.com (Alice) — Sun, 3 Jul 2011 14:06:00 +0300

LOS ANGELES -- Mazda North American Operations has launched a prepaid scheduled maintenance program to retain more customers.
Consumers who buy a new vehicle or usedor certified-used Mazda from the 2007 model year or later are eligible for the program. The plan, called Mazda Total Advantage, covers factory-scheduled maintenance and is available in increments of one to five years.
“The primary purpose is to drive an increase in service retention and owner loyalty,” Michael Jennings, manager of dealer service process improvement for Mazda, said on Friday.
Customer retention has been a struggle for Mazda. The brand ranked 21st out of 34 brands in the J.D. Power and Associates 2010 Customer Retention Study. Just 37 percent of its customers returned to the brand for their next purchase, compared with the industry average of 48 percent.
About half of Mazda’s owners have maintenance work performed at Mazda dealerships, Jennings said.
Mazda says the prepaid plan could let customers save as much as 20 percent compared with paying for maintenance work a la carte. Costs will vary by dealer, the vehicle in question, and the length of the contract, Jennings said.
“There are so many variables out there in the market. We can’t control what dealers do,” Jennings said.
Customers can also roll the cost of the prepaid maintenance into vehicle purchases financed by Mazda Capital Services.
Mazda’s U.S. sales through the first six months of the year rose to 122,379 vehicles, a 6 percent gain over the same period last year. Total sales in the market are up 13 percent

Read more: http://www.autonews.com/apps/pbcs.dll/article?AID=/20110703/RETAIL05/110709965/1147#ixzz1R2UgtbSg

BMW 6 Series 640i (Autocar) First Drive

noreply@blogger.com (Alice) — Sun, 3 Jul 2011 14:01:00 +0300

More harmoniously styled car than its predecessor, with heady performance

What is it?

For a change, the coupe has arrived after the cabriolet. Not that many would have noticed the variation in the traditional launch schedule. Still, the move says a lot about BMW’s priorities with the elegant new 6-series, which by its own admission is still targeted primarily at the North American market. Larger and more comprehensively equipped than its predecessor, the new 6-series coupe exudes class from the very first moment – and not only in terms of styling and interior appointments, both of which are much better resolved than on the car it replaces.

What’s it like?

Sitting on the same platform as the latest 5-series, it is also terrifically rounded from a dynamic standpoint. Even after a short spell behind the wheel, you’re well aware the new two-door’s on-road ability is a improvement on the old 6-series coupe and a clear match for rivals such as the Mercedes-Benz E-class coupe and Jaguar XK.

The new 6-series coupe comes with the choice of three engines, mirroring the strategy taken with 6-series cabriolet launched earlier this year. Among the turbocharged direct injection petrol units is a 315bhp 3.0-litre in-line six in the 640i driven here as well as a more powerful 4.4-litre V8 developing 401bhp in the initial range topping 650i. Also available is a turbocharged common rail injected 3.0-litre in-line six-cylinder diesel with 308bhp in the 640d.

Despite plans for the introduction of a four-wheel drive 650i Xdrive model in certain markets, all versions of the new BMW coupe destined for the UK will retain rear-wheel drive. Unlike the old model which came with the choice of both a six-speed manual and six-speed automatic, though, the new 6-series gets an eight speed automatic gearbox with remote shifting capability across the range as standard.

In keeping with developments in other recent new BMW models, it also receives automatic stop/start, brake energy regeneration, flaps behind the grille that close to improve the drag co-efficient on part throttle loads and on demand ancillary functions – all of which is claimed to lead to combined cycle fuel savings of up to 12 per cent on standard 17-inch wheels and 225/55 R17 tyres.

Although it is lumbered with 1660kg (or 130kg more than old 630i owing to its increased dimensions), the base engine endows the 640i with impressive straight-line performance. With 332lb ft of torque on tap at just 1300rpm, bursts off the line with enthusiasm and provides determined acceleration well into three figures. The delivery is terrifically linear; the twin scroll turbocharger spools up without any discernable lag from idle onwards, providing V8 like levels of shove all the way to the 7200rpm cut-out.

BMW claims 0-62mph in 5.4sec – a full second inside the time quoted for the 630i, with top speed limited to 155mph. There are no official in-gear figures just yet, but with an added 96lb ft developed 1450rpm lower in the rev range it always feels more eager than the model it replaces, even if the engine note, a less than appeal mixture of induction and exhaust blare, is nowhere near as entertaining as the old naturally aspirated 3.0-litre in-line six, whose raspy mechanical hum appears set to be resigned to history.

The 640i coupe devours big distances with great aplomb. High speed stability is one of its real strengths, making it a consummate grand tourer. And with combined average fuel consumption of 37.2mpg, it should be good for at least 500 miles between visits to the petrol station forecourt at normal motorway speeds.

In spite of its obvious heft, it also feels at home on challenging back roads. Accurate and well weighted electro-mechanical combine with a terrifically rigid and resilient body structure, to endow it with real sharpness, while grip levels are extremely high.

For such a big car the new BMW is easy to place on the road and terrifically agile, especially when running the optional Integral Active Steering, which introduces counter steer on the rear wheels, and Adaptive Drive, which suppresses roll though the use of hydraulically operated anti-roll bars.

In a bid to cater a broader range of driving styles than the second-generation model, BMW has provided the new 6-series with four different driving modes as part of a standard Driving Experience Control system: eco pro, comfort, sport and sport plus. Each provides the new car with its own individual character. In everyday driving it feels best in sport, though for those seeking added response, sport plus introduces even greater sharpness to the steering, throttle response and damping.

Should I buy one?

The new 6-series coupe is a highly accomplished car. It is a more harmoniously styled car than its predecessor – both inside and out, boasts heady performance even in base guise, packs added levels of agility, is impressively frugal when driven at the sort of legal limits imposed in the UK, is roomier all round and imparts a satisfying feeling of solidity.

But despite all this, it fails to connect on an emotional level. It gets the job done – determinedly, efficiently and without any obvious short comings. But it ultimately fails to really engage the driver in the way a car with such clear sporting pretensions should. Let’s hope the M6 puts it right.

Greg Kable

BMW 640i

Price: £59,550; Top speed: 155mph; 0-62mph: 5.4sec; Economy: 37.2mpg (combined); CO2: 177g/km; Kerb weight: 1660kg; Engine: 6 cyls in line, 2979cc, turbo, petrol; Installation: Front, longitudinal, RWD; Power: 315bhp at 5800rpm; Torque: 332lb ft at 1300rpm; Gearbox: 8-spd automatic;
Source: www.autocar.co.uk

Jaguar XF 3.0D S V6 Portfolio First Drive

noreply@blogger.com (Alice) — Fri, 1 Jul 2011 22:08:00 +0300

: On the sweeping open roads south of Munich, the V6D S was both serene and settled

What is it?

This is the most powerful diesel in the newly-revamped XF range. It uses the company’s familiar, but first-rate, V6 diesel engine in a higher-power form, gaining 47bhp and a handsome 71lbft of torque over the basic V6 diesel.

Co2 emissions are cut by 10g/km to 169g/km and the official combined economy figure of 44.8mpg remains unchanged.

The entry-level (‘Luxury’) Diesel V6 model costs £36,950, the ‘Luxury’ spec Diesel S costs £42,950. For that six grand, as well as the performance hike, you get the same adaptive damping and ‘R’-spec sports interior as the XKR, as well dramatic exterior styling package.

The model we tried on the mountainous roads south of Munich was the range-topping Portfolio spec, which adds, among other things, 18-way adjustable electric seats and a 1200w Bowers & Wilkins stereo system.

What’s it like?

It’s an extremely impressive machine. The engine seems, to my ears, to be more refined than it is in Autocar’s long-term test XJ. Even though it was swallowing super-heated Baverian air, it had serious overtaking punch and the motor was seamless in its torque delivery.

It’s hooked up to an eight-speed auto, which adds to the turbine sensation because the motor is virtually never caught in a gear that doesn’t make the best use of the torque curve. Unlike the 2.2 diesel XF, the box also ‘locks up’ very quickly after pulling away, delivering the sensation of ‘direct-drive’ usually associated with a manual transmission. (In pursuit of economy, the ‘box in the 2.2 XF shifts rapidly up through the ratios, which delivers the rather odd CVT-like ‘churning’ sensation, before locking up once the car is doing something over 20mph).

There’s not much to criticise about this car as a driving machine. On the sweeping open roads south of Munich, the V6D S was both serene and settled in all circumstances, even on long, rapid, curves that both changed in elevation and radius. At 100mph on the autobahn, the XF is unerringly stable and unfazed.

At normal velocities, the steering is accurate and nicely-weighted, the seats superb and the brakes are wonderfully easy to manipulate up the point where it feels as if the wheels would lock.

However, this car’s main downside - if that’s not too strong a word - was the ride, which while really admirable for a car with such large (20in) wheels did thump and jar over ridges somewhat. It was just a background irritation, but I mention it mainly because I drove this car back-to-back with the V8 supercharged XFR which had a truly sublime ride, beautifully absorbing the few lumps and bumps on the local roads.

Ultimately, there’s something extremely satisfying about a car which allows the driver to demolish distances with such ease. The looks, turbine-like diesel, fine seats, serenely crisp chassis and driver-centric cockpit seal the deal.

Should I buy one?

If you have the budget for it, the XF V6 S makes a very strong case indeed for itself against the BMW 5-series and Mercedes E-Class. Although the XF doesn’t have the same interior space, the XF is clearly a more enjoyable - and inherently enthusiastic - driver’s car than the rather stolid 5-series. It is also more driver-centred than the limo-lite E-Class. Be in no doubt, Jaguar may be an automotive minnow, but this car stands head-to-head with best Germany can offer.

Hilton Holloway

Jaguar XF 3.0 V6 Diesel S Portfolio

Price as tested: £49,950; Top speed: 155mph; 0-62mph: 6.4sec; Economy: 44.8mpg (combined); Co2: 169g/km; Kerbweight:1810kg; Engine type; V6 twin-turbo diesel, 2993cc; Power: 271bhp@4000rpm; Torque: 443lb ft @2000rpm; Gearbox: 8-speed auto

Source: www.autocar.co.uk

VW up 35% in June, expects to break 300,000 this year

noreply@blogger.com (Alice) — Fri, 1 Jul 2011 21:59:00 +0300

With U.S. sales for the first six months up 22 percent, Volkswagen of America forecasts 2011 sales will break 300,000 units -- a level the brand last reached in 2003.

VW sold 256,830 vehicles last year. In 2003, VW sold 302,686 units.
“We’ve been able achieve a volume in the first half of this year in what took us effectively seven months last year,” Jonathan Browning, CEO of Volkswagen of America, said in a statement today. “With Volkswagen’s broad range of fuel-efficient, high-quality vehicles, we expect the momentum to continue into the second-half of the year.”
Volkswagen said it sold 28,444 vehicles in June 2011, a 35 percent increase over June 2010. Sales through June were 154,152, compared with 126,012 a year earlier. Browning said June was VW’s best month in nine years, despite the run-out of the Passat sedan and the Beetle compact car.
June sales were led by the redesigned Jetta, which was up 88 percent in June and 66 percent for the first six months.
Browning estimated that shortages at Japanese competitors because of the March 11 Japan earthquake will give VW about 10,000 additional Jetta sales in 2011.
VW is preparing to launch the Passat sedan redesigned for the United States and built at its new factory in Chattanooga, Tenn., and a redesigned larger Beetle. Both go on sale this fall.

Read more: http://www.autonews.com/apps/pbcs.dll/article?AID=/20110701/RETAIL01/110709991/1448#ixzz1QshW3WVO

Honda CR-Z Mugen review

noreply@blogger.com (Alice) — Mon, 20 Jun 2011 14:01:00 +0300

Honda CR-Z Mugen First Drive

: Supercharger takes power to 197bhp from 122bhp

What is it?

So here it is: the Honda CR-Z Mugen complete with supercharged engine. Impressively quick work from Mugen Euro, because it is only a couple of weeks since we drove the car without its extra power but with all the chassis and body modifications.
To recap, that means carbonfibre bonnet and doors, 18mm wider front track, trick Showa dampers with five compression damping settings, Mugen’s 17in forged alloy wheels and Yokohama Advan A048 tyres. And a set of three extra gauges on a binnacle on top of the dashboard.

What's it like?

Mugen was aiming to equal the Civic Type R’s performance and it certainly feels as though that’s the case. This CR-Z is as quick as it looks. There’s no extra power from the electric motor. The performance comes from supercharging the engine, which now produces 197bhp instead of the standard car’s 122bhp.
It’s a novelty to drive a quick Honda that has strong torque (thanks to the hybrid IMA system) from as low as 1000rpm. Plenty of midnight oil has been burnt over the task of integrating the IMA system’s electronics with the now substantially more powerful combustion engine. Clever stuff.
What’s needed now is a similar level of graft on the chassis. The steering needs to be the first port of call. There’s an absurd amount of self-centring – so much so that you need to be careful not to let the wheel slip through your fingers as you pull out of junctions or you’ll end up on the wrong side of the road. Unsurprisingly, this trait doesn’t do a lot for cornering feel.
Next job on the list is to do some further work on the chassis. With the extremely sticky Yokohamas and a wider track, there’s no shortage of grip. What’s lacking is responsiveness; Mugen’s chassis crew need to spend some quality time with a Clio 200 Cup to see that handling is not just down to outright grip.

Should I buy one?

The idea of a hot CR-Z is exciting, especially the novelty of one that retains its hybrid technology. Not for green reasons, but because it is fascinating to see what can be done with the technology.
The flawed chassis and steering would be easy to put right. After all, we’ve been fiddling with dampers, springs and geometry almost since the birth of the car.

Colin Goodwin

Honda CR-Z Mugen

Price: na; Top speed: 135mph (est); 0-60mph: 6.5sec (est); Economy: na; CO2: na; Kerb weight: 1148kg; Engine: 4 cyls, 1497cc, supercharged, petrol, plus electric motor; Power: 197bhp at 6300rpm (est); Torque: 190lb ft at 5000rpm (est); Gearbox: 6-spd manual
Source: www.autocar.co.uk

Maserati to launch its first SUV

noreply@blogger.com (Alice) — Mon, 20 Jun 2011 13:53:00 +0300

We told you recently that Jaguar was getting into SUVs. Even more surprising maybe, so is Maserati. And soon. The Italian-shaped crossover, imagined here by TopGear's ace render-meister Dougie Wood, launches early next year.

We say Italian-shaped, because it's actually American-boned. Underneath, it's based on the brand-new Grand Cherokee. But we had a quiet word with one of the designers, who swears you wouldn't be able to tell. The trademark Maserati patrician nose flows back into a wavy waistline, all chromed-up with somewhere muddy to go.

But only slightly muddy. Because indoors, you'll find a plush-upholstered three-piece suite in finest Italian leather, with wood strips all over the place.

As for engines, the Chrysler Hemi V8 will be the one if you need bragging rights against your mates who strap themselves into V8 Cayennes. Thank you, that'll be 6.4 litres and 465bhp. Why the Hemi and not the Ferrari-made V8 of other Maseratis? The PR spin will be that the Hemi has more torque, making it better for an SUV. The reality is it already fits the platform, and also Ferrari doesn't sell engines cheaply. Oh no.

If you're going to let sanity have any say, though, the rather good new Fiat V6 diesel will do just fine. It's also out of the Grand Cherokee.

This isn't an off-road crawler like the Grand Cherokees we've seen so far, but a speed merchant. So forget the air springs and extra low-ratio set of the normal Grand Cherokee.

The chassis is proper sophisticated independent, with adaptive damping front and rear. Electronically controlled diffs, in the rear and centre, keep the power going where it's useful.

The moment we post this story, we're expecting the comments section to light up. Maserati shouldn't make an SUV, some will howl. Maserati shouldn't make a Chrysler-based car, others will yelp.

We've every sympathy with those views. But maybe a couple of little reality-check points first.

One, Maserati needs to get its business up a notch. This is one way to do it.

Two, the Grand Cherokee is itself a derivation and improvement of Mercedes parts. (Just one of the many reasons why Fiat Group got itself a bargain when it picked up the Chrysler Group out of bankruptcy last year.)

All that said, dear commenters, it's over to you now
Source: www.topgear.com

Audi unveils R8 GT Spyder

noreply@blogger.com (Alice) — Sun, 5 Jun 2011 13:49:00 +0300

Assembled ranks of Internet, meet the Audi R8 GT Spyder: the hardest iteration of Ingolstadt's open-topped supercar.
Sound familiar? That's because this time last year Audi revealed to us the coupe version of the GT, and the makeover is exactly the same. The R8 GT Spyder gets lightened to the tune of 85kg, via carbon fibre-reinforced polymer (CFRP) side and rear panels, CFRP front/rear spoilers and rear bumper, lightened transmission, wheels and brakes, and special bucket seats that save 31.5kg alone.
The engine has also been fed through Audi's Bertha-style enhancer, weighing in at 552bhp (up from 520bhp) and will do the 0-62mph dash in 3.8 seconds before steaming off into the horizon at a 197mph. Mercedes SLS roadster, are you paying attention?
As before, you get rear-biased four-wheel-drive together with a standard-fit six-speed R tronic ‘box with launch control. This can help embarrass drivers of lesser cars into rethinking their life choices through a rather fizzy standing start, as well as blow-drying your scalp.
And so the question falls: with just 333 models being produced, would you opt for the hardened R8 Spyder or the SLS roadster? Decisions, decisions...
Source: www.topgear.com

In Indiana, Subaru plant turns no-waste zeal into bonanza

noreply@blogger.com (Alice) — Sun, 5 Jun 2011 13:45:00 +0300

Signs of a greener industry: Subaru of Indiana recycles packing materials into vehicle insulation.

LAFAYETTE, Ind. -- Set amid tawny popcorn and soybean fields, weathered barns and rusty silos, the Subaru of Indiana Automotive plant cuts a swath.
A 3.4 million-square-foot monolith abutted by railroad tracks, the plant has a mountain of compost and the occasional coyote skittering through the surrounding 832 acres of woodland. Step inside, though, and you'll discover why this might be the most exemplary car factory in America.
In its 22-year history -- a period that has spanned three recessions, a global financial crisis, massive U.S. auto bankruptcies and the departure of Isuzu Motors Ltd., a founding partner, from the operation -- the factory has rolled out more than 3 million vehicles and has never resorted to layoffs.
Instead, it's given workers a wage increase every year of its operation. Staff members also enjoy premium-free health care, abundant overtime ($15,000 each, on average, in 2010), paid volunteer time, financial counseling and the ability to earn a Purdue University degree on-site -- all in a state that has lost 46,000 auto jobs and suffered multiple plant foreclosures in the past decade.
The plant, in Lafayette, Ind., has achieved all this through a relentless focus on eliminating waste.
"This is not about recycling or a nice marketing to-do," says Dean Schroeder, a management professor at Valparaiso University in Valparaiso, Indiana, who has studied the plant.
"This is a strict dollars-and-cents, moneymaking-and-savings calculation that also drives better safety and quality."
Green kaizen
Toyota Motor Corp. made kaizen -- the Japanese principle of constant "change for the better," with a special focus on efficiency, or "pushing lean" -- famous. Subaru of Indiana, you could say, has instilled green kaizen, or pushing green.
Starting in 2002, the unit of Tokyo-based Fuji Heavy Industries Ltd. set a five-year target for becoming the first zero-landfill U.S. car factory. That meant recycling or composting 98 percent of the plant's waste, with an on-site broker taking bids for paper, plastic, glass and metals, and incinerating the remaining 2 percent that isn't recoverable at a nearby waste-to-fuel operation to sell power back to the grid.
Within two years, the results spoke for themselves.
"Everyone quickly saw the green dividend of not wasting anything," says Tom Easterday, Subaru of Indiana's executive vice president, passing a stack of yellowed foam cases that have survived four round trips around the globe. "You reduce packaging, negotiate a better deal from suppliers, and everyone then shares in the savings."
Reused boxes
Today, the plant abounds with boxes and containers scribbled over with marks that show how many times they have traveled from Japan to Indiana and back (and back again).
On a tour of the plant, Easterday sped a golf cart past a welder whose metal shavings are swept off the asphalt floors and auctioned into a roaring bull market for copper. Last year, Easterday says, the factory saved about $5.3 million by obsessively reducing, recycling, composting and incinerating.
Valparaiso's Schroeder calculates that Subaru saves multiples of that figure by using zerolandfill discipline to reduce worker injuries and fatigue. He cites the plant's switch away from taking cars apart to check the quality of welds -- a process that wasted metal and risked jackhammer injuries -- to ultrasonic technology that did so better, faster and far cheaper.
The factory's workers get bonuses, including the grand prize of a new Subaru Legacy, for pointing out excess packaging and processes that can be cut from the assembly line and then rebated by suppliers. All the savings are effectively plowed back into plant operations -- and overtime.
Lengthy training
To score a cherished "associate" position at the factor -- there's a 10-1 ratio of applicants to openings -- would-be employees are expected to put in long hours learning and practicing its low-impact manufacturing.
That means scrutinizing every byproduct, from welding slag to plastic wrap, for savings. And obsessively slicing seconds off assembly procedures. And a willingness to work whole months of six-day shifts, and likely years on the graveyard shift, while resisting the siren call of unionization. The United Auto Workers has failed three times to organize the plant's workers.
There's always a catch, and at Subaru of Indiana, it's this: All that ultra-efficiency, when applied to employees, can lead to unforgiving schedules.
The plant's workers, who start at just over $14 an hour and peak at about $25 an hour, put in 47-hour workweeks that include two Saturdays a month at time and a half -- good for $50,000 to $60,000 a year in per-employee salary.
That means roughly 100 employee salaries were protected by the $5.3 million zero-landfill rebate.
Ups and downs
The upside: When the Japan earthquake interrupted the supply of parts in March, slowing down the plant's breakneck output, Subaru of Indiana was able to keep paying workers in full to volunteer in town.
The downside: "Everyone's burned out here," says Kay Tavana, a 48-year-old who installs air bags and headlights. Not that she isn't grateful for the work and the plant's perks.
Working while on chemotherapy for a blood disease, Tavana avails herself of the factory's free gym to rev up for her shift from 4:30 p.m. to 3:30 a.m.
The cost savings and social programs at Subaru of Indiana wouldn't amount to much if Subaru's cars weren't in demand. From
2008 through 2010, U.S. unit sales jumped 41 percent, while last year the company's 22 percent rise in vehicle sales was double the broader car market's increase.
'Job security'
"You get worker commitment to productivity by offering job security," says Kristin Dziczek, who studies labor issues at the Center for Automotive Research in Ann Arbor, Mich. "But the best job security is still a product people will buy."
With the Subaru plant operating at maximum capacity and with an expansion plan under way, Easterday says that this "experiment" in the middle of Indiana corn country could someday export its American-made Japanese cars to the rest of the world.
For Schroeder, the Valparaiso professor, his case study of the factory left him convinced that "Dumpster diving can be great for business."

Aston Martin Rapide S spied

noreply@blogger.com (Alice) — Mon, 30 May 2011 21:52:00 +0300

Even faster four-door will get powerful V12 from DBS and revised styling.

Auto Express Car Reviews

The Rapide is ready to live up to its name. Spy photographers have caught a thinly-disguised prototype out on the road near the firm's HQ in Gaydon, Warwickshire, and our sources have confirmed that it's a faster 'S' version of the four-door supercar.

The standard Rapide is no slouch, with a 470bhp 6.0-litre V12 it can cover 0-62mph in 5.3 seconds, and you can read our review of that car here. But the Rapide S will be even quicker and feature the uprated engine from the DBS - with 510bhp. To cope with the extra power, expect carbon-ceramic brake discs as standard and firmer suspension settings for better body control.

As you can see in our pictures, the front and rear styling will get a refresh to give it a more aggressive appearance. A lower front bumper now gets an additional air intake, while deep scoops either side will mark it out from the standard car. At the back there's a more prominent boot lip spoiler and a reprofiled bumper.

Expect a price hike to match the improved specification, bringing the cost of the the Rapide S close to the £200,000 mark when it arrives later this year.

Source: http://www.autoexpress.co.uk/

Chrysler Ypsilon first drive

noreply@blogger.com (Alice) — Sat, 28 May 2011 18:37:00 +0300

If you ever go to Italy you’ll have noticed all those little Lancia Ypsilons scuttling about the cities. The Ypsilon always sold a bundle there, but stiffed everywhere else. Now there’s a new one, and Lancia wants it to spread its wings, even to Britain. Come September it’ll be here in right-hand drive.
But with Chrysler badges.
Huh? Chrysler makes big American cars. Well yes, but that’s exactly the point: Chrysler needs little ones. Fiat, which owns Lancia, also owns Chrysler. It’s deemed the pair a suitable couple for an arranged marriage.
So in mainland Europe, Chryslers – including the new 300 and Voyager – will be sold as Lancias alongside the Ypsilon and Delta. In Britain, all four of them will be badged Chrysler.
Ah but what about Lancia’s magnificent heritage, fully endorsed by our telly trio? Stratoses, Integrales, Fulvias. Even Jeremy’s Botswanan Beta. Yes yes, but face facts: Lancia bombed out of Britain 20 years ago because no-one bought the cars.
No-one except us remembers them. It’s Chrysler that has the name recognition and the dealers now. Get over it.
Whatever their heritages, Chryslers and Lancias share a direction now. Both are meant to be well-specced comfy cars with distinctive design and unusual packaging, but not remotely sporty. Think of the 300. Or even of the PT Cruiser (that was quite the novelty once, it’s just that they left it to go mouldy). If you want a sporty Ypsilon, tough luck. That’s what Abarth and Alfa are for.
The Ypsilon is actually based on the 500, but with a wheelbase stretch. This has four useful effects. It means there’s more back-seat room. It really improves the ride. It allows the Ypsilon to be a five-door, which is how many city cars (eg the Koreans) sell now. And it changes the 500’s proportions from those of a cupcake to those of a car.
But the Ypsilon is still a small car, significantly more fun-sized than the average supermini. This makes it light, and so it goes well, whether motivated by TG’s Engine of the Year the TwinAir petrol, or the 1.3 diesel. Because the engines aren’t stressing, they’re quiet too. They’re sort of cars where 0-62 in 11 sec seems quite nippy.
The tyres are thin and you can just hurl it around. The TwinAir especially feels like it’s got no weight over the nose. It hasn’t, much. So even if it isn’t labelled a sporty car, in the right place – cramped little roads and roundabouts – it’s a hoot.
Make what you will of the styling, but you won’t mistake it for anything else. The rear doors have hidden handles, and the roof floats above that sail of a rear pillar. I rather like the two-tone version.
Inside, the clocks are centrally mounted to make it feel roomier. The assembly quality is fine but some materials aren’t great, but remember it’s a mildly plushed-up city car, not an Audi A1 competitor. About £13k will net you a nicely kitted example.
The only worry then is all those Chrysler Voyagers on The Apprentice. Is driving a Chrysler Ypsilon going to turn you into a mini version of those pushy proto-tycoons in the back seat, endlessly bellowing dim-witted potty-mouthed orders into a mobile phone?
Source: http://www.topgear.com/

Dacia Duster Pikes Peak racer revealed

noreply@blogger.com (Alice) — Fri, 27 May 2011 19:34:00 +0300

Good news! Dacia has decided to enter the famous Pikes Peak international hill climb with that angry Romanian brute you see above; a one-off rally-machine as daft as the brush it is named after.
Purpose built by Tork Engineering, Sodemo and Renaultsport, the Dacia Duster ‘No Limit' gets a Nissan GT-R 3.8-litre twin-turbo engine developing 850hp, and is mated to a sequential six-speeder ‘specially developed to cope with so much power'. So made from unobtanium and iron, probably.
Dacia tells us the aerodynamic package fitted to the ‘No Limit' is ‘rarely authorised in motorsport', which makes us afraid. Will it eat spectators as it powers up the hill?
Three-time Trophee Andros winner Jean-Phillipe Dayraut will pilot the extreme machine at Pikes next month in the ‘Unlimited class' on 26 June in Colorado. We expect seismic shifts to occur on that day. Or another volcanic eruption. Click through for more pics.
Source: http://www.topgear.com/