Brake Override System

Source: http://www.nissanusa.com/blog/brake-override-system

You have just bought yourself a brand spanking new car. You flip through its specification and inevitably come across the term Brake Override System. Wondering what it means? Wonder no more.

Brake Override System is a safety feature that allows the ability to stop a car even with the accelerator pedal depressed at the same time with the brake application.

Why such feature is introduced on modern cars? One notable example that became fodder to the system's introduction is the fatal crash involving Mark Saylor, a California Highway Patrol officer, and his family, when the accelerator pedal of their Lexus sedan became stuck, leading to a deadly runaway car. Investigators blamed the accident on ill-designed floor mat that obstruct the accelerator's movement, meaning the risk of the accelerator not fully releasing is hazardously high. In light of the accident, National Highway Traffic Safety Administration (NHTSA), an executive branch of the US government under the Department of Transportation, has mandated the system to be implemented by every manufacturers in a bid to protect vehicle occupants in an event of stuck accelerator pedal.

Source: http://brainonboard.ca/safety_features/active_safety_features_brake_override.php

How does it work? When the system detects that both pedals are depressed at the same time, it gives the brake more precedence. In a nutshell,even with the accelerator depressed, the system will make it feel like the accelerator is fully released, enabling your brake to slow the car down effectively. This should in theory prevents you from roaring down the highway with a death note sticking on your forehead.

Should this system be featured on every new cars? Like every safety features, one must know how to use it and remain responsible on the road. It is not a great idea to fall into a false sense of security thinking you can drive around like you are in Too Fast Too Furious movie scene. Nevertheless, any features with life-saving potential make great sense as an extra protection to keep you out from a wreck.    

Peel P50

Source: https://en.wikipedia.org/wiki/Peel_P50

Manufactured between 1962-1965 by Peel Engineering Company on the Isle of Man, this is arguably the most bizarre microcar in automotive history. The car was declared by the Guinness record as the world's smallest production car.

Peel Engineering Company was a manufacturing company based in Peel village located on the Isle of Man's west coast. The company primarily manufactures fibreglass boats and fairings for motorcycles.

Source: http://www.cargurus.com/Cars/1962-Peel-P50-Pictures-c19982#pictureId:13943974

This car can only fit 1 person and 1 shopping bag, 1 headlight, has only 1 door slung out on the left side of the car and most importantly, no reverse gear. You heard that right, NO reverse gear. Peel decided to attach a handle bar right behind the car (as shown in above picture) meaning you have to physically walk behind the car and pull the handle bar to get you out of parking bay for instance. Why Peel decided to omit reverse gear is unfathomable (cost cutting???). Drive is transferred to the single rear wheel by a diminutive 49cc engine. 

If there is one great thing about this car (though not necessarily great to everyone) is this car can be driven literally in a tight confine, like your office for instance. No kidding. This car is so small that it can fit nicely, and drive nicely in your office. Check out the TopGear video below and you will see the point. 

Video Source: Top Gear

Honda NSX

Source: https://commons.wikimedia.org/wiki/File:Honda_NSX_reg_1991_2977_cc.JPG

What do you get if you take a Honda with Pininfarina-designed body panel and inject sporty DNA into it's vein to challenge the likes of Ferrari? The answer is the Honda NSX. Though it went into production in 1990, it's development began in 1984.

Tracing it's root back to 1984, Honda approached Pininfarina, an Italian coachbuilder, to commission the HP-X (Honda Pininfarina eXperimental) concept with a 2 litre V6 engine mounted amidship. 

Source: http://www.topspeed.com/cars/honda/1990-2005-honda-nsx-ar1449.html

During it's development period, the Honda management figured they could create a supercar that rivals the performance of the Ferrari while offering stellar reliability and lower price tag. As a result, the HP-X concept evolved into the NSX (New Sportscar eXperimental). 

Honda set the Ferrari 348 as a benchmark. To fulfill Honda's vision to put the 348 to shame, out goes the 2 litre V6 from the concept and in goes a more powerful mid-mounted transverse 3 litre VTEC DOHC V6 with a variable length intake manifold that churned out 270 bhp to the rear wheels via a 5 speed manual. The use of titanium connecting rod further optimised the output of the 'Ferrari burner'. 

In the chassis department, the Honda engineers received a helping hand from the late triple F1 champion, Ayrton Senna who clinched the 1988, 1990 and 1991 title driving for the McLaren Honda team. Thanks to his input, the NSX chassis gained the much needed rigidity, and much beefier double wishbone suspension all-round, endowing Honda's answer to Ferrari with an impressive cornering speed.

Weight reduction played a crucial role to the NSX's quest to demonstrate its performance credibility. This called for aluminium body panel and aluminium suspension arms. The extensive use of aluminium endowed the NSX with a curb weight of 1370 kg.

Source: https://en.wikipedia.org/wiki/Honda_NSX_(first_generation)#1992_NSX-R_.28Japanese_domestic_market.29

Throughout it's production run from 1990-2005, the NSX had gone through several upgrades. Most notably was when the first iteration of the NSX-Type R, or NSX-R, was rolled out the assembly line in 1992 featuring a much larger, more powerful 3.2 litre V6 tuned by Mugen, extensive weight reduction, extra beefy suspension and a more aggressive final drive ratio up to 4.235:1 from the stock 4.06:1 for eyeball-popping acceleration. In 2002, the NSX Type R received a facelift which saw the introduction of carbon fibre to further cut weight and boosting power via engine tweaking. The result is a Nurburgring lap time of 7:56 rivalling the Ferrari F360 Challenge Stradale, set by a former Japanese racing driver and current Best Motoring presenter, Motoharu Kurosawa.

To this writer, the NSX is Honda's stepping stone to challenge the European performance icon. The recently launched second generation NSX with it's new powertrain represents the stride Honda has made to become a major player in the high performance car industry.  

     

Bravo Aston!

Source: www.dubicars.com

Seems like our friend from Gaydon has whipped up something special. Nope, it is not another James Bond special, but it is a rather special offering that will whet the enthusiast's appetite. Meet the new 2017 Aston Martin V12 Vantage S. 

Okay, what is so special about Aston's new V12 Vantage S compared to the previous iteration? Well, it is not really Aston going bonkers with liberating extra juice from the same 6 litre V12 (it still makes the same 563 hp at 6750 rpm and 620 Nm of torque at 5750 rpm). What makes it special is the bit that passes the V12 power to the rear wheels, the transmission.

What is so special about the transmission I heard you ask? Well, the new V12 Vantage S is a departure from the previous model where manual was not even an option (only a 7 speed Sportshift III automated manual was offerred mind you). This time round our Gaydon friend has shoehorned...hold your breath...3 pedals and a human-operated H-gate shifter!

Source: paultan.org

It is not a 6 speed, but it is a 7 speed. It is not just a 7 speed, but it is a 'dogleg' transmission. Dogleg? What is that? It is basically 1st gear sits where 2nd gear should be like on traditional shift pattern, meaning 1st gear on dogleg transmission is to the left of neutral and down. This layout is popular on high performance sports cars and racing cars as 1st gear is seldom used. This allows a faster shift to the gears most often used, such as 2nd and 3rd gear as they are inline with each other requiring just a straightforward shove back and forth.

To top it off, the transmission is equipped with the AMSHIFT, which automatically blips the throttle on downshift to simulate a clean heel toe downshift, made possible by clutch, gear position and propshaft sensor. If you wish to do your own heel toe, the system can be turned off.

The return of manual in the V12 Vantage S after a brief hibernation should be a welcome relief to the enthusiasts camp. The 7 speed Sportshift III automated manual remains an option in the new Vantage S if clutching in and out is not your idea of driving.

Self-shifter 'GT3 RS', Porsche's commitment to the 3 pedal 911?

                                              Source: porsche.com/italy/models/911/911-r/

All hail the brand new Porsche 911 GT3 RS with it's appetising, raucous 4 litre naturally aspirated flat-six, giant rear wing and....hang on a minute? Is that a PDK gear selector sticking out from the centre console? Heads bow in abject dejection. Stirring the H-gate stick is not even an option on the GT3 RS because being a track car, beating the clock is of much greater importance than indulging oneself in a self-gratifying heel toe downshift.

Source: porsche.com/italy/models/911/911-r/

Fear not manualphiles, Porsche have you in mind and whip up a manual version of the hardcore GT3 RS sans rear wing, and striking red strips extending from front to back along the flank: say hello to the 911 R.

With the same 4 litre naturally aspirated flat-six derived from the track-going GT3 RS slung out at the back, your insatiable desire for tactile pleasure of feeling the cogs stirring under your palm, the 911 R will surely stroke your insistence for 'manualness' (do the word even exist?).

Source: porsche.com/italy/models/911/911-r/

Well folks, seems like our friend from Stuttgart really do stick to their words. In an interview with Car And Driver, Erhard Mossle, Porsche's engineering head honcho for the 911 Turbo, Carrera 4 and Targa, reassured that 3 pedals will remain in the 911 DNA for as long as possible.

"It's a unique selling proposition for Porsche to have a manual in the 911 range, and I think we will fight for that as long as possible," he told Car And Driver. "Even if it's only 10 percent of the market, it's important for some customers and for some markets, especially the U.S., to have that kind of gearbox."

He also acknowledges the emotional appeal of flicking the gear lever.

"What we learned from the last two years with the Cayman GT4 and Boxster Spyder is that it's not only a discussion of lap times, but also of emotion, of being fun to drive," he said. "Even if the car is not the fastest, it is fun to drive with a manual. Of course the PDK is faster, but a lot of customers want to change gear by themselves. Therefore I think we should keep it, for the next generation also."

The 911 R is a sign of Porsche's dedication to keep manual in the 911 family as long as a sizeable number of customers ask for it.

Features treating future 911 R owners are automatic rev matching function which can be switched off by a press of a button and an optional single mass flywheel for extra zing when you gun the loud pedal.

Rear wheel steering and mechanical rear locking differential will ensure enhanced stability while you are busy heel toeing to gratification.

To keep 500 hp in check, Porsche Ceramic Composite Brake is standard for an eye-popping stopping power. With lap time not prioritised, the rear wing had been hacked off.

Unlike certain automakers who had completely threw manual into the dumpster (Ferrari and Lamborghini comes to mind), Porsche has not completely given up on the row-your-own-gear option. The 911 R may well be a ray of hope for the manualphiles around the globe that the surge of the state-of-the-art, lap time 'special' automated transmission will not completely supplant the traditional tactility that 3 pedals and H-gate shifter provide to those who do not see clutching in and out as a humdrum chore.

BMW M hybrid in the offing? Will Munich implement hybrid in spite of weight handicap?

Source: qJake via Flickr CC BY-SA 2.0

With the increasingly stringent emission standard and raising the environmentalists flag, the name of the game has now switched to creating greener cars: hybridity and electrification becoming increasingly inevitable.

Thanks to the likes of McLaren P1, Ferrari LaFerrari and Porsche 918 Spyder, performance sectors are giving hybrid their graceful touch. Formula E , Porsche Mission E concept and Mercedes AMG SLS Electric Drive give performance cars some nice zap of electric shock. Hybrid and electric powertrain are not only constrained in your run-of-the-mill family cruiser, but also in muscle-bound brute that spells P.E.R.F.O.R.M.A.N.C.E.

With more and more performance marque shifting their future plan to hybridity and electrification, one marque putting their attention to it is BMW M division.

In an interview conducted by Auto Express, Dirk Hacker, vice president in the M division, admitted that hybridisation and electrification may be the future of M cars.

"We will look at electrification-I think it could be inevitable-but it depends on the possibility of increasing performance," Hacker said. He immediately noted that hybrid M will not be implemented right off the bat due to weight concern and will only consider hybrid if it offers performance improvement.

When asked on the possibility of electric M cars, Hacker dismissed the latter due to customer demand.

"We've found that our customers are not interested in driving without the combustion engine," Hacker said. "They want to know if these changes will help with performance." Seems like electric M is out of the question. Phew. This writer cannot imagine standing next to an eeriely quiet M car.

If that is the case, looks like our friend at BMW M is looking to hybridise their performance segment not in the name of efficiency but performance. The VP's concern on the weight of hybrid powertrain reminds this writer on Koenigsegg's chief concern during the development of their hallow Regera hybrid: weight.

Not surprisingly, weight is a performance killer. Shedding weight is a goal of every performance cars. Take for instance the likes of Ariel Atom 3.5R and Ferrari 458. The latter is more powerful than the former. However, the Atom sprints from 0-62 mph in just 2.6 seconds to the 458's 2.9 seconds. Wait a minute, how can the Atom with 350 hp 2 litre supercharged Honda 4 cylinders outgunned the 458 with its more powerful 562 hp 4.5 litre V8? The Atom only weighs 550 kg to the 458's 1485 kg. This emphasises in the performance realm, taking into account only power output is not enough. Power-to-weight ratio is the holy grail in making a car a speed demon. The VP's concern on hybrid drivetrain's weight may allude to boosting power-to-weight ratio.

This writer wonders if hybrid M do come into production, will the engineers at M division ponder on imitating Koenigsegg's trick in overcoming the weight handicap of their Regera hybrid: dispensing the transmission altogether. Will this be the recipe for crazy power-to-weight ratio?

Koenigsegg's Freevalve camless engine

For decades since the advent of the Internal Combustion Engine, camshafts have been responsible for actuating the poppet valves (intake and exhaust) to draw air fuel mixture into the cylinder for combustion and purging the cylinder off spent gases, or exhaust gases, for the next intake of fresh mixture.

In the past, camshaft tuning was a compromise, meaning engineers had to take into account the engine's application: will it spend its time in bumper-to-bumper traffic or screaming itself off at higher rev range.

Several innovations had been invested to overcome the restrictive nature of camshafts such as variable valve timing and lift, an innovation that alters the opening and closing time of the valves (timing) and how far it opens (lift). However, it still does not change the fact that camshafts, like any mechanical devices, are analog in nature: meaning the valves lack individual control due to being solidly locked to the camshafts. Enter Koenigsegg's Freevalve camless engine.

With the camless engine, rather than being actuated by a camshaft, the valves are actuated by high pressure air via pneumatic actuators. According to Christian von Koenigsegg, the founder of Koenigsegg supercar firm and a visionary who came up with innovative approaches such as the bonkers hybrid gearless Regera, traditional camshaft is akin to playing a piano with a broomstick and taking away the camshaft is akin to playing the piano with your fingers. Imagine taking a broomstick and try hitting the piano keys. You will find you have less control on which key to actuate as the broomstick will hit virtually all keys. Remove the broomstick and you have better control on which keys to actuate.

Going back to conventional camshaft engine, say you have 4 valves per cylinder (2 intake valves and 2 exhaust valves). Both intake valves are open simultaneously during the intake stroke and vice versa.

With the camless engine, the ECU does not necessarily open all valves but rather take into account engine load and rpm to open just one or two valves to ensure efficiency at varying engine operations. This entails better control over the actuation of valves and theoretically may boost performance and efficiency, which Koenigsegg claimed an improvement by 30%. A huge claim indeed.

Most folks may be familiar with timing belt or timing chain. Camless engine dispose of the need for it as there are no camshafts. This may mean no more worries of the belt snapping at inopportune moment.