W213 Mercedes-AMG E63 4MATIC+, E63 S 4MATIC+ launched!

Source: http://www.autocar.co.uk/car-news/new-cars/2017-mercedes-amg-e-63-officially-revealed

Say you are a family man. Your daily grind involves dropping your kids off at school, a trip to your office, or taking your family on a nice vacation. Having a sedan is most likely in your bucket list to transport yourself and family in great comfort. But, does it have to be a boring endeavour? Is the sedan's sole purpose to be a comfortable, family-carrying cruiser? If fun is what you want, but you still need the extra room to carry your family, Mercedes got you cover: say hello to the W213 Mercedes-AMG E63 4MATIC+ and E63 S 4MATIC+!

Yes, you have 2 variants to choose from, with the E63 S 4MATIC+ the obvious hardcore version. Regardless of which variants you choose, both will be fitted with AMG's 4.0 litre twin turbo V8. The E63 4MATIC+ makes 563 horsepower and 750 Nm of torque, while the hotter E63 S 4MATIC+ makes 603 horsepower and 850 Nm of torque. As a result, the E63 4MATIC+ will hit 62 mph from standstill in 3.5 seconds (3.4 seconds for the E63 S 4MATIC+). Furthermore, the potent E63 S 4MATIC+ is equipped with a dynamic engine mount which strikes the balance between soft and firm mount to ensure comfortable ride quality, but without sacrificing handling dynamic.

On the transmission front, both variants will receive the AMG Speedshift MCT nine speed transmission, utilising a wet start-off clutch in place of torque converter to improve throttle response. Feeling like a budding racing star? You can play around with a pair of steering wheel-mounted paddle shifter.

Living up to its name, both E63 variants will channel twin turbo V8 grunt to AMG Performance 4MATIC+ all wheel drive system. It features an electronically-controlled coupling that varies the torque distribution between the rear and front axle to optimise handling dynamic. Pick the base E63 4MATIC+, you make do with a mechanical differential lock; the potent E63 S 4MATIC+ will come with an electronically-controlled differential lock.

Thinking you are the next Keichii Tsuchiya? Mercedes AMG has you covered thanks to the addition of drift mode. You heard that right. This new W213 generation E63 lets you have your sideway fun (unless if your spouse thinks otherwise). To engage the drift mode, select Race mode, pull the paddle shifter (don't forget to turn off ESP!) and put the transmission in manual mode. Congratulations, you are a new drift hero! Drift mode remains engaged until you deactivate the mode.

Speaking of driving mode, both E63 variants offer AMG Dynamic Select. There are four driving modes - Comfort, Sport, Sport Plus and Individual. The E63 S 4MATIC+ adds a fifth mode, the Race mode for track use. Launch Control function is also available. To engage it, select Sport, Sport Plus or Race mode (assuming you have the E63 S 4MATIC+), left foot on the brake and floor the throttle pedal, and enjoy a nice, clean launch.

Worry about fuel? Again, AMG has you covered. Just select Comfort mode, drive at partial throttle and the AMG Cylinder Management will shut off the second, third, fifth and eighth cylinder.

Onto the braking system, both variants will be stopped by AMG high-performance braking system. Go with the E63 4MATIC+, you will have 360 mm discs front and rear; the E63 S 4MATIC+ sports a larger 390 mm front discs with no change in diameter to the rear discs. If you go with the E63 S 4MATIC+, you have the option of speccing it with the optional AMG Carbon Ceramic brakes, which measures 402 mm front and 360 mm rear.

As for suspension, both variants will sit on the Air Body Control air suspension. To further keep the car glued on the tarmac, Mercedes AMG dials in higher negative camber.

Source: http://www.autocar.co.uk/car-news/new-cars/2017-mercedes-amg-e-63-officially-revealed

Source: http://www.autocar.co.uk/car-news/new-cars/2017-mercedes-amg-e-63-officially-revealed 

Sporty performance has to be accommodated by sporty looks. Wheel arches are menacingly wide as a result of wider track width. AMG lettering is conspicuous between the twin silver chrome front radiator grille. At the rear, boot spoiler decks out the back end along with the lovely quad trapezoidal exhaust pipes with chrome-surround. Large 19-inch wheel is standard fitment on the E63 4MATIC+ (E63 S 4MATIC+ will get a much larger 20-inch wheel).

Mercedes new engines detailed

Mercedes has unveiled a new family of engines at Mercedes Benz TecDay event. The new engine features both petrol and diesel fuel, ranging from four-cylinder motor to V8 motor. All engines feature 500 cc per cylinder displacement, so do expect displacement ranging from 2.0-4.0 litre.

For more details on the new engines, keep on reading this post to find out.

M256 inline six petrol

A 48V electrical system dispenses of the need for engine belt-driven ancillaries. For instance, the water pump and air-cond compressor are no longer driven by the engine, allowing for belt-free engine block. Powering the said ancillaries is the new 48V electrical system. The upshot? It gives the block a much cleaner, clutter-free appearance and allows the ancillaries to be placed anywhere within the engine bay. Also, this can theoretically improve engine efficiency thanks to the reduction in parasitic losses.

The 48V electrical system also drives the turbochargers, dubbed as electric auxiliary compressor (eZV) to reduce turbo lag. Also, an Integrated Starter Generator (ISG) is sandwiched between the engine and transmission to provide hybrid function, such as electrically-assisted power boost and energy recovery.

Over 408 horsepower and 500 Nm of torque is expected from the M256, along with 15 percent reduction in CO2 emission over the outgoing V6.

A particulate filter (typically featured on diesel) is added, with cordierite the material used in place of silicon carbide on diesel particulate filter to take advantage of its good heat resistant property.

The M256 will make its first appearance in the facelifted W222 S-Class next year.

OM656 inline six diesel

Expected to output 313 horsepower, in contrast to 258 horsepower outputted by the outgoing diesel engine, with 7 percent reduction in fuel consumption.

Utilises stepped-bowl combustion (named after the piston head's bowl shape), Nanoslide technology (coating the cylinder wall with low-friction coating), two-stage turbocharging and CAMTRONIC variable valve timing.

M176 twin turbo V8 petrol

Displacing 4.0 litres, it is expected to output 476 horsepower and 700 Nm of torque.

Utilises closed deck block to increase the block's rigidity, cylinder deactivation to shut down four of its cylinders on light loads up until 3250 rpm made possible my the CAMTRONIC. Just like the M256 inline six petrol engine, the M176 is equipped with a particulate filter.

This engine will debut in the facelifted W222 S-Class.

M264 four cylinder petrol

Just like the M256, the M264 will be equipped with a 48V electrical system. Unlike the M256, a belt-driven starter-alternator (BSA) will draw power from the 48V electrical system instead of the M256 ISG. The BSA hangs off where a conventional alternator sits. Mercedes claims such setup improves the smoothness of the auto start/stop, sharpens acceleration from electric power up to 2500 rpm, energy recovery up to 12.5 kW and cuts off the engine when coasting to reduce fuel consumption and emission.

The engine rams air into all four cylinders via a twin scroll turbo. Exhaust emission is further reduced with the addition of a particulate filter.

Kancil's clutch failed to disengage AT ALL...finally rectified, phew

Everything was fine until my mother complained the Kancil's (in case you are not from Malaysia, it is a first model launched by Malaysian carmaker, Perodua) gear was sticky. After roughly 2 days later, I tested the car's gear and discovered the problem: clutch did not disengage at all even with the pedal all the way down. Foot on the clutch, impossible to shift; foot on the clutch, engine stalled out when braking to a full stop; foot on the clutch, applied the gas and the car accelerate. Typically, the engine will freely vroom..vroom without the car speeding up if you gas it with the clutch to the floor, but in this case, it did built up speed. Oh well, that is bound to happen with a sticking clutch.

With the clutch kaput, obviously it was too dangerous to drive all the way to workshop (can you imagine pulling up at traffic light on steep grade...in heavy traffic?). With this in mind, we arranged for the car to be towed to workshop. 

A week flitted by after the tow. Worry on whether the car will be back to its best crept in.

Just making sure the workshop had started the repair, I decided to pay a visit. The engine and gearbox were already hauled out when I arrived. The workshop mechanic already installed the new clutch, so I had a closer look at the old clutch the mechanic extracted. 

Turned out it was the clutch plate at fault. The mechanic pointed out to me the plate spring (as you can see above) came loose causing mayhem. If I am going to hazard a guess: The spring blocked the clutch plate's full travel, leaving it in fully engaged mode at all time. Press the pedal all the way, the spring would not let the clutch pull away from the engine, resulting in a permanently engaged state.  

Apart from replacing the clutch, the car needed a new pair of driveshaft (it was knocking when accelerating in curves), new alternator (noisy bearing), new battery and new radiator (it was already rusty so for peace of mind, out goes the old one).

I went to pick up the car yesterday and safe to say: The car is back in business. No unwanted surprises. Kudos to the mechanics. 

McLaren P14 sighted, 650S successor

Source: http://www.roadandtrack.com/new-cars/future-cars/news/a30726/heres-our-first-look-at-the-mclaren-p14/

It has been 2 years since the McLaren 650S hit the road, already a replacement model is in the offing, christened the McLaren P14.

Road & Track reported that the new P14 is set to take on Ferrari 488 GTB and according to their sister site, Car & Driver, it will be a junior to the company's hybrid P1. The engine sitting behind the driver remains the signature M838T 3.8 litre twin turbo V8 (though it would not be getting the P1's hybrid drivetrain as reported by Car & Driver) and the company's signature MonoCell carbon fibre tub continues to underpin the chassis.

Let's see what has changed from the exterior. It seems like the P14 has ditched the predecessor's 'McLaren-logo' style headlight for a more 'squinted' look. Interestingly, the side air intake is missing. Presumably, the air intake had been migrated underneath the headlight. The side mirror is door-mounted rather than being mounted at the base of the A-Pillar as on the 650S.

Source: http://www.roadandtrack.com/new-cars/future-cars/news/a30726/heres-our-first-look-at-the-mclaren-p14/

Round the back, visible changes can be seen from the twin round tailpipe over the predecessor's more rhombus-shaped tailpipe. Also, twin fog light decks out the lower valance just above the diffuser.

P14 vs 488 GTB showdown. Same engine, but a shade smaller for the McLaren. This should be a recipe for a cliffhanger between Woking and Maranello.

Source: http://www.roadandtrack.com/new-cars/future-cars/news/a30726/heres-our-first-look-at-the-mclaren-p14/

               http://www.caranddriver.com/features/2016-mclaren-p14-supercar-25-cars-worth-waiting-for-feature

Koenigsegg Agera RSR, the Japanese market Agera RS

Source: http://koenigsegg.com/koenigsegg-agera-rsr-debuts-in-japan/

The Agera nameplate, introduced by Koenigsegg in 2010 to replace the CCX and CCXR and winner of the TopGear 2010 Hypercar of the Year award, has produced memorable iteration spawning the likes of the Agera R (notably introduced the E85-powered iteration in 2013), Agera S (introduced in 2013 for non-E85 market), One:1 (named after its 1:1 power-to-weight ratio and the brand's 'megacar' as its 1341 hp is equivalent to 1 megawatt) and finally Agera RS (the progeny of Agera R, Agera S and One:1). Agera is a Swedish verb meaning 'to act'. The Agera RS made headline at the 2015 Geneva Motor Show, limited to just 25 examples. 

Just recently, the supercar brand from Angelholm, Sweden has launched two special bespoke edition of the Agera RS: (1) the Agera XS, an American version of the Agera RS with bigger carbon fibre rear wing (both the bigger wing and name change were requested by the owner) making its debut at the Monterey Car Week and (2) the Agera RS 'Naraya', a European special named, according to Koenigsegg, after close association to the owner's family name, and made its appearance at Salon Prive Concours d'Elegance. 

Now, its the Japanese market who will be getting their bespoke edition, christened as Koenigsegg Agera RSR. The company founder and CEO, Christian von Koenigsegg, spoke at the Agera RSR launch event: 

“Japan has been an important market for Koenigsegg since the earliest days of the company. It brought us great pleasure to work with our Japanese clients to bring the Agera RSR to life. The cars they have designed add a new dimension to the already exclusive Agera RS series.” 

Limited to just 3 examples for delivery to Japanese Koenigsegg enthusiasts, the Agera RSR was launched on the 5th September by Koenigsegg Japan in Tokyo. The car is based on the 1160 hp Agera RS, alluding to the company's bonkers 5.0 litre twin turbo V8 engine.

The Agera RSR shares close resemblance to the hallow One:1 design cue, particularly the rear wing and air intake scoop.

Source: http://koenigsegg.com/koenigsegg-agera-rsr-debuts-in-japan/

A closer look at the above picture reveals the One:1-style rear wing, which Koenigsegg claims "provides greater downforce and improved handling".

Source: http://koenigsegg.com/koenigsegg-agera-rsr-debuts-in-japan/

The One:1 design cue does not end at the rear wing. According to Koenigsegg, the air intake scoop looks similar to the One:1 'megacar', only shorter to enable "the roof to be stored in the car". The company also claimed that the scoop enhances breathing when you take the RSR up to higher speed, improving power output when you are pressing on.  

Source: http://koenigsegg.com/koenigsegg-agera-rsr-debuts-in-japan/

Video: How an internal combustion engine work

For centuries, internal combustion engine (henceforth will be called ICE) has been the staple source of motive power in mainstream transport, ranging from cars, motorcycles, aircraft and several more. Several different types of ICE in existence include piston engine, jet engine and rotary engine. 

I was at the recent BMW Innovation Day at Desa Park City and stumbled upon this working cutaway model. It was a sight to behold watching how the moving hardware interact with one another, that I could not help it but brandish my camera and record this video. 

The video above depicts how a 4-stroke motorcycle piston engine works. It is still the same principal as a 4-stroke piston engine found in cars (Suck, Squeeze, Bang, Blow). You can see from the video how the piston and valves interact with each other. 

I had a short chat with presumably a mechanic manning the booth. According to him, this is a new water-cooled engine with wet clutch system (old engine was an air-cooled system with dry clutch system). In case you are wondering what is that big round disc spinning in the crankcase, that is the wet clutch the mechanic was referring to. It is bathed in oil, hence 'wet' clutch. Before I bore you with more technical details, do enjoy the video!  

                                                       

Mazda G Vectoring Control

                               

                                             Source: Norbert Aepli via Wikimedia Commons CC BY 4.0

Jinba Ittai. Literally horses and riders. In Mazda's parlance, that is Mazda's philosophy in delivering their adoring customers with an unadulterated synergy between the driver and the car. Mazda has decided to take the Jinba Ittai to the next level: by adding SKYACTIV-VEHICLE DYNAMICS to the firm's suite of SKYACTIV technologies. The first technology to appear under the SKYACTIV-VEHICLE DYNAMICS family is the G Vectoring Control (GVC), which had been recently added to the facelifted Mazda 3 and Mazda 6.

GVC is basically a software that actively communicates with the engine in response to steering input to optimise vertical loading on each tyres. It does this by either reducing or reinstating torque based on steering angle. 

The idea is that by reducing torque, deceleration is induced. This initiates forward load transfer which helps in improving turn-in response when the driver begins turning the steering. This should, in theory, neutralise understeer (the car wants to go straight even after the steering has been turned).

Once the driver maintains steering mid-corner, the system reinstate torque, inducing acceleration. This transfers load to the rear which stabilises the car. Theoretically, this will make the car less prone to oversteer (the front end turns more, giving the sensation you are spinning out).  

According to Mazda, neither drivers nor passengers will notice GVC at work. Mazda assures that GVC offers significant comfort to the vehicle occupants, as GVC reduces the amount of buffeting experienced by vehicle occupants. This could be due to drivers not having to make corrections directly with the pedals and steering which (I am sure you have experienced this as a passenger) will almost always spill your coffee!

Also, with GVC, Mazda assures that it will enhance straight line stability. In other words, it reduces steering correction on straight road. Most of us barely notice it, but we do constantly make slight steering adjustment to compensate for road undulation and surface imperfection. Thanks to GVC, the lack of steering correction, according to Mazda, should reduce fatigue.

As it is just a software, Mazda assures this will not add weight and complexity as this does not require the addition of extra hardware.

All in all, the newest addition to the SKYACTIV-VEHICLE DYNAMICS family may transform your Mazda into a tiny handling monster capable of making the supercars look silly around curves, or when you are barreling down the freeway. Hopefully, Mazda's tireless pursuit for enhanced Jinba Ittai will show itself in their products.      

Source: http://insidemazda.mazdausa.com/wp-content/uploads/2016/07/mazda_g_vectoring_press-information.pdf