Nissan e-POWER electric drivetrain

Source: http://www.nissan.com.au/Discover/News/2016/November/02/NISSAN-INTRODUCES-NEW-ELECTRIC-MOTOR-DRIVETRAIN-ePOWER

Nissan has introduced its brand new electric drivetrain system under the Nissan Intelligent Mobility electrification strategy. Christened the e-POWER, the new electric drivetrain system is, according to Nissan, a result of knowledge gained from the development of the all-electric Nissan Leaf. The Nissan Note (pictured above) will be the first Nissan model to equip the new electric drivetrain system.

How does it work? According to Nissan, the e-POWER dispense of the need for external charging port thanks to the addition of a small petrol engine driving the power generator. The engine will fire up when the battery is low on charge. This will recharge the battery as you are driving along, which helps alleviate the so-called 'range anxiety' associated with all-electric vehicles. The battery will then feed its juice to the electric motor to propel you down the road.

This is in contrast to all-electric vehicles which does not lug around the internal combustion engine (ICE), nor the conventional hybrid where the ICE takes the propulsion duty over from the electric motor when the latter is low on charge.

Nissan's e-POWER is essentially a series hybrid system and in a way, it's nothing new. However, with the e-POWER technology, Nissan has managed to make the battery smaller compared to the Leaf's battery, which helps in weight reduction and more importantly, enables the electric motor to deliver high output for smooth, powerful acceleration.  

Nissan Tsuru discontinued; zero-rated NCAP safety rating

Source: https://en.wikipedia.org/wiki/Nissan_Sentra#B11_.281982.E2.80.931986.29

Safety first folks! Nissan has decided to pull the plug on their Mexican-market Tsuru sedan (otherwise known as the B13 Sentra) by May 2017 due to its dismal zero-rated NCAP safety rating.

Global NCAP and Latin NCAP conducted a car-to-car crash test between the Tsuru and the five-star rated 2016 Nissan Versa (known as Almera in Malaysia). The result of the test revealed the squalid protection offered by the Tsuru.

A 50 percent overlap crash test revealed the Tsuru's main structure failed to absorb the impact, resulting in the driver's head hitting the steering wheel as shown in the video above. Global NCAP posited the driver of the Tsuru could easily suffer life-threatening injuries in an actual road accident. To compound matters, the Tsuru is not equipped with airbag.

Global NCAP secretary-general, David Ward, stressed on the importance of meeting minimum crash test standard to prevent sales of unsafe cars, "Our first ever car-to-car test clearly shows the importance of minimum crash test regulations. Mexico doesn't yet apply them and the US has had them for decades. The lack of standards can result in the sale of unsafe cars like the Nissan Tsuru".

Meanwhile, Latin NCAP reported on this April that the Tsuru was responsible for more than 4000 deaths on Mexican roads between 2007 and 2012.

Video Credit: Insurance Institute for Highway Safety (IIHS)

Toyota and Mazda strike up connected cars and electric vehicle (EV) deal

Source: http://www.maltatoday.com.mt/business/technology/

Seems like Toyota and Mazda are getting greener. After inking a deal last year to share each other's efficiency-enhancing technologies (Toyota provides Mazda with their fuel-cell and hybrid tech; in return Mazda provides Toyota with their efficient, compression-optimised SkyActiv petrol and diesel), the Japanese duo has struck up a deal that will see them focusing in developing connected cars and electric vehicle (EV) technologies, according to Automotive News.

The details of the deal, however, still remains under wrap, as Akira Marumoto, Mazda's executive vice president, declined to share the details.

Source: http://www.autonews.com/article/20161102/OEM01/161109974/mazda-says-toyota-tie-up-could-yield-electric-connected-cars

Volkswagen officially withdrawing from FIA World Rally Championship (WRC)

Source: http://www.autosport.com/news/report.php/id/126936

So it is then. Volkswagen has called it a day to their FIA World Rally Championship (WRC) participation, after sister brand, Audi, officially ended their participation in the FIA World Endurance Championship (WEC) and Le Mans racing to focus more on developing electric cars technology with Formula E Team ABT Schaeffler Audi Sport next year (though they have not quitted DTM German Touring Car racing). 

Blame that on Dieselgate. With mounting calls for buyback and increasing fines worth billions of dollars, it just does not make sense financially to continue funding the brand's racing programme. 

Frank Welsch, Volkswagen's board member overseeing technical development, hinted on the brand's electrification alternative, "With the upcoming expansion in electrification of our vehicle range we must focus all our efforts on important future technologies".

Could this be hinting at Volkswagen's participation in Formula E, following Audi's footsteps?   

  

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.