#steering electric power assist system

[aeautoevcharger]

AEAUTO latest generation AE6500 EPS System

Nanjing AE System released the latest generation of steering electric power assist system AE6500, which brings higher safety and better comfort to heavy-duty trucks and commercial vehicles. The system not only saves fuel consumption, but also has advanced functions such as lane-keeping assist, side wind compensation, and trailer assist.

European Market Strategic Planning

At the IAA exhibition in Hannover, Germany in September, Nanjing AE Sysystem plans to introduce the most advanced steering electric power assist system for commercial vehicles to Europe. This latest electric drive solution for light, medium, and heavy vehicles is an integrated and modular electric drive system that can help the automotive industry move towards a more sustainable future. AEAUTO plans to sell its products throughout Europe in 2025.

Assisting in the Transformation of Heavy-Duty Trucks

Our latest EPS system allows larger vehicles such as heavy-duty trucks to switch from hydraulic power steering (HPS) to EPS. This way, the unique steering feel of heavy-duty truck brands is retained while the advanced safety, comfort and fuel economy of EPS are obtained.

Market Status and Opportunities

Currently, most of the heavy-duty truck and light commercial vehicle markets still use HPS systems. However, Esteering electric power assist system(EPS) provides OEMs with an opportunity to stand out in the fierce market competition, attract consumers' attention, and increase their productloyalty.

Technological Breakthroughs and Applications

Electric steering systems can also be used in heavy trucks. A few years ago, achieving a 24 kN steering load based on a 12-volt electric system was considered impossible. Still, today. AEAUTO EPS has been successfully used in heavy trucks and commercial vehicles.

Continuous Innovation and Looking Forward to the Future

Customers are under tremendous pressure to implement zero-emission technology, and the AE6500 is a technology we are proud of. We never rest on our laurels and always insist on developing and continuously improving EPS products, hoping to bring more benefits to OEMs and drivers, realize the implementation of the electrification transformation strategy, and meet the demand for one-stop solutions.

[wheelsgoroundincircles]

1966 Dodge Charger

1966 Dodge Charger

1966 Dodge Charger

1966 Dodge Charger

The first year of Dodge's fabled Charger

This 1966 Dodge Charger was delivered new to the Dodge Regional Office in Kansas City, Missouri, and it was purchased by the current owner in 2018 and subsequently underwent a refurbishment that was completed in 2021. The car is finished in turquoise over black vinyl upholstery, and power comes from a 426ci Hemi V8 paired with a TorqueFlite three-speed automatic transmission and a Sure-Grip rear end with a 3.23:1 final drive. It's listed now with no reserve on BaT!

Equipment includes dual Carter four-barrel carburetors, an aftermarket oil pan, a custom skid plate, a dual exhaust system with headers and electric cutouts, power-assisted drum brakes, power steering, Magnum 500–style 14″ wheels, a rear spoiler, and a RetroSound stereo.

[boxboxblog]

How Do F1 Cars Work?: Power, Transmit, Suspend

Alright part 2 everyone. Let's go.

1.Power Units

You have probably heard lots of yammering about power unit components before. Things like 'they took on too many and now have a grid penalty' are common to hear. But what is the power unit, and what does that mean?

So the power unit refers to the engine system that helps power the car. The modern F1 car is a hybrid, a mix between a typical Internal Combustion Engine (ICE) and Energy Recover Systems (ERS). The modern F1 ICE is a 1.6 liter V6 turbocharged engine and can rev up to 15,000 RPM. It uses gasoline and generates a majority of the power. I've explained how it works in an older post, but briefly it compresses air and fuel and ignites it to create combustion which generates energy. The turbocharger is a part of the ICE that helps condense air more, in turn forcing the engine to create more energy.

The ERS has two components. The first is Motor Generator Unit-Kinetic (MGU-K), which recovers energy from braking, stores it in the battery (which stores energy from the two units), and can be used as a boost to power. The second is Motor Generator Unit- Heat (MGU-H). This unit recovers heat energy from the turbocharger and converts it to electrical energy. It can either charge the battery directly or assist the ICE.

When teams get in trouble taking too many power units it essentially means they have replaced something like the MGU-H too many times. There is a cap for how many times you can replace a power unit component, but with the addition of more races every year the FIA is under pressure to increase this limit. Almost every single car takes the penalty at some point.

2. Transmission

The transmission is the semi-automatic gear box inside of F1 cars, which for them is 8-speed. It is located at the rear of the car and connects to the power unit. This is a part of the car that is famous for having issues, and often when a drivers car retires it is due to a gear box failure. With paddle shifters located under the steering wheel, drivers can change the gear in which they are driving. Different gears effect the traction, grip, fuel economy, and speed of the car and are used strategically throughout the race. Part of the transmission is the differential. The differential distributes power between the rear wheels when cornering, allowing the inside tire to rotate slower than the outside tire. The final majorly important part of the transmission is the clutch. In F1 the clutch, which is a device that connects the engine and transmission to the car is automated and controlled by electronics. It is usually used when starting the race or leaving the pit lane.

Grip levels, cornering speeds, and straight-line speeds all play a crucial role in gear ratio calculations. The teams have to find the perfect balance between acceleration, top speed, and adaptability. The team’s engineers use advanced simulations and data analysis to calculate the optimal ratios for each gear. They also take into account factors like tire wear and fuel consumption to fine-tune their calculations. All of this information can be gathered from electronic data gatherers inside of the car, running simulations, and also the drivers reporting themselves. Its why radio communication is so important in F1. This decision can make or break a race, and we have seen drivers lose due to an incorrect gear decision.

3. Suspension

The suspension system works to keep the tires in contact with the road and helps absorb the shocks F1 cars experience. This is created through a variety of springs, shock absorbers, sway bars, etc. Without the suspension, the chassis would be experiencing the full extent of the shaking and pressure, which would do damage to the car and be very painful for the driver. Anytime you see a driver shaking like crazy in the car, it usually means there is something off with the suspension. Suspension also allows the force of the bumps and the kinetic energy to be stored by a spring, which is then compressed, absorbing the energy transferred by that bump in the road and allowing all four tires to grip the road. The biggest difference between street car suspension and F1 suspension is that in an F1 car each tire is independently sprung, which means that they move on their own, useful around corners.

In F1 cars they have a pushrod or pullrod suspension. These systems transfer pressure from the wheels to the suspension dampers and springs. In a push-rod system, the rocker arms are placed at the highest point in the car. As such, the rod is under pressure as it transfers compression forces upwards into the rocker arms. In a pull-rod system however, the rocker arms are located between the upper and lower control arms, at the center of the car This means every time it hits a bump or curb, the wheel pulls on the spring which causes the pull-rod to go up and outwards from the chassis. Both are regularly used suspension types.

Teams regularly change how their suspension is functioning, and it is by far one of the most tweaked systems on the car. Truly, a weak suspension can make any car one of the slowest cars on the grid. So next time you hear a. driver complain about how slow they are on the straights, or how much their back hurts, it usually means their suspension is not where it should be.

That's all for this post, next one should be about braking, the various electronics/sensors, cooling systems, and wrap up of how everything works together.

Cheers,

-B

[scotianostra]

On 17th September 1910 Andrew Blain Baird, working as a blacksmith in Rothesay, made the first flight by an entirely Scottish designed and built aeroplane.

Andrew Blain Baird was born in 1862 in Sandhead on Luce Bay in the Rhinns of Galloway, Scotland. One of three sons, his father was a fisherman and handloom weaver. He became an apprentice to a blacksmith in Sandhead, worked as a lighthouse keeper on Lismore, then as an ironworker at Smith and McLean’s on the Clyde shipyards before finally setting up on his own as a blacksmith at 113 High Street in Rothesay, Isle of Bute, when he was 25.

Baird was a daring thinker, a pioneer and innovator. He created many improvements to the plough, built a unique model of the triple expansion engine powered by electricity and was one of the original members of the Scottish Aeronautical Society.

Eager to expand his knowledge of aviation, Baird corresponded with the early aviators Louis Bleriot and S. F. Cody and exchanged information about construction of aircraft and their flight. Inspired by a visit to Blackpool for England’s first ever Aviation Week in October 1909, he returned to Rothesay ready to design and build his own sophistocated monoplane similar to Bleriot’s but with an engine built by the Alexander Brothers in Edinburgh that was 4-cylinder, air-cooled and with water-cooled valves. The control system he would design for his aircraft would be unlike anything that had been developed at the time. His wife sewed brown trussore silk for the wings.

The Baird monoplane, once completed in his own shop in the summer of 1910, went on show at an exhibition in the Esplanade Flower Garden at the front of Bute. and then to the amazement and excitement of all it was moved to the Bute Highland Games on 20 August 1910.

From there it was taken for storage and readying directly to a barn owned by Willie Dickie at his farm at Cranlasgvourity, Bute.

Scottish aviation history was about to be made when in the very early morning of 17 September 1910, the Baird Monoplane was taken by a Mr Scott on his horse-drawn wagon to Ettrick Bay - with its wide expanse of sand reminiscent of the Kitty Hawk N.C. site chosen by the Wright Brothers for their historic flight.

In the sunshine and amid the wide golden sands of Ettrick Bay the first entirely Scottish designed and built plane sat ready to make history.

Andrew Baird was, on that day, assisted by his friend Ned Striven who was an Electrical Engineer with the Burgh of Rothesay and who had assisted him with the engine and related design considerations.

There on the wide expanse of Ettrick Bay beach, Baird and Ned Striven started the engine. All was ready. Hearts raced with anticipation. A small crowd looked on in amazement. And the flight into history began.

Flight Magazine on 24 September 1910,[1] described it as follows:

“Mr Baird was seated in the machine and on the engine being started the plane travelled along the sands at good speed. Naturally, on clearing the ground, the swerving influence of the axle ceased and the influence of the steering wheel brought the machine sharply round to the right causing it to swoop to the ground. The contact was so sharp that the right wheel buckled and the right plane suffered some abrasion by scraping along the beach.”

Andrew Blain Baird had realised his dream - he had flown in an aircraft of his own design and construction.

His was the first entirely Scottish flight of a heavier than air powered craft.

Noted pioneer aircraft manufacturer Tommy Sopwith sailed his yacht into Rothesay Bay in 1910 to visit the Marquess and to attend the Highland Games and there viewed the on display Baird monoplane. Very impressed, he was given permission to incorporate some of Baird’s innovations into the aircraft he was designing and which would have such a great impact on the course of World War I. Over the years, many others from around the world involved in aviation consulted Andrew Baird and learned from his pioneering experience and innovative mind.

[race-week]

Teams Purchasing Components

There is a list of car parts that teams can purchase from other manufacturers as a way to keep development costs down, this can be beneficial for smaller teams but it also has the disadvantage of using parts that aren’t designed for your specific car.

There are at least 4 teams who purchase multiple components from other manufacturers, they are Haas from Ferrari, AlphaTauri from Red Bull and Aston Martin and Williams from Mercedes.

The full list of TRCs is

Rear impact structure

Gearbox

Clutch

Front suspension

Rear suspension

Power-assisted steering

Some fuel system components

Hydraulic pump and sensors

Power unit mountings

Exhaust system

Electrical looms

Williams purchase the fewest components out of the mentioned teams, they use the Mercedes Gearboxes and hydraulics.

Aston Martin essentially purchase the whole rear of the car from Mercedes, the gearbox, rear suspension, hydraulics, exhaust.

Haas purchase all of the TRCs from Ferrari

AlphaTauri will also be purchasing multiple TRCs from Red Bull this year.

The purchased parts do not need to be the current spec, for example Haas could be purchasing 2022 spec parts from Ferrari rather than the 2024 spec parts, if they wanted to save money.

These purchases do fall under the cost cap.

[diabolus1exmachina]

Aston Martin One-77 (property — before being seized by Swiss authorities — of the son of the leader of one of the most corrupt governments in Central Africa)

In keeping with its tradition of producing limited edition, hand crafted exotica for the wealthy aficionado, best exemplified by the DB4 GT Zagato of the 1960s, Aston Martin previewed its proposed One-77 'hypercar' at the 2008 Paris Motor Show. 'The finished One-77 made its official debut in April 2009 at the Concorso d'Eleganza Ville d'Este, held on the shores of Lake Como in Italy, winning the 'Award for Concept Cars and Prototypes'. Designed by Marek Reichman, it was the fastest and most powerful Aston Martin ever built, with a top speed of 220mph, and also the most expensive, carrying a price tag of £1,150,000. Hailed by its maker as "possibly the world's most desirable automotive art form", the One-77 with its long bonnet and short tail was every inch the classically proportioned Gran Turismo, combing muscular pugnacity and feline grace in equal measure. A two-seater closed coupé, the One-77 featured advanced technology in the form of an immensely rigid and lightweight carbon fibre monocoque chassis, which carried a seamless body traditionally handcrafted in aluminium. Made from a single sheet of aluminium, each front wing was said to take one craftsman three weeks to produce.  Other state-of-the-art features included bi-xenon headlamps with integrated LED side lights and direction indicators, LED rear lamps (fog and reverse), carbon fibre front splitters, carbon fibre rear diffuser, and active aerodynamics with deployable spoiler. Providing the horsepower needed to breach the magic 200mph barrier was a stretched (to 7.3 litres) version of Aston Martin's existing 48-valve V12 engine. Extensively reworked by Cosworth Engineering, it produced 750bhp and 553lb/ft of torque, and was the world's most powerful normally aspirated road-car engine at the time of the One-77's introduction. Cosworth's extensive re-engineering included fitting dry-sump lubrication, which enabled the V12 to be carried 100mm lower in the One-77's chassis than in that of the DB9. Like the V8 in the One-77's Vantage sister car, the V12 engine was mounted towards the centre of the chassis, well aft of the front axle line in the interests of optimum weight distribution, to which end the six-speed automatic/manual transmission was located at the rear in the form of an integrated transaxle. Power was transmitted to the limited-slip differential by a carbon fibre prop shaft encased in a magnesium alloy torque tube, reaching the road surface via 20" forged alloy wheels - 7-spoke or 10-spoke - shod with Pirelli P Zero Corsa tyres.

Unusually for a road car, the One-77's all-independent suspension featured pushrod actuation of the adjustable mono-tube dampers, a system more commonly found in modern competition cars. There were double wishbones at all four corners: the front incorporating anti-dive geometry, and the rear anti-squat and anti-lift. The suspension was also electrically adjustable for both ride height and rate change.

The rack and pinion was power assisted, delivering 3.0 turns lock-to-lock, while the steering column was adjustable for both tilt and reach. Braking was supplied by carbon ceramic discs all round, gripped by six-piston callipers at the front, four-piston callipers at the rear. Dynamic Stability Control (DSC), Anti-lock Braking System (ABS), Electronic Brakeforce Distribution (EBD), Emergency Brake Assist (EBA), and traction control were all incorporated in the interests of controllability and safety. Releasing the driver's door, which swings out and arcs upwards, the One-77's fortunate owner would be confronted by a leather-trimmed sports steering wheel, electrically adjustable lightweight memory seats, and dual-stage driver/passenger front airbags. Other interior features included automatic temperature control, a trip computer, and touch-sensitive map-reading LED lights. Powerfold exterior memory mirrors came as standard, while front/rear parking cameras were an option. Number '35' of the 77 built, this EU model has a legend engraved on the door sill stating that it was 'Hand built in England for Theodore N'Guema Obiang Mangue'. Finished in red with red-piped cream interior, the car is offered with Equatorial Guinea registration papers.

[bucket-of-f1]

im so excited to send things here i have SO many things to ask..

first (and im going to say this in way more words than i need to.. but idk how to not yap) why do older f1 cars look so much harder to control than modern ones?

f1 cars' steering and controllability seem to have smoothed out a ton in the 00s (could be wrong bc i dont watch a lot of onboards regrettably.. but thats my recollection) and in the present day it feels like almost every movement of the steering wheel is exactly what the driver intends for the car to move. but if you look at older onboards like even as recent as senna and alesi in the 90s, its like theyre wrangling a bull by the horns!! its like the car is this wild animal the driver has to keep at bay, the drivers hands on the wheel are wibblewobbling back and forth like crazy throughout every turn and it looks like they have the most insane reflexes on the planet in order to keep the car on track. it blows my mind every time!

so anyways what created that change in how manageable the car is? does it have anything to do with tyre or engine or balance changes, is it just new innovations in the steering column, is it just having the luxury of power steering?????????? even if you dont have a solid idea on the answer to this id LOVE love love to see what you think, and im souper excited to watch this acc grow :3 random super detailed extremely miniscule historical f1 fact blog sounds like actual heaven to me so i hope you have fun with it and keep filling my brain with nifty stuff!!!!!!!!!!!!!!

For some background, I didn’t have the time for a massive massive deep dive on this but I’m doing my best from memory and also I do go and check some of the more specific things I throw in.

Okay, so there’s a few things you gotta think about with this:

Engines

Tires

Aerodynamics

Electronic systems

Let's go down the list.

Engines have changed a lot over the years. The further back you go, the more wild the engines get, and the rules shift all the time. V10, V12, V16, turbos, rocket fuel, shifts in how much fuel can be used at a time, shifts in whether they could refuel (both of these could make cars heavy or light to a massively varying degree wildly affecting handling over the course of just a lap), etc.

Tires have also changed. At one point there was more than one manufacturer of tires (remind me to tell y'all about that one US Grand Prix). At one point there was like five or six compounds, including a "supersoft" built for insane lap times. For a while there in the 1990's-2010's we ran grooved tires, no slicks. Imagine everyone always using intermediates. That would affect grip levels like crazy. (does everyone know how F1 tire compounds work? maybe I should write about that)

As aero restrictions change, the downforce levels shift to an unprecedented degree. There was a time where there as technically no limit on how many wings a car could have, leading to some very interesting double wing, mini wing, and no-wing cars all racing at the same time. No-wing cars died out pretty fast once the benefits of wings became obvious, but it did happen. Peugeot ran the 9X8, a car with no rear wing, in the WEC LMH (Le Mans Hypercar) category for a little quite recently. Like, 2022-recently.

Anyway, the downforce changes definitely affect handling

The last, and most important, is electrical systems. The thing about those is that they change all the time. Sometimes, power steering as allowed, sometimes it wasn't. Assisted Braking Systems? Occasionally. Active suspension? Not anymore.

If you do go watch onboards, you'll see driving styles change with the cars. Nowadays, the style is a very smooth turn, no jerky or sudden movements of the wheel unless they've saving a slide. This is due to a combination of all those factors above -- it's just he driving style that fits the current restrictions. If you look in the 2000's you see the style get WAY more jerky, with micro-adjustments all the time.

As you noted (you being the lovely perfect amazing anon who asked a question, like the lovely perfect amazing anon that you are), in the 1980's and further back yes those cars we're absolute NIGHTMARE'S to control. If you watch Lewis Hamilton’s drive of Senna’s McLaren at São Paulo this year, you’ll notice the camera attached to the car bounces like crazy. The cars just weren’t the most stable — everyone had nailed down that power-to-weight ratio, but the fast-evolving and quickly-restricted aerodynamics innovations led to a bit of a mess on the downforce end of things. AND, they were still using stickshifts, and if you get far back enough it was H pattern shifting instead of sequential.

Imagine driving a V12 turbocharged rocketship on wheels and barely enough downforce with ONE HAND because you're trying to upshift out of a chicane while fending off some Brazilian kid on a warpath to take the world championship before the age of 30.

In the rain.

[neiljohnsblog]

Exploring the Future of Efficiency and Comfort: Honda Jazz Hybrid

In the world of compact cars, where efficiency meets innovation, the Honda Jazz Hybrid stands out as a beacon of modern automotive engineering. Combining Honda's renowned reliability with hybrid technology, the Jazz Hybrid offers a compelling package for eco-conscious drivers who refuse to compromise on comfort and versatility.

Honda Jazz Hybrid Specifications

The heart of the Honda Jazz Hybrid lies in its advanced hybrid powertrain. Under the hood, you'll find a responsive 1.5-litre i-VTEC engine paired seamlessly with an electric motor, delivering a harmonious blend of power and efficiency. This setup not only enhances fuel economy but also reduces emissions, making the Jazz Hybrid a responsible choice for environmentally aware consumers.

Engine Specifications:

- Engine: 1.5-litre i-VTEC 4-cylinder

- Electric Motor: Integrated Motor Assist (IMA) system

- Combined Output: Approximately 110 horsepower

The hybrid powertrain is complemented by Honda's innovative e: HEV technology, which intelligently manages the engine and electric motor for optimal efficiency in various driving conditions. This synergy ensures that whether you're navigating city streets or cruising on the highway, the Jazz Hybrid delivers a smooth and responsive performance.

User Experience: Driving the Honda Jazz Hybrid

Driving the Honda Jazz Hybrid is an experience that blends practicality with a touch of sophistication. The cabin welcomes you with a thoughtfully designed interior that maximizes space and comfort. Despite its compact exterior dimensions, the Jazz Hybrid surprises with its roomy interior, offering ample headroom and legroom for both front and rear passengers.

Interior Features:

- Magic Seats: Honda's versatile Magic Seats system allows for multiple configurations, enabling easy adaptation to accommodate various cargo shapes and sizes.

- Infotainment: The Jazz Hybrid boasts a modern infotainment system with a touchscreen display, offering connectivity options such as Apple CarPlay® and Android Auto™ integration.

The driving dynamics of the Jazz Hybrid are tuned to provide a balanced blend of agility and stability. Whether you're manoeuvring through narrow city streets or tackling curvy roads, accurate steering and quick handling provide a sense of assurance while driving. The regenerative braking system not only enhances efficiency but also contributes to a smooth braking experience, seamlessly transitioning between electric and friction braking.

Design and Technology

The Honda Jazz Hybrid's design ethos revolves around functionality and aerodynamic efficiency. Its sleek exterior lines not only enhance its visual appeal but also contribute to its fuel-saving capabilities. LED headlights and daytime running lights provide enhanced visibility, while the aerodynamically optimized body minimizes drag for improved efficiency.

Safety Features:

- Honda Sensing® Suite: Standard on most trims, Honda Sensing® includes features like Collision Mitigation Braking System™ (CMBS™), Lane Keeping Assist System (LKAS), Adaptive Cruise Control (ACC), and Road Departure Mitigation System (RDM).

- Multi-Angle Rearview Camera: Assists in parking and reversing manoeuvres, providing multiple viewing angles for enhanced awareness.

Ownership and Sustainability

Owning a Honda Jazz Hybrid extends beyond the joy of driving. It demonstrates a dedication to promoting sustainability and ethical living practices. With its hybrid powertrain, the Jazz Hybrid helps reduce your carbon footprint without compromising on performance or convenience. Honda's reputation for reliability ensures peace of mind, backed by a strong warranty and comprehensive service network.

Fuel Efficiency: The Honda Jazz Hybrid boasts impressive fuel efficiency figures, making it an ideal choice for daily commuting and long-distance journeys alike. With its hybrid powertrain, expect to achieve excellent mileage and fewer stops at the pump.

Conclusion

In conclusion, the Honda Jazz Hybrid stands as a testament to Honda's dedication to innovation and sustainability. It combines the practicality of a compact car with the efficiency of hybrid technology, offering a compelling choice for discerning drivers who prioritize both performance and environmental consciousness. Whether you're drawn to its fuel-saving capabilities, spacious interior, or advanced safety features, the Jazz Hybrid promises a driving experience that is as rewarding as it is responsible.

As the automotive industry continues to evolve, the Honda Jazz Hybrid remains a frontrunner in the realm of efficient and comfortable urban mobility. With its blend of cutting-edge technology and timeless Honda reliability, the Jazz Hybrid is poised to lead the charge towards a more sustainable future on the roads.

For those seeking a vehicle that not only meets but exceeds expectations, the Honda Jazz Hybrid emerges as a clear winner in the competitive landscape of hybrid compact cars. Embrace the future of efficient and comfortable driving with the Honda Jazz Hybrid — where innovation meets inspiration on every journey.

[e-carlease]

But what models can you choose? As at August 2024, there are two key options to consider including:

Long Range Single Motor - from £59,990 this standard model benefits from the plus pack for Harman Kardon premium sound, HUD, Zinc Deco, Pixel LED lights, powered-operated tailgate, auto-dimming exterior mirrors, rear control screen (for the passenger), 12-way adjustable seats, power reclining rear seats, heated front/rear seats and steering wheel, 3-zone climate control, air filtration and 22kW AC charging. The car also includes camera-based interior mirror, LED interior and exterior lights, rain sensing wipers, automated crash protection, hill hold and descent control, 10.2” driver LCD display, 11-exterior camera system, 15.4” central display, wireless smartphone charging, adaptive cruise control, insurance telematics, launch mode, dashcam, keyless entry, alarm and battery preconditioning; and

Long Range Dual Motor - from £66,990 this allows you to get the Performance pack including the 22” Performance alloys.

Colours include Magnesium (free) or the chargeable Snow, Electron, Storm, Space and Gold. Inside, you can go for the Charcoal or Mist with the Zinc deco or upgrade the Nappa leather. In terms of packs, you have the Pilot Pack (Piot Assist and change assist), Pro Pack (21” Pro wheels and Swedish gold seats) and the Performance Pack (22” alloys, Engineering chassis tuning, Brembo brakes and Swedish gold accents). Other options include the Electrochromic glass roof (which replaces the standard panoramic roof), body-coloured lower-claddings and the privacy glass. You can add the fully-electrically retractable towbar too.  

But how does the Polestar 4 perform - is it a good EV?

Long Range Single Motor - The RWD SUV option will have a 94 kWh usable battery which will offer 0 – 62 times of 7.4 seconds, 112 mph top speeds and 200 kW (or 268 hp). Expect a combined winter range of 260 miles with warmer weather allowing for 350 miles. On charging, the 22 kW AC max will allow 5 hours and 15 min 0 – 100% charging times with the 200 kW DC maximum allowing 31 minute 10 – 80% times. A cargo volume of 526L is available with this car. It has a vehicle fuel equivalent of 131 mpg. This option can tow 750kg (unbraked) and 1500kg (braked). There will be Bidirectional charging with the V2L announced for this option. A Heat Pump is standard and

Long Range Dual Motor - the AWD SUV option will have a 94 kWh usable battery which will offer 0 – 62 times of 3.8 seconds, 124 mph top speeds and 400 kW (or 536 hp). Expect a combined winter range of 245 miles with warmer weather allowing for 325miles. On charging, the 22 kW AC max will allow 5 hours and 15 min 0 – 100% charging times with the 200 kW DC maximum allowing 31 minute 10 – 80% times. A cargo volume of 526L is available with this car. It has a vehicle fuel equivalent of 123 mpg. This option can tow 750kg (unbraked) and 1500kg (braked). There will be Bidirectional charging with the V2L announced for this option. A Heat Pump is standard.

[wormsslime]

imagine an internal combustion car right. but instead of puttin gas into the engine which makes electricity for all the Bits, theres a freakin. biodiesel fermentation tank you toss corn into, and thats attached to a whole MESS of hoses that take tiny little bits of gas to all the different components. and theres a tiny little engine in each tail light to power it when it needs power, and theres a tiny little engine in the steering system to power the assisted steering, and theres tiny little engines in each of the doors to run the locks. wild right?

now imagine that theres STILL electrical wiring all throughout the car but its ONLY used for signals not power. you push the window button and it sends an electrical signal down to the window engine to tell it to turn on and it starts burning the biodiesel to roll down the window.

[aeautoevcharger]

Professional Electric Power Steering Truck Solutions

What Does EPS Do in a Truck？

In the trucking industry, the steering system is of utmost importance. It directly affects vehicle safety, handling ease, and the smoothness of overall operations. The emergence of Electric Power Steering, abbreviated as EPS is gradually revolutionizing the traditional steering methods of trucks.

Data shows that in some advanced commercial truck markets, the installation rate of EPS is rising year by year, at an annual growth rate of about 15%, indicating its great use in the truck field. With unique technological features, EPS enables trucks to have more precise, easy and intelligent steering, ensuring stable driving in various road conditions. It's a significant contributor to the progress of truck technology.

How Does EPS Make a Truck Steer？

The electric power steering used in trucks mainly consists of several key components, such as a torque sensor, an Electronic Control Unit (ECU), a high-power electric motor, and a reduction mechanism. As soon as the driver turns the steering wheel, the torque sensor immediately detects the magnitude and direction of the torque applied on the wheel and promptly transmits this information to the ECU.

The ECU then combines the received torque data with other information such as the truck’s current speed, steering angle, and load weight, and calculates, through a complex algorithm, the required assist torque for the electric motor. For example, when the truck is empty and moving at a low speed (less than 30 kilometers per hour), EPS can provide approximately 80% of the assist torque, making it extremely easy for the driver to turn the steering wheel.

This is especially convenient when reversing or turning in a warehouse or loading/unloading area. When the truck is fully loaded and traveling at high speed (above 80 kilometers per hour), the assist torque is reduced to 20% – 30%, ensuring a stable and safe steering feel. Subsequently, the electric motor generates the corresponding assist torque according to the ECU’s instructions, which is amplified by the reduction mechanism and helps the driver to turn the truck.

This method of adjusting the assist torque in real-time according to the actual driving conditions enables EPS to perfectly match the steering requirements of trucks under different loads and speeds, providing a comfortable driving experience and highly accurate steering.

What Benefits Does EPS Bring to Trucks？

Easier and Safer Driving Truck drivers endure long drives and complex roads. EPS precisely adjusts steering assist by speed and load, cutting driver fatigue. In urban, reversing, or parking, the light wheel needs little effort. On highways, the stable wheel helps maintain a straight path, lowering accident risk. A survey reveals that after 8 hours, EPS users have 30% less fatigue than traditional system users, aiding safety and efficiency.

Enhanced Vehicle Stability and Reduced Accident Risks

For trucks at high speeds or with heavy loads, stability is crucial. EPS intelligently adjusts steering assist, offering proper resistance at high speeds to avoid control loss from over-sensitivity. In emergencies like strong crosswinds, uneven roads, or sudden maneuvers, EPS teams up with ESP to quickly adjust steering force and assist the driver in maintaining a stable driving position. For example, with strong crosswinds (over level 8), EPS can adjust the steering force within 0.2 seconds, cutting the vehicle's lateral deviation by around 40%, boosting safety in bad driving conditions.

Fuel Efficiency & Load Capacity Utilization Trucks have varying loads. Traditional steering inconsistent. EPS auto-adjusts torque for any load, ensuring good steering and smooth op. EPS only uses elec. during steering; hydraulic pumps in trad. systems run continuously, consuming engine power. Data: EPS trucks get 4%–6% better fuel econ. in long-haul, reducing costs and maximizing load use.

Convenient for System Upgrades and Enhanced Intelligence Modern trucks are getting smarter. EPS, an intelligent system, can integrate with other onboard systems like autonomous driving and vehicle networking ones. Its compactness helps arrange the engine compartment better for other advanced electronics or emission systems. In autonomous truck dev., EPS precisely follows steering commands from the autonomous system, paving the way for intelligent logistics.

How Will EPS Develop in the Truck Field？

Higher Power & Torque Output As truck load and efficiency demands rise, EPS needs more power and torque. New high-power motors and efficient transmissions are key for heavy-duty trucks' steering during full-load start, climbing, and high-speed driving. In the next five years, EPS power output may grow 30%–50%, and torque output 20%–30%, for stable steering in all road conditions.

Greater Intelligence and Autonomy In intelligent trans. & auto-drive's fast growth, truck EPS must be smarter. Integrating with sensors and onboard systems, it gets functions like lane keeping and parking. Also, with self-diagnostic and predictive maint., it monitors status, predicts faults, and sends info to centers, boosting truck reliability.

Enhanced Reliability and Durability Trucks' harsh use demands reliable, durable EPS. Future R&D will focus on advanced materials, better manufacturing, heat dissipation, and enhancing parts' resistance. New motor materials can extend life 25%–35%. Improved reduction mechanism lub. and seal cut wear, boost fault-free mileage. This ensures EPS can handle trucks' long-term, high-intensity work in tough conditions.

The application of Electric Power Steering, which we’ve been discussing in the truck field has completely transformed the truck’s steering and operation modes. It excels in providing more precise steering, enhanced vehicle stability, improved fuel efficiency, and increased intelligence, representing the main direction of modern truck technology development. With continuous technological innovation and progress, EPS will undoubtedly achieve greater breakthroughs in power, intelligence, and reliability, bringing more efficient, safe, and intelligent transportation solutions to the truck industry and promoting the vigorous development of the global logistics and transportation industry.

[scotianostra]

On 17th September 1910 Andrew Blain Baird, working as a blacksmith in Rothesay, made the first flight by an entirely Scottish designed and built aeroplane.

Baird was born on January 1st 1862 at Sandhead, Luce Bay in the Rhinns of Galloway.

One of three sons, his father was a fisherman and handloom weaver. He became an apprentice to a blacksmith in Sandhead, worked as a lighthouse keeper on Lismore, then as an ironworker at Smith and McLean’s on the Clyde shipyards before finally setting up on his own as a blacksmith at 113 High Street in Rothesay, Isle of Bute, when he was 25.

Baird was a daring thinker, a pioneer and innovator. He created many improvements to the plough, built a unique model of the triple expansion engine powered by electricity and was one of the original members of the Scottish Aeronautical Society.

Eager to expand his knowledge of aviation, Baird corresponded with the early aviators Louis Bleriot and S. F. Cody and exchanged information about construction of aircraft and their flight. Inspired by a visit to Blackpool for England’s first ever Aviation Week in October 1909, he returned to Rothesay ready to design and build his own sophisticated monoplane similar to Bleriot’s but with an engine built by the Alexander Brothers in Edinburgh that was 4-cylinder, air-cooled and with water-cooled valves. The control system he would design for his aircraft would be unlike anything that had been developed at the time. His wife sewed brown trussore silk for the wings.

The Baird monoplane, once completed in his own shop in the summer of 1910, went on show at an exhibition in the Esplanade Flower Garden at the front of Bute. and then to the amazement and excitement of all it was moved to the Bute Highland Games on 20 August 1910.

From there it was taken for storage and readying directly to a barn owned by Willie Dickie at his farm at Cranlasgvourity, Bute.

Scottish aviation history was about to be made when in the very early morning of 17 September 1910, the Baird Monoplane was taken by a Mr Scott on his horse-drawn wagon to Ettrick Bay - with its wide expanse of sand reminiscent of the Kitty Hawk N.C. site chosen by the Wright Brothers for their historic flight.

In the sunshine and amid the wide golden sands of Ettrick Bay the first entirely Scottish designed and built plane sat ready to make history.

Andrew Baird was, on that day, assisted by his friend Ned Striven who was an Electrical Engineer with the Burgh of Rothesay and who had assisted him with the engine and related design considerations.

There on the wide expanse of Ettrick Bay beach, Baird and Ned Striven started the engine. All was ready. Hearts raced with anticipation. A small crowd looked on in amazement. And the flight into history began.

Flight Magazine on 24th September 1910,described it as follows:

“Mr Baird was seated in the machine and on the engine being started the plane travelled along the sands at good speed. Naturally, on clearing the ground, the swerving influence of the axle ceased and the influence of the steering wheel brought the machine sharply round to the right causing it to swoop to the ground. The contact was so sharp that the right wheel buckled and the right plane suffered some abrasion by scraping along the beach.”

Andrew Blain Baird had realised his dream - he had flown in an aircraft of his own design and construction.

His was the first entirely Scottish flight of a heavier than air powered craft.

Noted pioneer aircraft manufacturer Tommy Sopwith sailed his yacht into Rothesay Bay in 1910 to visit the Marquess and to attend the Highland Games and there viewed the on display Baird monoplane. Very impressed, he was given permission to incorporate some of Baird’s innovations into the aircraft he was designing and which would have such a great impact on the course of World War I.

Over the years, many others from around the world involved in aviation consulted Andrew Baird and learned from his pioneering experience and innovative mind

[servicemycarus]

Common McLaren Car Problems and How to Fix Them

McLaren is known for its high-performance vehicles, combining cutting-edge technology with sleek designs. However, like any car, McLaren models are not immune to mechanical issues. If you're an owner or potential buyer, it’s important to understand the common McLaren car problems and how to fix them. Whether you own a McLaren 570S, 720S, or another model, being aware of these potential issues can help you maintain your car's performance and longevity.

1. Electrical Problems

Electrical issues are a common concern among McLaren owners. These issues often manifest in malfunctioning lights, infotainment glitches, or faulty sensors. McLaren’s advanced electrical systems, while innovative, can sometimes be prone to malfunctions due to their complexity.

Solution: If you encounter electrical issues with your McLaren, it’s best to have a professional technician diagnose the problem. Ensure that the battery and alternator are in good condition, as power supply issues can often cause electrical glitches. Regularly updating your car’s software can also help avoid these problems.

2. Transmission and Gearbox Problems

One of the most frequently reported mclaren problems involves its dual-clutch transmission (DCT) system. Owners have reported issues such as jerky gear shifts, hesitation during acceleration, or even complete gearbox failure.

Solution: If you experience rough shifts or hesitation, it’s important to get your McLaren’s transmission checked by an expert. Often, a software update or recalibration can fix minor shifting issues. In some cases, however, more significant repairs or replacements might be necessary.

3. Overheating Issues

Due to the high-performance nature of McLaren cars, engine cooling is crucial. McLaren cars are equipped with sophisticated cooling systems, but like any high-performance vehicle, overheating can occur under certain conditions, especially if the cooling system isn’t functioning properly.

Solution: Regularly check your coolant levels and inspect the cooling system for leaks. If your McLaren is overheating, it’s essential to have the radiator and fans inspected. Prompt attention to cooling system problems can prevent major engine damage.

4. Suspension and Steering Problems

Some mclaren car issues involve the suspension and steering systems, particularly with models that feature advanced active suspension technology. Owners have reported unusual noises or a decrease in ride quality, which could indicate a problem with the suspension components.

Solution: If you notice a drop in ride quality or hear strange noises when turning or driving over bumps, it’s a good idea to have your suspension checked. McLaren’s suspension system often requires professional servicing to ensure everything is functioning correctly. Timely repairs can help you avoid more costly issues down the line.

5. Brake System Issues

Another common issue McLaren owners face is brake-related problems, particularly with the brake pads and rotors. Due to the performance demands placed on the braking system, McLaren cars often experience wear and tear more quickly than standard vehicles.

Solution: Regularly inspect your brake pads and rotors, especially if you notice a decrease in braking performance or unusual noises. Replacing worn-out components as needed and ensuring the brake system is well-maintained will help keep your McLaren performing at its best.

Final Thoughts

Understanding and addressing McLaren problems early on is key to maintaining your car's performance and value. Whether it’s electrical issues, transmission concerns, or mclaren car common problems, staying proactive about repairs and regular maintenance is essential for ensuring a smooth driving experience. If you encounter any of the issues mentioned, don’t hesitate to seek professional assistance to keep your McLaren running like new.

By staying informed about potential McLaren car issues and knowing how to fix them, you can enjoy the thrills of your McLaren for years to come, without letting small problems get in the way of your driving experience.

[diabolus1exmachina]

Wiesmann MF5 GT 

The MF5 GT was in the absolute top position. This model series made its debut in 2007 during the IAA at the Wiesmann dealer in Frankfurt. It took around one and a half years before series production began. As with the MF4, a bonded and riveted aluminium chassis lay beneath the body made of glass-fiber-reinforced plastic. For the smaller MF3, Wiesmann used a tube frame.Technically, the brothers Friedhelm and Martin Wiesmann continued to use BMW components for the MF5. Only the best was good enough for the flagship. The five-liter naturally aspirated V10 engine with 373 kW/507 hp and 520 Nm of torque was taken over from the M5 (E60/E61) and M6 (E63/E64) series. The automated SMG III transmission with seven gears, the ABS and a few other driver assistance systems also came from the M6. Steering components came from the smaller 3 Series with the internal model codes E46 and E90. All around, 19-inch wheels with 265/35 ZR 19 tires at the front and 325/30 ZR 19 tires at the rear were used as standard. When BMW retired the E60, E61, E63 and E64 series and thus also discontinued production of the V10, Wiesmann switched in parallel to the V8 biturbo engine from the X5 M. This produced 408 kW/555 hp from 4.4 liters of displacement, which was transmitted to the rear wheels via a six-speed automatic transmission.Initially, the Wiesmann MF5 GT was only available as a Coupé. Wider fenders, a modified front spoiler lip and a fixed rear wing clearly distinguished the car from the less powerful MF4 GT. Incidentally, the first 30 production cars of the MF5 GT had chassis numbers of its smaller brother. It wasn’t until number 031 that a separate number range began. The last MF5 GT with the V10 engine was numbered 056, and the V8 biturbo engine was subsequently fitted in just 22 cars. In September 2009, the Roadster version finally made its debut at the IAA in Frankfurt. For this car, Wiesmann used an electrically extendable rear spoiler for the first time, which generated more downforce at higher speeds. Since it was already foreseeable at the time of the premiere that the V10 engine wouldn’t be available for much longer, Wiesmann limited the MF5 Roadster to 55 units. However, due to the long production times and the fact that new EU registrations were no longer possible from 2011, only 43 were produced, followed by 63 cars with V8.

Author's note: recently German firm Wiesmann decided that its next car will be an EV, which led to this prototype: Project Thunderball. That won't be the real name, but this is mostly the real car, with 671 horsepower and 811 pound-feet of torque. Assuming it reaches production anytime soon, it'll be the first EV roadster since the original Lotus-based Tesla. Stay tuned! 

[bukmarkmedia]

The Honda Jazz Hybrid: A Compact Car with Big Innovations

The Honda Jazz Hybrid is designed for drivers who want a compact car with excellent fuel efficiency, modern technology, and a spacious interior. Combining Honda’s renowned reliability with a fuel-efficient hybrid engine, the Jazz Hybrid is a compelling choice for urban drivers and eco-conscious consumers alike. Here’s an in-depth look at what makes the Honda Jazz Hybrid a standout in the compact car market.

Efficient Hybrid Technology

At the heart of the Honda Jazz Hybrid is Honda’s advanced e

hybrid powertrain, a system that blends a gasoline engine with an electric motor to maximize efficiency and reduce emissions. This hybrid system is designed to offer:

Seamless Switching Between Power Sources: The Jazz Hybrid can automatically switch between three drive modes—Electric Drive, Hybrid Drive, and Engine Drive—depending on driving conditions. This ensures the car always operates in the most fuel-efficient mode, whether you're in stop-and-go traffic or cruising on the highway.

Impressive Fuel Economy: With the hybrid system, drivers can enjoy up to 60 mpg, making the Jazz Hybrid an ideal choice for those looking to save on fuel costs without sacrificing performance.

Reduced Emissions: The Jazz Hybrid produces lower CO2 emissions compared to traditional gasoline engines, making it an eco-friendly option for reducing your carbon footprint.

Spacious Interior and Versatile Design

The Honda Jazz Hybrid may be compact on the outside, but its interior is spacious and thoughtfully designed for both comfort and utility.

Magic Seats: Honda’s famous “Magic Seats” offer flexible seating configurations. The rear seats can fold down flat or flip up vertically, providing an impressive range of storage options to accommodate larger items like bicycles, plants, or luggage.

Generous Legroom and Headspace: The Jazz Hybrid’s high roofline and cleverly designed interior layout ensure that even taller passengers can enjoy a comfortable ride with plenty of head and legroom.

Premium Interior Materials: Honda has used soft-touch materials and high-quality finishes in the Jazz Hybrid, giving it a more luxurious feel compared to other cars in its class.

Advanced Safety Features

Honda is known for its commitment to safety, and the Jazz Hybrid is no exception. It comes equipped with Honda SENSING, a suite of safety technologies that aim to prevent accidents and protect passengers.

Collision Mitigation Braking System: This feature detects potential collisions and automatically applies the brakes to help reduce the severity of impact or avoid a collision altogether.

Lane Keeping Assist: Keeps the Jazz Hybrid centered in its lane by providing gentle steering assistance, helping drivers stay on course, particularly during long journeys.

Traffic Sign Recognition: Reads road signs and displays them on the driver’s dashboard, ensuring you stay informed about speed limits and other important signage.

Adaptive Cruise Control: Maintains a safe following distance from the vehicle in front, automatically adjusting speed to keep up with traffic flow, making it especially useful on highways.

Smart Technology and Connectivity

Honda has equipped the Jazz Hybrid with modern technology to enhance the driving experience.

7-Inch Digital Driver Display: This digital display provides real-time information on vehicle status, fuel economy, and other critical information in a user-friendly format.

9-Inch Touchscreen Infotainment System: The central touchscreen offers smartphone integration with Apple CarPlay and Android Auto, allowing drivers to access navigation, music, and hands-free calls with ease.

My Honda+ App: This app offers a range of connected services, such as remote locking/unlocking, car location tracking, and journey planning, making it convenient to manage your car from your phone.

Wireless Charging Pad: Available on higher trims, the wireless charging pad makes it easy to keep your devices powered up without the need for cables.

Smooth and Quiet Driving Experience

The Honda Jazz Hybrid delivers a calm and enjoyable driving experience, thanks to its refined hybrid system and quiet cabin.

Electric-Only Mode for Quiet Rides: In Electric Drive mode, the Jazz Hybrid can operate solely on electric power at low speeds, making it nearly silent. This feature is particularly handy in urban areas or during early morning commutes.

Responsive Handling: The Jazz Hybrid’s compact size and responsive steering make it easy to navigate through tight city streets and parking spaces, while still offering stability on highways.

Excellent Visibility: The Jazz Hybrid has large windows and slim A-pillars that enhance driver visibility, reducing blind spots and making it easier to maneuver.

Competitive Pricing and Low Running Costs

The Honda Jazz Hybrid is competitively priced for the hybrid market and offers great value considering the range of features it includes.

Affordable Maintenance: Honda vehicles are known for their reliability, and the Jazz Hybrid is no different. With fewer moving parts in the hybrid system compared to traditional engines, maintenance costs are lower over time.

Tax and Incentive Benefits: As a hybrid vehicle, the Jazz Hybrid is eligible for various government incentives, depending on your location, which can help reduce ownership costs even further.

Resale Value: Honda’s reputation for durability and reliability ensures that the Jazz Hybrid holds its value well, making it a sound investment in the long term.

Conclusion

The Honda Jazz Hybrid stands out as a top choice for those looking for an efficient, stylish, and versatile compact car. With its blend of hybrid technology, spacious interior, advanced safety features, and cutting-edge connectivity, the Jazz Hybrid meets the needs of modern drivers who prioritize both eco-friendliness and convenience. Whether you’re navigating city streets or heading out on a weekend adventure, the Jazz Hybrid is equipped to handle it all, proving that great things do come in small packages.