Formula One could be on to something big. Next year all teams will be allowed to capture the energy that their cars produce under braking, and then re-use that energy at opportune moments, like passing on a straight.
It's really a hybrid system, but they don't call it that. They call it a Kinetic Energy Recovery System (KERS).
The best part of the new regulations is that they do not specify what kind of regenerative energy system the teams have to use. It seems pretty likely that Toyota and Honda will go with a battery-electric hybrid system, since that's the kind of technology they sell in their showrooms. But Formula One is also going to become the testing grounds for a completely different kind of hybrid system that does not use batteries.
John McElroy is host of the TV program "Autoline Detroit". Every week he brings his unique insights as an auto industry insider to Autoblog readers. Follow the jump to continue reading this week's editorial.
Click for more Dodge Challenger SRT-8 pics from John McElroy's drive
A couple of weeks back I wrote a bit about the new Dodge Challenger SRT-8. But to honor the embargo that the Public Relations people put on driving impressions, I had to hold the best stuff until now. And man, was it worth the wait!
Despite a sagging economy, sinking car sales and soaring gas prices, the SRT-8 version of the Challenger is going to do just fine. That, despite the fact it only averages 15 mpg and costs $40,000. No worries, mate, it's the other numbers that are going to sell this car.
When it comes to top speed, the SRT people have had the car up to 170 mph, but that was on an oval. Since the Challenger is not speed-limited in any way except for its aerodynamic drag, they believe that out on the Salt Flats it will go even faster.
John McElroy is host of the TV program "Autoline Detroit". Every week he brings his unique insights as an auto industry insider to Autoblog readers. Follow the jump to continue reading this week's editorial.
This is what we call SAE week in Detroit. It's when automotive engineers from all over the world get together here to share their ideas on the burning engineering issues of the day. And there's no question that boosting fuel economy and reducing CO2 topped the agenda.
I can't pretend to say I learned everything being discussed at the Society of Automotive Engineers show. This thing goes on for days, has hundreds of technical presentations, all kinds of company exhibits, and is attended by something like 30,000 engineers from almost every continent. But I did manage to pick up some interesting tidbits.
John McElroy is host of the TV program "Autoline Detroit". Every week he brings his unique insights as an auto industry insider to Autoblog readers. Follow the jump to continue reading this week's editorial.
I just got done driving the new Dodge Challenger SRT8 this week. And I fell in love with it. The styling snaps your eyes right to it, the proportions are gorgeous, and the performance numbers are breathtaking. But it's even more visceral than that.
The exhaust note is incredible. Put the hammer down and you get a timpani of hammers in return. The pistons pound out a symphony of sounds, and it sounds just as good backing out of the gas and it does jumping on it.
Driving this car is like driving a fighter plane. If Ford has the equivalent of the P-51 Mustang, then Dodge just built the equivalent of the P-47 Thunderbolt. It's that kind of brute.
John McElroy is host of the TV program "Autoline Detroit". Every week he brings his unique insights as an auto industry insider to Autoblog readers. Follow the jump to continue reading this week's editorial.
I just shot a show with three leading environmentalists in California, all with the idea of getting into their heads and figuring out where the next round of CO2 regulations is headed. After all, as goes California, so goes the nation-and ultimately the world.
What the California environmental lobby wants are cars that get somewhere between 70 and 100 miles per gallon. Though they're open to all alternatives, they're especially fixated on plug-in hybrids, because they see them as the fastest way to dramatically cut CO2 emissions.
Automakers that think they're going to have a hard enough time meeting the new CAFE law of 35 mpg by 2018 better brace for impact. These environmentalists merely see that as a first step. After that, they plan to push for big cuts in CO2, and they plan to push hard.
John McElroy is host of the TV program "Autoline Detroit". Every week he brings his unique insights as an auto industry insider to Autoblog readers. Follow the jump to continue reading this week's editorial.
A few blogs back I wrote about how Chrysler is going to combine its three brands and start eliminating overlapping models. The idea is to have Dodge concentrate on trucks and work-utilities, with Chrysler exclusively selling cars, and Jeep offering only SUV-based Jeeps.
It's a bold plan, but a risky one. And while I see the logic in what they're trying to achieve, I don't agree with parts of it. Specifically, I wrote in my blog that no matter what happens, they ought to keep the Dodge Viper. Well, so much for my opinion. The word just leaked out that the Viper is going to get the axe.
John McElroy is host of the TV program "Autoline Detroit". Every week he brings his unique insights as an auto industry insider to Autoblog readers. Follow the jump to finish reading this week's editorial.
When I was growing up as a kid, cars didn't have a whiff of safety equipment. No seatbelts. No headrests. No collapsible steering columns. No nothing. On long trips my dad would even let me or one of my brothers lie on the package shelf behind the back seat. And we weren't the only ones. That was a pretty common practice back then.
Even so, up through the 1960s, the United States had the best traffic safety record in the world. But as the population continued to grow and as more cars appeared on the roads, the fatality rate grew with them. And so the government began enacting safety standards.
And boy, did we pile on the regulations. Today, the U.S. has more safety laws and by far the strictest ones of any country. And yet we've dropped to 16th place in the global rankings. What's going on here? How come countries with weaker regulations are getting better results?
John McElroy is host of the TV program "Autoline Detroit". Every week he brings his unique insights as an auto industry insider to Autoblog readers. Follow the jump to finish reading this week's editorial.
I'll bet most Autoblog readers take pretty good care of their cars. And like me, I'll bet most of you change your oil about every 3,000 miles or so.
But recently I got to wondering whether that's the right thing to do. After all, most automakers recommend far more extended intervals, usually around 7,500 miles. And with oil prices skyrocketing, I thought it might be a good idea to start following the owner's manual. But I wasn't really sure.
After all, over the years I've heard lots of different opinions on how often you should change your oil. Mechanics and oil companies say you should stick to the 3,000 mile interval, while automakers say most people don't need to change it that often. The synthetic oil people say you can even take it to 25,000 miles.
Obviously, they all have their own vested interest. If you're selling oil or oil changes, you want people changing their oil as frequently as possible. If you're selling cars, you'd like to see them wear out so people have to buy new ones. If you're selling synthetics you want to be able to charge a lot. So who should you believe? I decided I needed to hear first-hand from both sides, the auto industry and the oil industry.
John McElroy is host of the TV program "Autoline Detroit". Every week he brings his unique insights as an auto industry insider to Autoblog readers. Follow the jump to finish reading this week's editorial.
Some years back I got to meet Giorgietto Giugiaro, the ultra-famous Italian car designer. "Gosh," I gushed, "you certainly are a visionary. Twenty years ago you said that the one-box design would become the dominant body style in the future. And you were right."
"No, you're wrong," he corrected me matter of factly, "I said that thirty years ago."
Giugiaro knew that getting the "mostest with the leastest" is the greatest challenge a designer faces. And he knew that a one-box design provides the greatest amount of interior room with the smallest exterior package. So, he openly declared that in the future more and more cars would adopt one-box designs.
A quick tutorial here for the uninitiated in designer lingo. A one-box design is just what it implies, a box on wheels, like a cargo van. A two-box design is like a station wagon, with one box for the passenger compartment and one for the engine compartment. A three-box design is like a traditional sedan with one box for the engine compartment, one for the passenger cabin, and one for the trunk.
For most of automotive history, automakers stuck with the three-box design. Traditionalists to the core, they never ventured too far from what was popular. But while the mass manufacturers stayed with the tried and true, others did dare to experiment.
John McElroy is host of the TV program "Autoline Detroit". Every week he brings his unique insights as an auto industry insider to Autoblog readers. Follow the jump to finish reading this week's editorial.
When I was a kid, I couldn't wait for the auto show. It was one of the most exciting things we did every year. Dazzling displays, shiny new models, and the hubbub of thousands of show-goers created an electricity in the air.
Today, as a member of the media, it's a very different experience.
The press days at a modern auto show are a grueling marathon. Every automaker has a half hour to hawk its wares, and the press conferences run back to back to back, for two or three days straight, dawn to dusk. Throw in the late-night dinners and some jet lag and you'll understand why everyone is dragging at the end.
John McElroy is host of the TV program "Autoline Detroit". Every week he brings his unique insights as an auto industry insider to Autoblog readers. Follow the jump to finish reading this week's editorial.
Chrysler is embarking on a bold and ambitious plan to dramatically reduce the number of dealers it has. And it wants to free up a bunch of money for new product development. It's a clever plan that neatly side-steps the franchise laws in this country. It will also result in a much smaller company.
So far Chrysler hasn't released a whole lot of details about what it plans to do. But it wants to kill off a bunch of models and get into new market segments where it currently doesn't compete.
So what should it kill off, what should it keep, and where should it get into? I've got my ideas. I'll bet you've got some, too.
John McElroy is host of the TV program "Autoline Detroit". Every week he brings his unique insights as an auto industry insider to Autoblog readers. Follow the jump to finish reading this week's editorial.
Shhh. Don't tell the car companies, but every year a smaller percentage of Americans are buying new cars.
No, this has nothing to do with the current slowdown in the economy. It's part of what I see as a disturbing trend. More on that in a moment.
The problem is that annual new car sales have been stuck in the 16 to 17 million range for nearly a decade. I call it a problem because the population of the U.S. continues to climb by about 3 million people every year. In other words, at the same time car sales have been flat for a decade, the population increased by more than 30 million people. So how come if we have so many more Americans, fewer and fewer of them are buying new cars?
John McElroy is host of the TV program "Autoline Detroit". Every week he brings his unique insights as an auto industry insider to Autoblog readers. Follow the jump to finish reading this week's editorial.
There seems to be an anti-ethanol bias in so much of the media that GM's recent announcement didn't get the kind of coverage it deserves. Did you miss it, too? Here's the news: GM is teaming up with a company called Coskata that's come up with a breakthrough to make cellulosic ethanol.
But there's a big difference between their effort and everyone else's. Coskata's process goes way beyond using switch grass. It can use any kind of agricultural waste. Even more importantly, it can use a lot of municipal waste, i.e., most the stuff we're dumping into landfills. In fact, it can use anything that has carbon in it, including used tires.
Move over Brazil! We're about to get into the ethanol game in a big way.
John McElroy is host of the TV program "Autoline Detroit". Every week he brings his unique insights as an auto industry insider to Autoblog readers. Follow the jump to finish reading this week's editorial.
John McElroy is host of the TV program "Autoline Detroit". Every week he brings his unique insights as an auto industry insider to Autoblog readers.
BEST KEPT SECRET AT THE DETROIT AUTO SHOW
The Detroit auto show gets unbelievable international coverage from thousands of journalists, and they're all hoping to come out of the show with some kind of scoop. But with everyone attending the same press conferences and interviewing the same executives, that's practically impossible to do. And yet, this year they made it easy for me to get my own scoop, because most of the media ignored what may be the most important design awards in the industry.
John McElroy is host of the TV program "Autoline Detroit". Every week he brings his unique insights as an auto industry insider to Autoblog readers.
PLEASE MAKE MOTOR RACING MORE RELEVANT
First, a confession. I love motor racing. Been following it since I was a kid. And back then you really had to be a fanatic to follow it since the media devoted so little attention to it.
There was no such thing as live TV coverage. The best we got was a two-week delay of the Monaco Gran Prix on ABC Wide World of Sports. I had to carefully avoid reading parts of the sports section on the Monday after the race just in case they had their miniscule 1-inch report of who won. That way I could watch it two weeks later on television and enjoy it in all its dramatic glory.
And it wasn't just Formula One. NASCAR was considered so Hicksville that television virtually ignored it. The only live feed you could get of the Indy 500 was on radio. Can-Am, Trans-Am and the NHRA seemingly didn't exist. And yet, somehow or other, a bunch of us became fanatics for the sport.
Today of course we're blessed with coverage that's almost as complete as any sport. But to me, racing is undergoing a disturbing development. It's becoming more about entertainment and brand marketing and less about the technological development that attracted most of us to it in the first place.
Formula One could be on to something big. Next year all teams will be allowed to capture the energy that their cars produce under braking, and then re-use that energy at opportune moments, like passing on a straight.
I'll bet most Autoblog readers take pretty good care of their cars. And like me, I'll bet most of you change your oil about every 3,000 miles or so.
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_thumbnail.jpg "Lamborghini Reventon unboxed in Las Vegas")
