Monday, June 29, 2015
Taken from U.S. Historical Statistics:
Year # of automobiles
Year # of automobiles
Wednesday, June 24, 2015
For your consideration is my 1971 Porsche 911T Targa. It is a driver in the true sense of the word. It looks good, drives good, very reliable, and when the top is down it provides an experience like no other. Motor professionally rebuilt 50,000 miles ago. Most everything original. Repaint looks very good but has some flaws. If you are a perfectionist and want a concours car, this one is not for you. Fuchs wheels, Becker Europa radio, the clock works, indeed most everything except the rear defroster works. Weber carbs, a bit balky when shifting to second or reverse (may just need clutch adjustment). I have owned this car for 20 years and have many receipts.
Send me an email at Jheitmann1@udayton.edu if you are interested in learning more about this car and have a genuine interest in purchasing it.
Tuesday, June 23, 2015
These photos were taken by Patrick N. at the event.
More on the Le Mans race and Porsche:
The 17th overall victory for Porsche at the Le Mans 24-Hours
395 laps to victory
Stuttgart. On Sunday, 14th June 2015, the trio of Earl Bamber (NZ), Nico Hülkenberg (GER) and Nick Tandy (GBR) took the 17th overall victory for Porsche at the Le Mans 24-Hours. They were followed across the line by the sister car of Timo Bernhard (GER), Brendon Hartley (NZ) and Mark Webber (AUS). This made it the fourth one-two result for the brand after achieving this in 1971, 1987 and 1998. But there are more interesting facts and figures about the race.
• The winning team completed 395 laps (5,382,82 kilometres). This year’s race was only two laps short of the longest distance covered in Le Mans back in 2010.
• The average speed of the winning Porsche 919 Hybrid was 224.2 km/h.
• The highest top speed of a Porsche 919 Hybrid in the race was 340,2 km/h and done by Mark Webber at hrs.
• The Porsche 919 Hybrid recuperated and used 2,22 kWh (8 megajoule) per lap. If it was a power plant, a family home could be supplied with electricity for three months.
• The head count for the Porsche Team’s operational crew was 120 people.
• The Porsche Team made 90 pit stops, 30 per car.
• At 26 of these stops tyres and drivers were also changed.
• The longest distance covered with one set of tyres was 54 laps for all three cars. In car number 17 Mark Webber did this ultra long run, in car number 18 it was Neel Jani and in the number 19 prototype it was Nico Hülkenberg.
• 116 tyres in total were used by all three Porsche 919 Hybrids over the race distance.
• A tyre on a rim weighs 19,9 kilograms. This means, just in relation to wheels, the mechanics moved 2,308.4 kilograms.
• The fastest pit stop, including a tyre and driver change, by the Porsche Team was 1:13.9 minutes.
• The fastest stop for refuelling was done in 51,3 seconds.
• In total all three Porsche 919 Hybrids spent 95 minutes and 36 seconds in the pits. The time for the second best crew entering three cars was over 130 minutes.
• 1,896 litres of fuel have been pumped into the winning car.
• The winning Porsche’s gearbox mastered 25,293 gear changes (up shift and down shift) during the 24 hours.
• The longest time behind the wheel of all nine Porsche LMP1 drivers was for Neel Jani with ten hours and ten minutes. In the winning car it was Nico Hülkenberg who drove most (eight hours, 52 minutes).
• Mark Webber lost the most weight of all nine drivers. When the race began he weighed 81.2 kilograms (including race gear and helmet), after his final stint the scales stopped at 78.2 kilograms.
• The drivers had 0.85 litres of drink on board for each stint. The drink bottle was changed at every refuelling stop.
• Almost no parts had to be changed during the race. After going off the track, the number 18 car had a new nose twice. On car number 19 at eight in the morning the team did a precautionary engine cover and rear wing change when it didn’t cost any time during a safety car period.
• During the 24 hours each Porsche 919 Hybrid had a refill of one litre of oil.
• For the best possible visibility each of the three prototypes had four tear-offs on the windscreens, which were removed one after the other.
• The highest ambient temperature during the race was 25 degrees Celsius at hrs . The coolest part of the race was at night between hrs with 16 degrees Celsius.
• The highest cockpit temperature was 27 degree Celsius.
• The night was eight hours long with sunset at hrs and sunrise at hrs.
• 13.5 gigabytes of data per car have been transmitted to the pits during the 24 hours.
• The safety cars came out four times. Including the so-called slow zones – speed limits at certain parts of the track – the race was neutralized for a total of 195 minutes.
• After three rounds of the FIA World Endurance Championship, with double points in Le Mans, Porsche now leads the championship with 140 points, followed by Audi (124) and Toyota (71).
Monday, June 22, 2015
Saturday, June 20, 2015
Friday, June 19, 2015
Stuttgart. Today, the checkered flag marked the finish: after 21 months of production time, the final Porsche 918 Spyder came off the line in Stuttgart-Zuffenhausen according to schedule. But the legacy of this technology pioneer will reach far beyond its production time. Future generations of sports cars will benefit directly from innovations of the 918 Spyder.
The 918 Spyder was systematically developed to be a performance hybrid with plug-in technology. The hybrid super sports concept car made its debut at the 2010 Geneva International Motor Show where it met with overwhelming approval. In the summer of 2010, the Supervisory Board of Dr. Ing. h.c. F. Porsche AG gave the green light for its production development. When the car was launched on the market in late 2013, the 918 Spyder represented a continuation of a series of super sports cars in Porsche history. As technology pioneers they were, without exception, among the ultimate sports cars of their respective decades: the 904 Carrera GTS, the 959, the 911 GT1 and the Carrera GT. In 1963, for example, Porsche created a steel and polymer body for the 904 Carrera GTS that is a prime example of how to unite stability and lightweight design. In 1986, the 959 successfully introduced an electronically-controlled all-wheel drive system to the sports car world. Ten years later, the 911 GT1 paved the way for implementing carbon-fibre technology in production vehicles. In 2003, the Carrera GT made its debut as the first production vehicle whose monocoque and subframe were made entirely of carbon fibre reinforced polymer (CFRP).
Even more than any of its predecessors, the 918 Spyder is now providing strong impetus for the advanced development of technologies for the sports cars of the future. The key technology is a drive concept which combines a high-performance combustion engine with two electric motors; its ingenious operating strategy is one of the unique aspects of the 918 Spyder. It considers the various requirements ranging from an efficiency-oriented driving profile to maximum performance. In doing so, it is providing important know-how for future production developments. To realise the most benefits of the large spread between power and fuel consumption, Porsche developers defined a total of five operating modes. As in car racing, they are activated by a "map switch" on the steering wheel. Porsche applied its leading hybrid know-how in preparing the characteristic maps and the algorithm stored in them for controlling the three drive units and other systems. This know-how will also be applied to future hybrid drives.
The car also creates an important foundation for the hybrid drive of in its thermal management concept that features five separate cooling loops and the innovative hybrid cooling of the rear electric motor with air and water. Another example with future implications: the Porsche 918 Spyder can convert far more kinetic energy into electrical energy than other hybrid vehicles because of its intelligent control of generator functionality and conventional brakes. Its enormous regenerative power boosts efficiency and driving range. A similar form of this recovery system is implemented in the LMP1 prototypes of the 919 Hybrid which Porsche raced to an impressive 1-2 victory at the 24 hours of Le Mans. The 918 technology platform also blazed new trails with spectacular solutions like the all-carbon body, fully variable aerodynamics and adaptive rear axle steering. Adaptive aerodynamics and rear axle steering have already made their way into production sports cars, such as in the 911 Turbo models and in the 911 GT3 and 911 GT3 RS.
The 918 Spyder embodies classic Porsche virtues and sets cornerstones for the future. On the one hand, the car embodies performance. In September 2013, the super sports car – with 887 hp of system power – set the lap record for street-legal vehicles with production tyres on the North Loop of the Nürburgring with a time of 6 minutes 57 seconds – a record that has never been equalled by any other car since. On the other hand, the car embodies efficiency. With a fuel consumption figure of around three litres of petrol per 100 km, the 918 Spyder consumes less fuel than most small cars in the standardised NEDC cycle. It convincingly illustrates the potential of plug-in hybrid technology – not only for economical driving, but more importantly for the typical sports car driving pleasure it can offer.
Thursday, June 18, 2015
From the Detroit Free Press:
General Motors is betting that using electric vehicle batteries for generating and storing electricity after the car is scrapped will save money for the company and others.
It could also bolster the case that vehicles like the Chevrolet Volt, and the upcoming all-electric car, the Chevrolet Bolt, are about more than garnering credits toward meeting the government's fuel-economy standards.
Tuesday, at its Renaissance Center headquarters, GM executives showed how five Volt battery packs are already helping light offices at the company's Milford data center.
Because the Volt typically draws its power from a band of energy in a battery pack, there is a lot of leftover electricity.
A new solar array and two wind turbines feed the Milford data center's circuit breaker panel, where the Volt batteries work in parallel to supply power to the building.
"Even after the battery has reached the end of its useful life in a Chevrolet Volt, up to 80% of its storage capacity remains," said Pablo Valencia, senior manager of GM's battery life cycle management. "This secondary use application extends its life, while delivering waste reduction and economic benefits on an industrial scale."
The batteries also can provide back-up power to the building for four hours in the event of an outage and stores it when it's unneeded. Excess energy is sent back to the grid that supplies the Milford campus.
The 74-kilowatt ground-mount solar array coupled with the two wind turbines generate enough power to provide all of the energy needs for the office building and lighting for the adjacent parking lot. Together, these renewable sources generate approximately 100 megawatt-hours of energy annually, roughly equivalent to the energy used by 12 average households.
The company's first application of re-used Volt batteries is happening at the new Milford data center partly because of its size. It's small enough for this renewable energy to provide adequate backup power and save money.
By using the combination of wind, solar and battery power, the Milford center earned coveted certification for Leadership in Energy & Environmental Design from the U.S. Green Building Council.
GM is working on other projects using the same technology. One challenge is the limited number of first-generation Volts that are no longer driven.
The five batteries used in the Milford project came from early development models of the first generation Volt.
"The supply today is very small," Valencia said. "The importance of this announcement is that we are preparing for the future. This is a preparation for that time. Typically the lifecycle of a vehicle is 10 to 12 years."
GM s working with unidentified partners to validate and test systems for other commercial and non-commercial uses.
Production will begin soon on the redesigned 2016 Volt with an improved battery pack which can power the car for up to 50 miles before a gas-fueled engine kinks in.
In April Tesla unveiled a product it is calling the Powerwall that stores electricity for home use, to be used during peak consumption times when utilities charge the most.The device comes in multiple glossy colors including white, charcoal, red, and blue. There are two options -- a 7 kilowatt-hour package using nickel-manganese-cobalt batteries and a 10 kilowatt-hour unit with a nickel-cobalt-aluminum battery.
Chevrolet will price the 2016 Volt at $33,995, which can be reduced by a $7,500 tax credit.
The original Volt went on sale in 2010 and received positive technical reviews, but its sales have been disappointing.
Contact Greg Gardner: (313) 222-8762 or email@example.com. Follow him on Twitter @GregGardner12
Wednesday, June 17, 2015
From: Detroit Free Press
Mexico is the auto industry darling, Canada is struggling to retain a manufacturing footprint, and the U.S. is a house divided with most of the new automotive investment and jobs headed south of the Mason-Dixon line.
The three countries are a united trading block under the North American Free Trade Agreement, or NAFTA, but they're fierce rivals in the boardrooms where auto executives decide where to invest in the latest equipment and additional jobs.
The relative fortunes of the three countries have changed over the years, but right now, and for the foreseeable future, the farther south you are located, the better.
Of the vehicles built in North America last year, Mexico produced about one in five, or double the rate from 2004. WardsAuto, which tracks production data, expects the rate to increase to one in four by 2020.
"The U.S. South and Mexico are winning the battle," said Dennis DesRosiers, president of DesRosiers Automotive Consultants near Toronto. "Over half the capacity and 80%-90% of investment dollars are going to the U.S. South or Mexico."
Where is your car made?
The auto industry is global, but increasingly companies want to build in the region where they sell. Which means chances are your new vehicle will continue to be built in North America but may not be made in the U.S.A.
Back in 2004, 11.6 million vehicles were built in the U.S., or 74% of the 15.8 million industry total. Canada built 2.7 million, or 17% of the capacity; and Mexico contributed only 1.4 million vehicles, or 9%, according to WardsAuto.
In 2014, signs were evident the tide had turned.
Mexico's production had more than doubled to 3.2 million units, or 19% of the 16.9 million industry total. It came at the expense of the U.S., which dipped to 11.4 million units, or 67%; and Canada, which was down to 2.4 million, or 14%.
And the trend will continue. Wards forecasts new plants will add 1.2 million units of capacity in North America by 2020 and it is not evenly split.
Building boom in Mexico
Virtually every automaker is adding capacity in Mexico, including General Motors, Ford, Toyota, Honda, Volkswagen, Audi, BMW, Hyundai and Mazda.
The country is a "massive untapped market" that could grow by another 1 million to 2 million vehicles a year, DesRosiers said.
By 2020, Mexico is expected to build one in four vehicles in a North American industry of 18.6 million units. The U.S. will hold its own at two-thirds of the output, or 12.2 million vehicles. Canada is the big loser, down to 1.6 million vehicles and 9% of the output.
From: Detroit Free Press:
Korean brands are winning the quality race as Japanese brands fall to below average for the first time in 29 years and a few domestic brands climb the ranks, according to the influential J.D. Power 2015 Initial Quality Study released today.
"This is a clear shift in the quality landscape," said Renee Stephens, vice president of U.S. automotive quality at J.D. Power.
"For so long, Japanese brands have been viewed by many as the gold standard in vehicle quality," Stephens said. "While the Japanese automakers continue to make improvements, we're seeing other brands, most notably Korean makes, really accelerating the rate of improvement. Leading companies are not only stepping up the pace of improvements on existing models, but are also working up front to launch vehicles with higher quality and more intuitive designs."
The Hyundai and Kia brands erased any quality doubts as they continued to widen their lead over the rest of the field with another significant year-over-year improvement in scores that measure problems reported by new buyers in the first 90 days of ownership.
Conversely, Japanese stalwarts including Toyota and Honda, which many consumers perceive as the quality benchmarks, have collectively fallen below the industry average for the first time in the 29 years of the study that was released at an Automotive Press Association event today in Detroit. Only four of the 10 Japanese automakers improved their quality over the past year.
GM had four 2015 models ranked highest in their segment: the 2015 Chevrolet Malibu, Spark, Silverado and Equinox. It was not as impressive as last year's accomplishment of six top models, the most of any automaker. While no automaker exceeded GM's accomplishment this year, Hyundai, Nissan and Volkswagen matched GM with four segment leaders as well.Among the domestic brands, General Motors had two above-average brands: Chevrolet in the seventh spot and Buick was 11th while GMC was below average in 17th place and Cadillac placed 21 of the 33 brands.
Ford's luxury Lincoln brand was in the eighth spot and the mainstream Ford brand was also above average in the 12th slot as the automaker has worked to improve the MyFord Touch infotainment system that brought down its quality scores in the past. And Ford has introduced its third-generation Sync 3 system for the 2016 model year which is designed to be more user-friendly.
Fiat Chrysler Automobiles did not fare as well. The Ram brand was above the industry average, squeezing into the 13th spot but the rest were below the curve: Dodge placed 18; Jeep was 29; Chrysler was 31 and Fiat was dead last at 33.
FCA's quality chief Doug Betts left the automaker last fall after the automaker had scored poorly in the 2014 J.D. Power study and then the Consumer Reports reliability survey.
Initial quality is determined by the number of problems experienced per 100 vehicles, with a lower score reflecting higher quality. Overall, the industry saw a 3% improvement in initial quality, which shows continued diligence for a sector fighting for integrity in the wake of a historic number of recalls including older models from GM with ignition switch problems and 34 million vehicles across the brands of 11 automakers with air bags from Japanese supplier Takata.
The industry average is 112 problems per 100 vehicles. The Korean brands collectively averaged only 90 problems -- down from 101 a year ago -- giving them a wide lead over the competition.
The 10 Japanese brands recorded 114 problems per 100 vehicles -- putting them in a dead tie with the domestic brands for only the second time. And for the first time, European brands at 113 problems per 100 vehicles, outperformed the Japanese brands.
Across the industry, many complaints continue to be centered around infotainment technology in cars as consumers expect their smartphones to connect and operate seamlessly within the car. The top complaint for the third year: pairing phones and using voice recognition, which is now in 67% of new vehicles.
"Smartphones have set high consumer expectations of how well technology should work, and automakers are struggling to match that success in their new vehicles," said Stephens. "However, we are seeing some (automakers) make important improvements along the way. What's clear is that they can't afford to wait for the next generation of models to launch before making important updates to these systems."
The results are based on responses from more than 84,000 people who bought or leased a new 2015 vehicle.
Contact Alisa Priddle: 313-222-5394 or firstname.lastname@example.org. Follow her on Twitter @AlisaPriddle
Top brands in initial quality
1. Porsche is the top brand for third consecutive year.
2. Kia is the highest nonpremium brand for the first time. Last year Jaguar placed second.
3. Jaguar drops a notch to third. Last year Lexus held the bronze position.
4. Hyundai's strong showing puts both Korean automakers in the top 5.
5. Infiniti is one of the most improved brands.
Brands and models of note
General Motors' Chevrolet and Buick brands are above average; GMC and Cadillac are not. Among individual models, the Chevrolet Equinox, Malibu, Silverado and Spark are top performers.
Ford is 12th and Lincoln is 8th. The Escape and the Super Duty pickup are top performers.
FCA: Only the Ram brand placed above average but the Chrysler 300 and Dodge Challenger are top performers in their categories.
Toyota falls to 10th; Lexus is ninth compared with third place a year ago. The Lexus LS, Toyota Tacoma and Sequoia are top performers.
Honda is barely above industry average in the 14th spot while Acura is well down the pack at 26. No models led their fields.
Highest quality plants around the world
BMW 3-Series plant in Rosslyn, South Africa, builds vehicles with the fewest defects.
Toyota's Cambridge North plant in Ontario (Toyota Corolla) is the best North American plant.
Kia's Kwangju Plant 1 in Korea (Kia Soul) is the best in Asia Pacific.