Electric vehicles have become a mainstay in the global automotive marketplace, taking on their gasoline rivals and steadily chewing out their own slice of market share, year after year. Government mandates to end the sale of polluting internal combustion engine vehicles and subsidies on cleaner cars promise to conspire to create an electric vehicle boom.
The result should be much cleaner air, as generating electricity in even the dirtiest power plants is far cleaner and more efficient than millions of individual engines puttering about the place. However, if the electric car is to reign supreme, they’ll need to be built in ever greater numbers. To do that is going to take huge amounts of certain materials that can be expensive and sometimes in very limited supply. Thus, to help support the EV boom, recycling of these materials may come to play a very important role.
Spend enough time on the automotive classifieds and you’ll end up finding a deal that’s too good to pass up. The latest of these in one’s own case was a Mercedes-Benz sedan, just past its twentieth birthday and in surprisingly tidy condition. At less than $3,000, the 1998 E240 was too good to pass up and simply had to be seen.
The car was clean, too clean for asking price. Of course, a test drive revealed the car had one major flaw – an annoying hum from the drivetrain that seemed to vary with speed. Overall though, mechanical problems are often cheaper and easier to fix than bodywork, so a gamble was taken on the German sedan. The first order of business was to diagnose and rectify the issue.
Characterise, Research, Investigate
The first step to hunting down any noise is to characterise it as much as possible. In this case, the noise was most noticeable when the car was traveling at speeds from 40 km/h – 60 km/h, present as a vibrational humming noise. The location of the noise source was unclear. Importantly, the noise varied with the speed of the car, raising in pitch at higher speeds and dropping as speeds decreased. Engine speed had no effect on noise whatsoever, and the noise was present regardless of gear selected in the transmission, including neutral. Continue reading “The Case Of The Mysterious Driveline Noise”→
The advent of the microcontroller changed just about everything. Modern gadgets often have a screen-based interface that may hide dozens or hundreds of functions that would have been impractical and confusing to do with separate buttons and controls. It also colors our thinking of what is possible. Imagine if cars didn’t have cruise control and someone asked you if it were possible. Of course. Monitor the speed and control the gas using a PID algorithm. Piece of cake, right? Except cruise control has been around since at least 1948. So how did pre-microcontroller cruise control work? Sure, in your modern car it might work just like you think. But how have we had seventy-plus years of driving automation?
A Little History
Controlling the speed of an engine is actually not a very new idea. In the early 1900s, flyball governors originally designed for steam engines could maintain a set speed. The idea was that faster rotation caused the balls would spread out, closing the fuel or air valve while slower speeds would let the balls get closer together and send more fuel or air into the engine.
The inventor of the modern cruise control was Ralph Teetor, a prolific inventor who lost his sight as a child. Legend has it that he was a passenger in a car with his lawyer driving and grew annoyed that the car would slow down when the driver was talking and speed up when he was listening. That was invented in 1948 and improved upon over the next few years.
Land speed racing is one of the oldest forms of motorsport, and quite literally consists of going very, very fast in (ideally) a straight line. The higher the speed your car can attain, the better! It’s about the pure pursuit of top speed above all else, and building a car to compete is a calling for a dedicated few. If you’d like to join them, here’s how to go about it.
Racers often pick a record or set of records they wish to beat – for example, wanting to set the the fastest speed for a gasoline-powered, naturally-aspirated four cylinder – and build their car to that end. Alternatively, a racer might build a car with a large V8 engine, for example, to compete in one class, and then disable several cylinders on a later run to try and snatch records in lower classes as well. Continue reading “How To Get Into Cars: Land Speed Racing”→
Typically, when it comes to inclement weather, ice is the worst of the worst of driving conditions. Regular tyres have little to no grip in such situations, and accidents are common. However, some choose to laugh at such challenges, and take to racing out on frozen lakes and rivers. The sport of ice racing can be a demanding one, though, so you’ll need to prep your car appropriately. Here’s how.
Ice, Ice, Baby
Ice racing is largely limited to colder climates where lakes, rivers, or even actual racetracks freeze over in the winter. While some limited ice racing does occur indoors on skating rinks, it’s largely limited to motorcycles and ATVs because such facilities are just too small for cars.
The weather-dependent and esoteric nature of ice racing means that it exists at the fringes of organised motorsport, with most events being community-run at the grassroots level. Often, new competitors will start in a “run-what-you-brung” class, with unmodified street cars competing in limited or no-contact events, such as time trials or drag races. Higher tiers then generally necessitate more serious preparation and safety equipment, such as rollcages and fire extinguishers, and competitive door-to-door racing on larger tracks. However, some professional competitions do exist, running bespoke tube-framed cars built for purpose. The most notable of these is the Andros Trophy, held in the French Alps and run by the namesake jam company. Continue reading “How To Get Into Cars: Ice Racing Mods”→
For years now we have been told that self-driving cars will be the Next Big Thing, and we’ve seen some companies — yes, Tesla but others too — touting current and planned features with names like “Autopilot” and “self-driving”. Cutting through the marketing hype to unpacking what that really means is difficult. But there is a standard for describing these capabilities, assigning them as levels from zero to five.
Now we’re greeted with the news that Honda have put a small number of vehicles in the showrooms in Japan that are claimed to be the first commercially available level 3 autonomous cars. That claim is debatable as for example Audi briefly had level 3 capabilities on one of their luxury sedans despite having few places to sell it in which it could be legally used. But the Honda Legend SENSING Elite can justifiably claim to be the only car on the market to the general public with the feature at the moment. It has a battery of sensors to keep track of its driver, its position, and the road conditions surrounding it. The car boasts a “Traffic Jam Pilot” mode, which “enables the automated driving system to drive the vehicle under certain conditions, instead of the driver, such as when the vehicle is in congested traffic on an expressway“.
Sounds impressive, but just what is a level 3 autonomous car, and what are all the other levels?
With the rise of usable electric cars in the marketplace, and markets around the world slowly phasing out the sale of fossil fuel cars, you could be forgiven for thinking that the age of the internal combustion engine is coming to an end. History is rarely so cut and dry, however, and new technologies aim to keep the combustion engine alive for some time yet.
One of the most interesting technologies in this area are hydrogen-burning combustion engines. In contrast to fuel cell technologies, which combine hydrogen with oxygen through special membranes in order to create electricity, these engines do it the old fashioned way – in flames. Toyota has recently been exploring the technology, and has announced a racecar sporting a three-cylinder hydrogen-burning engine will compete in this year’s Fuji Super TEC 24 Hour race.
The benefit of a hydrogen-burning engine is that unlike burning fossil fuels, the emissions from burning hydrogen are remarkably clean. Burning hydrogen in pure oxygen produces only water as a byproduct. When burned in atmospheric air, the result is much the same, albeit with small amounts of nitrogen oxides produced. Thus, there’s great incentive to explore the substitution of existing transportation fuels with hydrogen. It’s a potential way to reduce pollution output while avoiding the hassles of long recharge times with battery electric technologies. Continue reading “Toyota’s Hydrogen-Burning Racecar Soon To Hit The Track”→