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Subaru wide-body WRX for New York Auto Show

By Mark Atkinson

Subaru’s trusty performance icon, the Impreza WRX, has had a tumultuous few years. When it was completely redesigned in 2008, enthusiasts were saddened to discover that some of the magic was lost. A new rear suspension design was initially blamed, but too-light steering, lots of lean and other factors contributed to its fall from grace. Various improvements incorporated in following model years, like a more powerful engine and retuned dynamics in 2009, but it was still a shade of its former self.

It seems that Subaru has had enough complaints. It’s using the 2010 New York Auto Show to introduce new wide-body versions of the WRX with several additional aesthetic and performance-oriented changes to finally deliver the car its fans truly want.

The stretched bodies share the design of the headline-grabbing WRX STI, and that includes a new widened four-door sedan version. Subaru says that it gives the WRX “an aggressive road presence and also allows wider track dimensions. An increase of 35 mm in the front and 40 mm in the rear track, firmer rear subframe bushings and wider 17-inch wheels and tires deliver improved grip.”

Besides the wider bodies, all WRX’s get a new front grille, and incorporate the STI’s quad-tailpipe exhaust. The 265-hp turbocharged 2.5-litre boxer engine continues unchanged, as does the standard five-speed manual transmission that sends power to all four wheels.

Pricing and further details will be confirmed later this spring.

Ford mustang 2011 first drive

Los Angeles, Calif. – The basin of hot-rodding and high-octane car culture could not be a more appropriate place to launch a muscle car. This is great, because Ford chose the megacity, the picturesque Pacific Coast Highway and the tire-torturing Mulholland Drive to launch its revamped 2011 Mustang.

At first glance, you’d be hard pressed to tell the ‘11 versions from the still-fresh 2010s that roam the streets. The modernized, cut body doesn’t play the retro tune of the ‘07, and there’s a street-fighter look about it – especially in supercharged Shelby GT500 form. But when it launched last year, both the unrefined 210-hp 4.0-litre V6 and vocal but underpowered 320-hp 4.6-litre V8 were seriously outgunned by both the Chevrolet Camaro and Dodge Challenger. It didn’t matter that the Ford was the best of the three to drive – headlines say it all, and with muscle cars, horsepower equals headlines.

Toyota problems? No big Quality!

Jeffry Liker, in his recent HBR blog post, minimizes the scope of quality problems arising from Toyota’s hyper growth over the last decade. He sees those who believe Toyota has serious quality/safety problems as uninformed. He accuses them of contributing to a “growing mythology,” viewing their “faulty generalizations” as “laughable.” It is hard to square his views with the following three statements.

In January 2008, Chris Tinto, then Toyota’s Vice President for Technical and regulatory Affairs, in an internal presentation, warned “some of the quality issues we are experiencing are showing up in defect investigations (rear gas struts, ball joints, etc).” “Although we rigorously defend our products through good negotiation and analysis, we have a less defensible product.”

In Sept 2006, Jim Press, then the company’s President of North American Operations, at a Toyota Japan headquarters presentation, reported that the number of Toyota vehicles recalled had increased sharply from 2003 to 2005. Parenthetically, I note that complaints lodged against Toyota with NHTSA, increased in almost linear fashion from about 1,100 in the year 2000 to almost 5,000 in 2009. Mr. Press concluded that “as more of our customers experience recalls, customer loyalty will suffer.”

Recently, President Akio Toyoda repeatedly attributed Toyota’s quality/safety problems to its rapid growth which outstripped its human resources. He said the company could not train enough personnel to keep up with its rapid growth. He acknowledged that a misguided strategic focus at the company warped the “order of Toyota’s traditional priorities” so that the stress on product safety and quality first, and sales volume and cost second, became inverted as Toyota began rapidly expanding a decade ago.

Company executives do not casually make such damning statements about their own firm. Are these executives uninformed as to their own company’s problems? Does Prof. Liker know Toyota better than its own executives? Prof. Liker’s concluding statement, “I am not suggesting that Toyota is perfect,” seems light years away from the harsh reality captured in these statements. Prof. Liker’s analysis limits the problem scope to what he sees as two isolated engineering incidents. He asks where is the data that indicates a trend toward greater quality/safety problems? Consistent with John Shook’s (a former Toyota manager) observations, the three statements strongly suggest that while one can assign Toyota’s current problems to specific causes, they are also part of a pattern, one that reveals growing quality problems.

Notwithstanding Prof. Liker’s attempt to discredit opposing views, knowledgeable outsiders are also attributing Toyota’s problems to hyper growth and the growing technical complexity of autos. These developments have stretched thin its cadre of engineers. This was the thesis in my earlier blog post, one quite parallel to that of Prof. Takahiro Fujimoto, the leading student of the Toyota production system in his Nikkei Business Online analysis (in Japanese).

Prof. Liker critiques use of recalls as a measure of quality “when you are trying to make inferences about operations strategy.” He notes that one problem can cause 2 million car recalls, but it is only “one problem.” From an operational perspective, he is almost right (it’s two: first the original defect, and second, the failure of quality control to catch it before products were shipped). From a customer perspective, however, he is dead wrong. For 2 million customers, it is 2 million problems. Here, Prof. Liker fundamentally misunderstands Toyota’s traditional guiding principle of Customer First.

Recalls are, in fact, a powerful measure of quality because they are an important determinant of customer trust. Customer trust, in turn, is a major factor in quality perception. A survey commissioned by Toyota found 30% of U.S. customers said “having a recall on their current vehicle would make them seriously consider not buying that automotive brand again.” With quality, perception is everything. A recent USA/Gallup national survey finds that 31% of respondents now believe Toyota vehicles are unsafe. It doesn’t matter if the media hyped the problem or the politicians politicized it. Customer perception is what it is.

Prof. Liker says Consumer Reports’ (CR) evaluations are a better measure of quality than recalls. He claims that information from CR shows that “Toyota had one of its best years of the decade in 2009.” Yet, if we examine the percentage of a brand’s vehicles recommended by CR, the trajectory shows significant decline from 85% in 2007, to 73% in 2008, to 47% in 2009 (partially reflecting current recalls).

Prof. Liker vigorously denies that rapid growth led to problems with supplier quality. His assuredness is mystifying since the relationship between rapid volume growth and the emergence of quality problems is well recognized by both quality experts and practitioners.

The growing difficulty Toyota had with growth and complexity in relation to supplier management is three fold. They had to delegate more design work to suppliers, Toyota personnel found it increasingly difficult to closely supervise suppliers’ detailed component design, and less experienced Toyota engineers increasingly came to evaluate supplier work.

The CTS brake pedal module is a case in point. No one at Toyota denies that the detailed design and material choice was done by CTS. Toyota, per its policy, however, had full responsibility for approving that design, including providing testing instructions. Given the problems that arose, it is hard to deny its monitoring of the design process and outcome was insufficient. For Prof. Liker to assert as “truth” that the sticky pedal was “one very specialized isolated design issue” appears questionable at best.

Prof. Liker doubts there is a “need to explain the failure of the Toyota production system based on the current recalls.” No knowledgeable expert has made such claims. Many of us are saying, however, that Toyota stressed its production system beyond its capabilities. What resulted was not a failure of the Toyota production system, which is still deservedly the envy of almost every major manufacturing firm worldwide. Rather, it was a failure of management, letting its 15% global market share target overshadow its traditional priorities.

Robert E. Cole is Professor Emeritus, Haas School of Business and Dept. Sociology, UC Berkeley, Executive Director, and Visiting Researcher, ITEC, Doshisha University, Kyoto, Japan

The CR-Z, Honda’s Hybrid Race Car

by: Leo Diaz

CR-Z, Honda’s Hybrid Race Car

The CR-Z is coming, and Honda’s premier r&d tuners Spoon & Mugen have already commenced building a cataloge of race engeniered parts.

MUGEN

According to Juston Karow of 7Tune, the Mugen parts will become available on various dates from April and will include front and rear half spoilers, front grille, side skirts, rear wing, hydrophilic side mirror replacements and two different alloy wheel designs for the exterior, while performance parts will include a stainless steel exhaust system, sports suspension kit, air cleaner and airbox and performance brake pads. Interior goodies include a dry carbon interior mirror cover, floor mats and a GFRP gauge mount for 3 gauges on the dashboard.

From April 26, the front and rear half spoilers and side skirts as a set will retail for 168,000 JPY (186,900 JPY painted). Individually the front half spoiler will sell for 51,450 JPY (57,750 JPY painted), the side skirts for 57,750 JPY (66,150 JPY painted) and the rear half spoiler for 58,800 JPY (63,000 JPY painted). A little earlier on April 15 a black sports grille will become available for 40,950 JPY with optional LED illumination for 36,750 JPY. A carbon number plate surround for 1,290 JPY will also be available at the same time. Also available from April 26 will be the multi-layered hydrophilic side mirrors which reduce the dazzling effect of sunshine and infrared rays. Both left and right mirrors are curved to offer a wide angle of view and can be simply installed over the existing mirrors. The mirrors will retail for 19,950 JPY.

Mugen NR and GP series wheels are available for the CR-Z and will come in different finishes. The NR series 10-spoke wheels are available in ‘Black Metal Coat’ (47,250 JPY per wheel), ‘Mirror Face’ (40,950 JPY per wheel) and silver (39,900 JPY per wheel) finishes and all are suitable for 205/45 R17 tires. The GP series 7-spoke wheels come in two finishes, bronze and gun metallic, both for 68,250 JPY per wheel. The GP series is Mugen’s flagship model and each wheel weighs at least 1kg less than the stock factory supplied alloys.

On the performance side, the stainless steel exhaust is designed to decrease the amount of bends in the pipe work to improve flow and features a ‘Delta Finisher’ exhaust tip (which looks like it would suit a Mazda RX-8 quite well) and will become available on April 26 for 134,400 JPY. The sports suspension kit will be available for both CVT and 6MT versions of the the CR-Z and feature adjustable height anywhere from -15mm to +20mm and have 5 step adjustable damping. Both CVT and 6MT kits will retail for 177,450 JPY and will be available from Arpil 26. The performance air cleaner and airbox boasts increased air flow over the stock intake and features a carbon cover. The Mugen airbox will become available from May 27 and retail for 94,500 JPY. The Type S (Type Sport) brake pads are suited to a wide range of driving conditions and have an operating temperature between 50 and 550 degrees. The Tpye S pads will sell for 23,100 JPY (front) and 19,950 JPY (rear) and are slated for a late July release.

The Mugen GFRP gauge mount includes three electronic gauges for water temp, oil temp and oil pressure which have peak recall and warning functions and are linked to a control unit. The gauge mount sits on top of the dashboard and does not obstruct the drivers view at all. The GFRP gage mount is available for 126,000 JPY. The carbon interior mirror cover simply fits over the existing mirror and sells for 11,550 JPY. Finally there are the Mugen floor mats which can be had as a set of two front mats only for 19,950 JPY or a set of four mats for front and rear for 4,150 JPY.

SPOON

Personally I neither like nor dislike the CR-Z’s edgy styling, but seeing what Spoon have been up to with Honda’s new baby has made me take another look and think again. A new set of alloys and a lowered ride height has done wonders (for me at least) and I can’t wait to see what it’ll look like with Spoon’s trademark carbon hood, front lip spoiler and blue and yellow warpaint. Maybe if Jon Sibal has some spare time he can help out there…?

Among the parts being tested are the coilovers, N1 exhaust, ECU, and ‘twin-block’ calliper and slit rotor brake upgrade. There’s no information on the ECU at this stage but the N1 exhaust has given the CR-Z a more sports car-like note in contrast to the near silent stock system, also a front coilover kit and rear spring/shock kit are being developed which have been lowered around 50mm and Spoon Sports is conducting ongoing tests with spring rates, shock stroke length and dampening characteristics. The front brake callipers use Spoon’s twin block units with 15 inch slit rotors which also being tested to lower the pedal effort to achieve sufficient braking power. A set of blue Spoon CR93 alloys finish off the car and compliment the new ride height well. One thing they didn’t mention was the Spoon Sports aero mirrors which going by the photos, it looks like Civic FN2 Type R units bolt straight on.

Dual clutch transmissions

It’s one of the latest waves in motoring, and rightfully so. Automated dual clutch transmissions have been touted as the beginning of the end for the synchromesh manual and the automatic transmission. Or is it?

Dual clutch transmissions have appeared as various names (or acronyms) in different automobiles of several brands. Porsche was the one of the first to use the dual clutch concept with their race cars, known as Porsche-doppelkupplung (PDK), but only made its way into their showroom cars in 2008. The Volkswagen group has their Direct Shift Gearbox (DSG), known as S-Tronic for Audi. Rival BMW has their M-DCT, Ford has their new Power Shift while Nissan debuted theirs in the GT-R and Mitsubishi’s TC-SST was launched with the Evo X.

Regardless of the acronym conundrum, the principle stays the same: two independent, electronically-automated gearboxes, both with their own hydraulically-actuated clutches, housed as a single unit. The trick is that the first operates odd gears (1st ,3rd ,5th or more) while the second one operates the even-numbered cogs (2nd, 4th, 6th or more), feeding into coaxial input shafts, feeding into their respective concentric clutches and onto a single propeller shaft or trans axle or both.

Unlike a conventional automatic and a manual, a dual clutch tranny uses twin, concentric clutches (outer and inner) to engage /disengage the even/odd gears nearly simultaneously, nearly eliminating shift lag, power loss (through the torque converter which is designed for slippage for smoothness) and compromised fuel efficiency of regular automatics, the shift shock of manual transmissions, and the “unnatural” feeling of acceleration of a continuously variable transmission.

To better narrate the difference, a normal manual transmission under acceleration would require the driver to depress the clutch with his/her left foot, remove the current gear from its slot, select the next one, then release the clutch pedal to engage it as all gears share one clutch disc. Under the same conditions, a dual clutch transmission’s computer would already be spinning up the next gear, and simply disengage the current clutch and engage the other one simultaneously. No waiting. No problem.

Most dual clutch transmissions will also blip (rev-match) the throttle to ensure slick transfers while downshifting, drastically reducing the nauseating engine-brake common to inexperienced (rough with the throttle) drivers. It also has the advantage of having the ability to handle higher horsepower applications than a conventional A/T, thanks to its use of more robust wet multi-plate clutches (lubricated to limit excess friction and heat) instead of a torque converter, the latter being prone to power loss and overheating.

Manufacturers have also implemented ancillary electronics to adjust the shifting pattern of the transmission for the driver’s desired conditions from comfort/normal or sport. In comfort (or similar mode), the transmission will simulate the smoothness of a conventional automatic, sacrificing performance for a smoother drive. In sport mode, the tranny will behave like a manual, trading comfort for speed and aggression, hence is suitable for frisky driving up in the mountains or on a racetrack. All while keeping both hands on the wheel, allowing you to focus on steering work and leave the shifting to a machine, unless you choose to select gears yourself via paddles behind the steering wheel or +/- selectors on the shift knob.

The dual clutch transmission is not without its drawbacks of course. For one, the technology is still relatively new, hence, expensive for the manufacturer to modify their tooling for production, hence, more expensive for the end-user. It usually adds a significant premium to a car’s price. Second (and this is just hypothesis) due to the complexity of the system, there are more possible areas for wear and tear, will likely be more costly to maintain and repair compared to manuals and regular automatics. Add to the fact that dual-clutch transmissions are commonly used for high-horsepower engines on high-performance cars meant to be driven hard and fast, then that risk could increase a bit more.

So will the highly advanced, best-of-both-worlds dual clutch transmission replace the synchromesh manual, conventional automatic and continuously variable transmission?

Well, back in the 1950’s and 60’s, it was common thought that we’d be living off of terra firma by now due to the pace of progress and innovation. Or, to hit closer to home, that internal combustion would already be phased out or that cars will drive themselves. In that light, I’d have to say no.

Dual clutch transmissions represent the next logical step in motoring; not so much to revolutionize the way we drive cars, but to maximize the potential of the current crop. That is, after all, the whole idea.

Mitsubushi Lancer Evolution X MR 2010

I can end this story right here, but you know that doesn’t do justice to a car like this.

It’s rare to encounter a vehicle that exudes such visual attitude right from the dealer forecourt. The Evo X features a forward swept shark nose, blacked out front intakes, a slotted and vented aluminum hood, a widebody treatment, 18 inch BBS wheels with bright red Brembo calipers screaming through the spokes, finished off with the trademark tall spoiler, rear diffuser and twin tailpipes. I’ve never encountered a car that looks so unanimously good and with so much impact on the street.

Inside, the Evo X is quite straightforward. You’ve got a pair of Recaro seats to hold you in place, a baseball stitch shift knob, magnesium shift paddles, pedals and a steering wheel. It’s easy to get carried away about things like the excellent sound system (which is great, thanks to Rockford Fosgate), the safety features (there’s a lot of them, befitting such a fast car) or on how many cups it can hold, but that’s missing the point completely. The Evo is a performance machine. A hell of a good one.

If you’ve been living under a rock for the past 10 generations of Evolution, you should know by now that the Evolution is more than a regular Lancer with a bodykit treatment. The Evo is a wolf in wolf’s clothing. Mitsubishi engineered an all new 4B11T engine to power the X. With twin cams, 16 valves, MIVEC valve timing technology with a twinscroll turbo and intercooler, the Evo has plenty of power to go around. 295 horsepower makes a far stronger statement than any kind of PR-speak.

Fire up the engine for the first time and you hear a subdued growl. The exhaust system does everything it can to contain the sound of 295 horses to just about 50 of them. Personally though, I’d prefer to let as much of them be heard, but that’s a tuning question already.

Pull out to the street and the Evo somehow manages to change the way you drive. You begin to stalk other cars, taunting them to make a move so that you can make yours and show them exactly what 4.7 seconds to 100 km/h from a standstill looks like… or perhaps what the rear of the Evo X looks like. Either way, with the Evo X, most cars turn merely into moving chicanes. Cue evil smile here.

Being an Lancer Evolution means that every model that follows has an improvement over the previous one. The X is the culmination of everything that has been learned over 10 generations of evolution.

One marked change is the Evo X’s power delivery. Evo’s have been known for that familiar kick in the back sensation, letting you know the turbo has spooled up. With the 4B11T, that feeling has been replaced by a rapid but gradual surge at around 3000 rpm onwards. The relatively linear power delivery means it almost behaves as predictably as a naturally aspirated engine, but with the ultimate pace and power of a turbo.

The great thing about the Evo is its high performance four-wheel drive system, but in the Evolution X MR, Mitsubishi takes it to the next level with the debut of TC-SST, the brand’s first dual-clutch automatic transmission. If I spell out what each letter means, it’s most definitely a mouthful, but then again, it’s the new pride of the Evo line. With dual wet plate clutches (one for odd numbered gears, another for even numbered gears) that allow one gear to be engaged on the first clutch while the next gear is ready on the second clutch, making for quick, seamless shifts.

Armed with TC-SST, the Evo X can switch between any of 3 shift modes: Normal for daily driving duties, Sport for enthusiastic driving and, finally, S-Sport when you really want to drive seriously as it holds revs far longer. Of course, the fun is in S-Sport, so I engage it (while in “P”, push the TC-SST toggle forward for 5 seconds) and take the Evo X for a spin. Immediately, it’s easy to feel the change in the car’s demeanor as it holds revs higher and chooses gears more aggressively. Be prepared to go through your fuel tank when you use S-Sport though.

Another neat trick with TC-SST is launch control. While stopped, engage S-Sport, deactivate the stability control (ASC), step really hard on the brake, then rev up high. The 4B11T will rapidly jump up to 5000 rpm, and when its there, lift off the brake pedal. All four tires will light up and launch the car forward, drag style. Warning: use launch control wisely.

And then there’s the handling. Caress, flick or flog the 3-spoke steering wheel (for the first time, it’s no longer MOMO) into the corner, and the fighter-jet inspired, forward-swept nose of the Evo X points. Squeeze the throttle mid corner and the rear steps up to the plate, rocketing the car out of the turn. The suspension system really lends the heavier body some very sharp handling characteristics.

The X also has what could be one of the most advanced and intelligent 4-wheel drive control systems available: Super All-Wheel Control. The three famous settings to enhance the Evolution’s cornering abilities are still at the push of a button: Tarmac (dry, paved surfaces), Gravel (for wet or loose surfaces) or Snow… the latter only needed if you live somewhere with more than 2 seasons of weather.

The Evo X has become a lot more civilized than older ones, but there are still a few compromises in the name of performance, the biggest being ride comfort (try to avoid pockmarked streets) and fuel consumption (in city driving, it yields 4.5 km/l average). But seriously, if you’re going to buy an Evo X, or any Evo for that matter, comfort and fuel economy are pretty much low on the list of priorities. TC-SST is a little skittish in stop and go traffic (with a bit of drive line snatch) but I have to admit, it’s far better and more convenient than the traditionally stiff Evo clutch pedals.

During my stint with the Evo X MR, many have asked if I was sold on it, given the price of nearly 3.5 million pesos, especially with the 306hp Hyundai Genesis Coupe and 300hp Subaru Impreza STI costing far less. The Evolution X is an emotional purchase. If you really want it, you’ll get it. Logic does not apply. And besides, with the higher price tag, the Evo X has become a lot rarer and more coveted.

Yes, I want to get one. but too bad cant afford one lol

2011 Porsche 911 Turbo S Revealed

Porsche will be pumping out an additional 30hp in the newest 911 model dubbed the “911 Turbo S”. The new 2011 Porsche 911 Turbo S will debut at the Geneva auto show next week.

The new Porsche 911 Turbo S features the same goodies that can be had with the current 911 Turbo with the addition of 530hp and 516lb-ft of torque pushing the envelope even further. The Turbo S has an edge over the normal Turbo 911 by consuming the same amount of fuel (26.8 mpg avg.) yet improving performance where the 911 Turbo S can accelerate from 0 to 60 in 3.3 seconds via the PDK 7-speed double-clutch transmission (launch control enabled) and reach a top speed of 195mph. That would make the 911 Turbo S one of the most fuel efficient sports cars for its class.
The Porsche Turbo S will be available as a coupe and cabriolet (convertible) and go on sale in May of this year in European countries and expected to arrive in the U.S. later in 2010.

Specially modified car from Red Bull Racing

To help celebrate the return of F1 to Canada, Scuderia Toro Rosso driver Sébastien Buemi raced a specifically adapted car over ice courtesy of Red Bull Canada. Racing has never been cooler as Buemi put rubber to ice, speeding across an icy lake just outside of Montreal, QC for the ultimate winter drive!

In order for this chilling thrill ride to go down, Red Bull Racing revved up some exclusive adjustments for Buemi’s car from the ground up. The specially modified Red Bull Racing Formula One car was fitted with Bridgestone Potenza F1 snow tires to ensure the best possible traction. These exceptional Bridgestone F1 snow tires, produced by Bridgestone Motorsport’s Technical Centre in Tokyo, featured 420 studs on each of the front tires and 588 studs on each of the rear tires.

Got your wheels spinning? Catch the video of this chiller drive at this Link

Jaromir Cech Talks FT-86

The senior designer of the FT-86 project Jaromir Cech talks to Autocar UK about the design philosophies and ideals behind the European-designed Toyota concept. Interesting to see the enthusiasm for the concept to go directly into production ‘as-is’ from Toyota Japan’s directors, with the hope of not changing much (if anything) from the concepts exterior look. Lets hope they can get it past pedestrian safety checks and onto the road!

Body Kits are becoming the new trend in the aftermarket

As far as trends go, the import movement had it’s fair share of cars that were sporting body kits, but almost all of them also had some kind of performance modification.  Cars would have exhaust systems, intakes, nitrous, and various other things, because it was still the fastest that held got the respect at the local street races.

As times change, and cars become more expensive to modify, the economy doing poor, and people afraid of ruining their warranty, the shift has been toward body kits such as front bumpers, rear bumpers, side skirts, fenders, wings and the such.  Body kits are looking better as technology improves, has better fitment, and almost no worry of any sort of cracking due to superior technology.

What do you think? Have you noticed any shifts in trends? Are people in your area still more go than show?

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