When we started Speed Perks two years ago, we couldn’t have imagined that we’d hit 15 million members. Thanks to you, we’ve done it! To join us in the celebration, take a look at what our dedicated community of drivers have achieved.
We’re blown away by how much work our Speed Perks Members do on their cars. Without a doubt, they’re the kind of DIYers we’d like to have as neighbors. If you’re not a member, join now!
Back in the day, “the day” being the thousands from the mid-1950s through the early 1970s, American performance cars’ fuel delivery system of choice was four-, six- or even eight-barrel carburetion. More often than not you saw a single four-barrel sitting atop the engine’s intake manifold. But a trio of two-barrel carburetors (called “Tri-power” and “Six pack” among other cool sounding names) could be had on some Detroit iron during the ’60s and ’70s, such as the Pontiac GTO, Chevy Corvette, Plymouth Road Runner and Dodge Challenger.
For monsters such as the early ’60s Impala SS409 and the ’67 Shelby GT500 Mustang, nothing less than two four barrel carbs (“dual quads”) would do. Carburetors were not without their pitfalls, however, as tasks like changing jets, synching those multi-carb setups and generally getting them perfectly dialed in were usually best left to a shop with all the necessary tools and expertise.
Fuel injection in those early years was very rare, but available on a handful of American cars during some of those years. For example, certain 1957 GM products from Chevrolet and Pontiac offered it just that one year.
As fuel injection was relatively new technology, the bugs weren’t fully worked out so it was dropped as an (admittedly expensive and not popular) option for the full size GM cars the very next year. It did, however, continue to be optional on the Corvette, right through 1965.
As performance-themed American cars passed through the 1980s, fuel-injection came online bigtime.
Thanks to their ability to monitor and make millisecond adjustments for various parameters such as intake air temperature and idle quality, these modern-era F.I. systems were instrumental in bringing back performance after the dark days of the mid-’70s to early ’80s. Being able to precisely control the air/fuel mixture, they allowed engineers to fine tune the engine to both meet tough emissions standards and offer increased power output. Other benefits are smoother operation all around, such as when driving in high elevations and in very cold or hot weather.
Which all brings us to the question of: should you have an older performance car, should you keep the old carbs or make the switch to fuel injection? Unless you want to keep your ride 100 percent factory correct for seriously judged shows and such, we’d suggest jumping aboard the injection express.
These “self-tuning” systems offered by Edelbrock, FAST, Holley and MSD will have your ride always operating at peak efficiency without you needing to scrape knuckles and waste precious weekend time. And no worries about having that classic engine compartment ruined with something that looks like a Flux Capacitor, as these systems mimic the iconic look of a big four-barrel carb. So go ahead, put on that original chrome-lidded air cleaner with the engine call-out sticker on it, we won’t tell if you don’t.
Best of all, these state of the art systems make for a fairly simple, bolt-on proposition, essentially the same effort as swapping out carburetors minus the subsequent tuning. After you’ve bolted the system in place, you then enter basic information such as engine size and camshaft specs into a hand-held controller, which gives the system its base-line operating parameters. One twist of the key usually fires up your engine and then you’re smoothly off and running.
As you drive your car, the system’s ECU (Electronic Control Unit) continuously fine tunes itself according to information it picks up from the oxygen sensor. No more rough idling, no more cold-weather stumble. Indeed, according to this article in Hot Rod magazine it couldn’t be easier “No jets, no adjustments, no laptops—just bolt it on and turn the key.”
Editor’s note: You can get your carbs in order and save big at Advance Auto Parts. Buy online, pick up in-store in 30 minutes.
Jim Kazliner, Editor-In-Chief
Hey DIY Garage Readers—
I wanted to take a minute in between our regular blog schedule to tell you about a new program Advance offers that actually rewards you for working on your car.
Speed Perks is not your run-of-the-mill rewards program. First, there are no confusing rules, qualifications, or unworkable expiration dates to contend with. Better yet, you don’t have to deal with any complicated passwords, membership cards, or lengthy phone calls to have your password reset when you forget it (how many times has that happened?).
Instead, all you need to become a Speed Perks member is a phone number and an email address. That’s it. Done.
And getting rewarded is even easier. Here’s how it works:
- For every $30 purchase, you’ll get $5 to spend on a future purchase of $10 or more
- For every $100 purchase, you’ll get $20 to spend on a future purchase of $40 or more
- You’ll get your rewards within a week by email or text
- Speed Perks members will also receive exclusive deals and special offers
We all know how gratifying it is to work on our own vehicles and take on new car projects. So why not get rewarded for doing just that? Speed Perks makes purchasing the parts and tools you use most even more worthwhile.
Not all spark plug wires are created equal. And because moving electricity to the plug to produce a spark is so critically important, using the wrong wires for your vehicle, damaged wires, or poor-quality wires will undoubtedly lead to problems down the road.
As electricity travels along the plug wires toward the plug so it can generate a spark, it’s also looking to do something else – escape. The electricity is looking for any opportunity to jump from the wire and instead head down the path of least resistance. When it finds the escape route it’s been searching for – usually in the form of missing or damaged wire insulation – the results can include engine misfire, poor fuel mileage, hard starts, rough idles and lack of power. Electricity also generates radios waves and if it escapes from the plug wires can interfere with a vehicle’s radio and other electronics.
The plug wires’ insulation is what keeps the electricity from escaping, and high-quality wires will have more insulation that’s made from durable components that are better able to resist wear from vibration and heat. Over time, the engine’s heat cycling takes its toll on even the best spark plug wires, which is why replacement is recommended by many manufacturers at 100,000 miles.
There are primarily three types of spark plug wires:
1. Distributed resistance wires are constructed of fiberglass-impregnated carbon. Also known as carbon core wires, they were the standard on about 95 percent of vehicles before 1980.
2. A shift to inductance or mag (magnetic resistance) wires accompanied the rising popularity of Asian vehicles. Featuring a spiral wound core of a copper nickel alloy, the material presents less resistance to the electricity flow, meaning less current is needed to generate the spark, and at the same time the winding pattern and materials help prevent any Radio Frequency Interference (RFI) from escaping.
3. Lastly, there are fixed resistor wires. These are often found on European vehicles and feature steel or copper wire and a resistor inside the plug boot to control interference.
If you think your vehicle might be having some issues caused by faulty plug wires, begin the diagnosis with a close inspection of the wires’ condition. Examine them for heat-induced cracks or abrasions caused by rubbing against other parts. Look for areas where they’ve been burned through because of contact with an exhaust manifold. Also try examining the engine in the dark, looking for visible sparks where the electricity is escaping along the wires, and also listen for an electrical ticking sound, similar to what you hear when you receive a big static electricity shock. Also measure the wire’s resistance with an ohmmeter. One plug wire with a resistance that’s significantly different than the other wires could indicate that’s the problem wire.
When installing new wires, make sure you’re using wires specified for your vehicle. Characteristics such as the wire length or a boot that attaches using clips as compared to a thread-on boot matter when it comes to performance. Also avoid problems by routing new wires in the same manner that the previous wires were, and removing and replacing the wires one at a time.
Using the best spark plug in the world won’t make any difference to your engine if that plug can’t get the electricity it needs, so choose and install plug wires wisely.
Editor’s note: Advance Auto Parts has your car wiring needs covered. Buy online, pick up in-store, in 30 minutes.
The crisp morning air greets a diligent car fan on a Saturday morning when the garage opens at 6:14 AM. It’s time for DuPont Registry Headquarters Cars & Coffee in St. Petersburg, Florida. The early morning car fanatic pulls off a cover and backs the 1965 introductory-year Porsche 911 onto the driveway. A quick dust off and it’s ready to go. This car doesn’t see the light of day often but the roads are quiet and the crowds are calm, so there’s no better time than now.
What is the DuPont Registry Headquarters Cars & Coffee event? Let us set the scene.
The DuPont Registry website lists “highline luxury cars for sale by auto dealers and private owners. In addition, consumers can search for wheels, car accessories, tuning, racing schools, exotic car rentals, and a wide variety of products/services for the enthusiast.” On certain designated days – such as the Cars & Coffee event held most recently on Saturday, July 18, 2015 – you can visit the physical location and see luxury cars, up close and in person.
We attended that event and had a chat with the organizers of the ten-year-strong show. Its success and popularity originally came through word-of-mouth advertising. While an event now typically draws in a few hundred cars, DuPont Registry doesn’t charge admission – not even for parking. They also give back to the community, allowing a local church to join them to sell coffee and doughnuts to the crowd.
Popularity of the events, organizers tell us, definitely has seasonal cycles. Fall and spring are busy times, while the winter and dead of summer are for diehards only. During more well-attended events, organizers have their work cut out for them. Not only do the local law enforcement need to be on board, but fans have to behave appropriately.
The good news: Cars & Coffee at DuPont has no end in sight. As long as the fans keep the cars on the road and the sheriff is on board, the show will go on.
Across the country, Cars & Coffee monthly car meets have been popping up at an incredible rate. In fact, some popular events have even outgrown their venues, including one of the most highly acclaimed Saturday morning shows, located in Irvine, California. As the event kept growing, it outgrew its humble location in 2015, becoming too massive to remain a calm and fun-for-everyone event.
Cars & Coffee events offer a unique atmosphere that is addicting for car lovers who want to see the rare and eclectic – and to talk to the owners of these uncommon cars (and bikes!) who truly treasure them. One of the bigger events is the Amelia Island Concours d’Elegance.
The best part of one of these shows: meeting new people and hearing the story about a car, where it came from, where’s it been. Give someone a good cup of coffee and a few doughnuts, and you’ll have that person talking in no time.
Looking towards the future
Coming up this fall, the DuPont Registry Headquarters will host another type of event because, when Mr. DuPont wants more shows, his team will deliver. You can count on that.
Here’s a hint … just think cars, stars, and a show fit for the big screen.
Editor’s note: So what if your daily driver isn’t as glamorous as the ones shown above. You can still ensure it rides right and looks good with parts and tools from Advance Auto Parts. Buy online, pick up in-store in 30 minutes.
Today’s go karts are anything but greasy kids stuff. Read on to discover what makes these these mechanically impressive machines tick.
Some people love go kart racing – simply called “karting” by the true blue fans – because of the competition. Others love it for the family atmosphere at events. Still others love it because of the vehicles themselves – and, if you’re a DIYer, you’ll probably want to know just how these racing machines are constructed.
Recreational participants sometimes construct their own vehicles, while competitive racers must purchase factory-made ones. It’s all about safety. Racers on big tracks reach speeds of up to 152 miles per hour in professional-grade karts that typically weigh 165 to 175 pounds (75 to 79 kilograms).
“The TaG division,” says John Ferris, president of the World Karting Association, “is the most popular. TaG stands for ‘touch and go’ and its vehicles have an electric start, like a car, while the other divisions need an external starter, like Indy cars. TaG vehicles have water-cooled engines, while the rest have air-cooled ones.”
Typically, backyard / amusement park karts are powered by 4-stroke engines or electric motors, while racing karts use small 2-stroke or 4-stroke engines. “All classes of racing,” John says, “allow the owner to work on the engine – or to hire someone else to do so – by putting in new pistons or rings and the like. Some classes allow for rebuilding of engines that include modifications to make the kart go faster.”
The sport has evolved over the years and here is just one way in which that’s true. “Classes that allow modifications used to be the most popular,” John explains. “In these open classes, you could modify however you wanted – at least within certain limits. Local Saturday tracks, sometimes called outlaw tracks, still have those classes, but there is no tinkering in the big races. Those races are like NASCAR with strict specifications for engines.”
When people do modify engines, they typically take a factory built one and bring the specs up to the limits, perhaps by raising ports – or by lowering ports. “You can’t add extra ports,” John cautions, “because you need to use stock engines.”
- 4-stroke engines are typically air-cooled, with about 5 to 20 HP. Manufacturers include Briggs & Stratton, Tecumseh, Kohler, Robin and Honda.
- More powerful 4-stroke engines are manufactured by Yamaha, TKM, Biland and Aixro (Wankel), offering up 15 to 48 HP.
- 2-stroke engines are built by WTP, Comer, IAME (Parilla, Komet), TM, Vortex, Titan, REFO, TKM, PRD, Yamaha and Rotax, ranging from about 8 HP for a single-cylinder 60 cc unit to more than 90 HP for a twin 250 cc.
- The most popular classes use TaG 125 cc units, which are electronically limited to 16,000 RPM.
Karts do not come with any sort of suspension system. In fact, shock absorbers and springs are banned from the vehicles, according to John. “Instead,” he says, “the frame of the vehicle itself serves as suspension. A kart’s chrome tubing creates spring and flex, allowing the vehicle to spring and come back.”
Although the chassis needs to be flexible enough to serve as suspension, as mentioned above, it must also be stiff enough not to break. In general, a stiffer chassis is preferable for dry conditions, while a more flexible chassis is preferable in wet and/or other poor traction conditions.
To find which chassis – and accompanying engine – is appropriate for World Karting Association events, see the chart at the bottom of this page.
Because karts do not have a differential, the chassis is designed so that the inside rear tire lifts off the ground when cornering. “Karts are intentionally designed this way for speed,” John says, “so the inside tire doesn’t slow you down when you race. You may not notice as the tire lifts when you corner, but it does.”
Tires and wheels are significantly smaller than on a typical car, with Bridgestone, Dunlop and Maxxis making tires, along with kart-specific manufacturers such as MG, MOJO and Vega. Just like with cars, there are different types of tires for varying weather conditions. On a dry track, slicks are appropriate. Slicks range from very soft compositions that provide maximum grip to much harder ones that are longer lasting but provide less grip.
Rain tires are used in wet weather, and are also known as “wets.” These are narrower tires than slicks and are not permitted in all racing classes. John points out that many organizations specify how soft your tires are allowed to be.
More sophisticated karts contain monitoring systems that keep track of RPM, lap timing, number of laps, best lap, cooling system temperature, exhaust gas temperature, g-force (lateral and longitudinal acceleration), throttle position, steering wheel position, brake pressure and more.
If you’re interested in building your own kart for recreational karting, Popular Mechanics offers advice. This article shares how you can build your own kart for $689.15 in just one day, offering sites that provide the materials and resources that you’ll need. Remember that, if you’re interested in more serious racing, homemade karts are not permitted.
Editor’s note: Advance Auto Parts has the tools and accessories for most moving vehicles–at great savings and values. Buy online, pick up in-store in 30 minutes.
Photos courtesy of World Karting Association.
Remember when you were a little kid and the idea of playing in the mud outside after it rained got you hyped? Pushing your toy cars and trucks through the mud puddles while you did your best to enunciate the sound of a beefed-up engine was one of life’s simple joys. Well, now you’re a grown-up with a rugged four-wheel-drive rig and maybe you want to kick up some summer mud, albeit on a much grander and exciting scale. Here’s a video that gives you a taste of what a blast this sub-category of off-roading can be.
Choose your weapon
To probably nobody’s surprise, the most popular mud tamer is the modern-day Jeep Wrangler and its very similar old-school forebears, Jeep’s CJ-5 and CJ-7. Compact dimensions, plenty of ground clearance, stout four-wheel-drive components and room in the wheel wells for large off-road tires are key reasons these iconic Jeeps reign supreme.
But they are far from the only good choices. Older Toyota Land Cruisers (the more basic four-door SUV styles as well as the Jeep-like FJ40) are very capable and durable rigs, as are the first- and second-generation Ford Broncos. Of course, 4WD pickup trucks are solid picks too, though the massive, full-size ones can sometimes prove too bulky in off-road environments with narrow trails. As such, we favor compact, more maneuverable pickups such as the Ford Ranger, Nissan Frontier and Toyota Tacoma. One might also consider a Land Rover Defender, though aces off road, they tend to be rather pricey.
Depending on the scenario, simply popping your truck into 4WD and driving on through the muck as if you’re on pavement may not be sufficient. As with any type of challenge, there are proper techniques that separate the hackers from those that know what they’re doing. As such, thanks to the pros at off-road.com, fourwheeler.com and allstate.com, we’ve come up with a six-pack of tips to make sure that you move through the mud.
1) Don’t go it alone. Having at least one other person with a truck and recovery gear (such as a powerful winch) provides peace of mind, as well as a helping hand (and truck) should you get stuck.
2) Air down your tires. Lowering your tires’ pressure increases surface area and allows the tires to flex and grab traction better than when they’re fully-aired up for on-road use. Dropping down to 18 to 20 psi should be about right.
3) If it looks like a rather deep mud puddle / bog you’re attempting to negotiate, you might want to hop out and go on recon first. Grab a long stick and check it out on foot, poking the stick in various spots to get an idea of the mud’s consistency, its depth and if there are any large rocks or tree roots lying below in wait.
4) Take the proper line. If others are also having fun in the muddy playground, watch and take note of the line they’re taking as they work their way through. Usually going straight is best, but there may be some obstructions or stickier points that may dictate using a different, more traction-friendly line that somebody else has demonstrated.
5) If your vehicle has a low range, then start out in 4WD low. This will obviously maximize your traction and torque at the low speeds you’ll be using to make your way through the mud.
6) Take it easy. Throwing up 15-foot high rooster tails of muddy water at higher speed may look cool in commercials, but you could lose control and end up doing some damage or stalling out your engine. It’s slow and steady that wins this race. As the experts say and as with other types of off-roading, you should go as slow as possible but as fast as necessary to keep moving forward. Momentum, not speed, is your best friend here.
So you’ve discovered that you really dig playing in the mud. Fortunately, so do a lot of other off-road enthusiasts. Reading the various online forums for tips on where to go, how to set up your vehicle and how to improve your skills will help you enjoy your mucked up adventures even more. We suggest also checking out enthusiast sites such as mudtrails.com and offroadworld.net, which are also great for finding new friends that share this dirty passion.
Editor’s note: After you’ve gotten your fill of summer mudding, be sure to hit up Advance Auto Parts for a wide selection of wash and wax products.
In this installment, Street Talk puts the spotlight on a rare but desirable bird in the sport compact segment – the Eagle Talon
One of a set of automotive triplets, the Eagle Talon is a rather rare bird in the sport compact car arena. Indeed, can you remember the last time you saw an Eagle Talon flying down the road? Yet this product of American and Japanese parents was one of the more interesting choices in its segment. Along with its aggressive, head-turning styling it offered available turbocharged power and all-wheel drive, the latter two features giving it a wheel or two up on the more popular kids in this class, the Honda Civic, Acura Integra and Nissan 240 SX.
The Eagle has hatched
Debuting for 1990 along with its Plymouth Laser and Mitsubishi Eclipse triplet siblings, the Eagle Talon was a product of a joint venture between Chrysler and Mitsubishi. All built in the U.S. at the “Diamond Star Motors” plant located in Normal, Illinois, these three cars shared similar sporty hatchback styling and Mitsubishi mechanicals. The base Eagle Talon came with a 2.0-liter, 16-valve four with 135 horsepower, while the TSi and TSi AWD versions packed a turbocharged 2.0-liter sporting 190 and 195 horses, respectively. Transmission choices consisted of a five-speed manual and four-speed automatic. Initially at least, unlike the Laser and Eclipse, the Talon didn’t sully its image with a price-leading, 92-hp stripper version. With 135 hp, even that base Talon provided peppy performance, but we know you’re probably thinking: “Yeah, that’s great, but tell me about the turbo!”
In 1990, squeezing nearly 200 horsepower from a four-cylinder turbocharged engine was big news. And thanks to the stout low- and mid-range grunt that a turbo provides, this meant blowing off less-muscular rivals from Honda, Toyota and Nissan was a breeze. Capable of sprinting to 60 mph in less than 7 seconds and running down the quarter mile in the low-15-second range, a Talon TSi was a genuine thrill ride back in the early ‘90s.
Offering all-wheel drive to more effectively put that power to the pavement provided an edge in handling, especially in foul weather conditions. The AWD version of the TSi also featured a more sophisticated rear suspension (multi-link versus torsion beam) as well as limited-slip center and rear differentials. Outfitted with a set of Bridgestone Blizzaks and a ski rack, a Talon TSi AWD was a skier’s or snowboarder’s dream.
Changes from 1990 through 1994 were mostly minimal. Notable highlights included, for 1992, slightly revised front- and rear-end styling and a switch from pop-up headlights to exposed units. The following year saw the debut of a declawed Talon. Dubbed the DL, this downgraded version shared its 92-hp engine and sparse standard features list with its entry-level Diamond Star siblings. The previous “base” Talon essentially continued as a new “ES” trim level.
Eagle Talon Version 2.0
As with the Eclipse, the Talon was redesigned for 1995 (the Laser was dropped after 1994). The two cars looked even more similar than before. One might argue that the Talon had more handsome styling, with a larger set of tail lights that helped minimize the heavy, “loaded diaper” rear bumper look of its Mitsu relative.
More importantly, performance was boosted via a pair of more powerful engines. Seen in the new entry-level “ESi” trim, the 2.0-liter non-turbo four now made 140 horsepower, while the turbocharged versions seen in the TSi and TSi AWD made 210 hp (205 with the automatic transmission). As such, acceleration times were a few tenths or so quicker, meaning a TSi AWD could hit 60 in about 6.3 seconds and rip through the quarter mile in the high 14-second range.
Sadly, the Eagle Talon, and indeed the Eagle brand itself, would soar no more after 1998, having been discontinued after that model year. The biggest changes for these second-generation models took place for 1997, when once again Eagle debuted a stripped-out base model that deleted the ESi’s rear spoiler, audio system and intermittent wipers. Thankfully, this entry-level version did not substitute a weaker engine as it had in the past. That year also saw rear drum brakes replace the previously standard rear discs in non-turbo models, while the TSi AWD version got larger (17-inch versus previous 16-inch) alloy wheels. A larger front badge and rear spoiler are the more notable visual clues to these later second-gen Talons.
Should you be a fan of these exciting Eagles and want to capture one, you’ll likely find that task fairly difficult given that they were last produced nearly two decades ago. Still, that doesn’t mean impossible. Checking out the enthusiasts sites, such as DSMtalk and DSMtuners can provide a wealth of information, such as the most effective and economical mods, as well as classified ads for the cars themselves. And there’s always craigslist, eBay and bringatrailer.com, where your chances of finding an unmodified example are likely much greater than doing so on the dedicated sites.
Editor’s note: Advance Auto Parts is here to help in the care and feeding of your Eagle Talon, or otherwise. Buy online, pick up in-store in 30 minutes.
“Self-steering will become a fringe taste – like baking from scratch and riding horses – but regarded as dangerous and socially irresponsible. It will be left to young men who are prone to high-risk behavior, a few type-A personalities with control issues, and some old people who just don’t like to change.” (D.C. Innes)
As of June 2015, there are 77 public-street permits in California for driverless cars, also called autonomous or self-driving cars. Not surprisingly, 48 of them are licensed to the Internet giant Google (up from just 23 in May 2015), with Tesla coming in second with 12 permits – and Mercedes-Benz having two. Google plans to test its 25 added permits on a new fleet of cars on private roads, transferring them to public roads later this summer.
Reasons for the push for driverless cars include that these vehicles are expected to:
• Reduce accidents
• Eventually eliminate most traffic congestion
• Decrease the need for highway expansion because these cars operate bumper-to-bumper at higher speeds, reducing fuel consumption and emissions
Currently, there are 306 people who are licensed to operate autonomous cars – and 202 of them are associated with Google. Sound like something you’d like to do? Here are guidelines for California drivers who’d like to be licensed for driverless cars.
Six accident reports have been filed with these driverless cars so far, five of which with Google’s vehicles. Google had already disclosed four of those accidents, stating that they happened because of human error, either the one in control of the driverless car or by another driver. The fifth accident happened in June and, since Google has committed to reporting these accidents, information will likely be forthcoming about that incident soon. Here are more specifics.
Drive via your smartphone — and much more
Take a look at this quote (and be prepared for some British spellings): “It SOUNDS like a scene from a James Bond film. BMW has revealed a car that can drive itself around a multistorey car park and then manoeuvre itself into a bay – all at the touch of a smartwatch. When the owner returns, weighed down with bags of shopping, the car will come and meet them.”
BMW calls this feature “remote valet parking” and they did the big reveal at the Consumer Electronics Show in Las Vegas earlier this year. Meanwhile, here is a demonstration of the current park assist feature available from BMW, which is still cool all by itself.
Another feature revealed by BMW at the Consumer Electronics Show involves a camera that’s embedded in the headline between the driver and passenger. And, if a phone call comes in, point a finger and move it towards the screen to answer the call. Move your finger to the right – and you’ve declined the call. If the screen is in music mode, you can adjust the volume by making a finger circle. Lost? Point two fingers at the screen to get directions home.
Sitting in the rear? You really can become a back-seat driver through your Samsung tablet. You can adjust the car’s temperature, the music or movie that’s playing or your seat’s position with just a few quick clicks.
Also revealed at the show was Driver Assist technology, in development by Hyundai. This technology tells drivers how to reach a destination, but “also displays upcoming street signs, warns the driver of other vehicles that are likely to cut them off, and helps them navigate difficult turns and exits with easy-to-follow arrows on the monitor. It also has a warning system that alerts the driver of pedestrians and animals in the car’s path and will automatically brake if they are too close.”
This car can also monitor drivers’ heart rates and pull itself over and call for emergency help if the driver suffers signs of a heart attack. For more on that subject, see our previous blog post titled Cars of the Future: Personalized Ambulances.
To put its money where its mouth is, Audi had its A7 Piloted Driving concept car drive to the Las Vegas Convention Center from Palo Alto, California, traveling for more than 550 miles without the human in the driver’s seat taking charge. The car safely changed lanes and passed other vehicles. The car can recognize SUVs, trucks and police cars, distinguishing them from more ordinary cars, and can spot pedestrians, even those partially blocked by parked cars.
All of this technology takes real computer power, so Audi invested in the Tegra X1 superchip that allows a car to “learn” how to drive via the computer’s training algorithm. Although the Tegra X1 is only the size of a thumbnail, it’s said to have the power of a room-sized supercomputer from only ten years ago.
Mercedes-Benz displayed the F 015 Luxury in Motion concept, where passengers can rotate bucket seats to face one another while the car automatically drives, a seating arrangement not available since the days of horse and buggy. Door panel touchscreens allow passengers to make video calls, surf the web and post on social media. LED lighting on the outside of the vehicle tells pedestrians whether the car is being driven by a person (white lights) or autonomously (blue lights). Plus, the car can project a virtual crosswalk to let pedestrians know how to safely cross the street when near the vehicle.
All of this new technology can seem exciting – or scary. To calm fears, journalists were taken on a ride with a Volkswagen Passat with Cruise4U technology, which allows for autopilot steering, accelerating and braking.
What does the future hold for driverless cars?
Ford Motor Company is predicting that vehicles will have “fully autonomous navigation and parking” after 2025. Ford already has its own automated research vehicle, released at the end of 2013 in an experiment with State Farm Insurance and the University of Michigan to develop ways for cars to “’communicate with each other and the world around them to make driving safer’ and reduce congestion.”
This vehicle contains sensors that scan up to 200 feet of roadway, “using light in the same way that a bat or dolphin uses sound waves.” Meanwhile, some Ford cars can already send a signal when another vehicle has entered a driver’s blind spot, and the steering wheel vibrates when the driver is veering out of his or her lane.
IHS Automotive agrees that self-driving cars will debut for the average person around 2025, and predicts that, in the first year, about 2/10 of 1% of sales will be self-drivers. That would be about 230,000 cars of the projected 115 million car sales anticipated for that year. Within twenty years of their debut, IHS expects that driverless cars will account for about nine percent of car sales.
So, how are you feeling about all of this? Excited? Anxious to own a self-driver? Or, do you like driving too much?
About a year and a half ago, Advance Auto Parts talked to experts about automated vehicles, including Phil Floraday, senior web editor of Automobile Magazine. Phil open admitted that he wasn’t thrilled about the trend, saying that, “I want people to have the driving experience. Face it, at Automobile, we still like manual transmissions. We believe in man-machine interaction because of the amount of joy you can get from really good transmission, from really good brakes. You blend into the car and become like one.”
Fast forward to today. On June 22, 2015, WorldMag.com published an article by D.C. Innes, who is an associate professor of politics at The King’s College, titled The car of the future and our future in cars. Innes believes that, “Despite our love for the wheel, we may be drawn inexorably into going driverless.” He blames insurance companies, saying that carriers will most likely charge high premiums to people who want to steer their own vehicles.
Time of transition
The transition to driverless cars will be – and has already been – gradual. In 2013, we’d talked to Steve Garfink of Seer Communication. Steve consults with companies, research groups and governmental agencies that are focusing on the transition from human driving to autonomous driving. He shared a rating system where the National Highway Traffic Safety Administration (NHSTA) lists five levels, some of which have already taken place:
• Level 0: no automation, with the driver needing to be in complete control of steering, braking and the like at all times
•Level 1: function-specific automation, where vehicles have at least one automated feature, such as adaptive cruise control, electronic stability control or pre-charged brakes, which help a driver brake more quickly
• Level 2: the combination of two or more autonomous technologies, such as adaptive cruise control and lane centering; in this level, a driver must be prepared to take manual control of his or her vehicle back at any time. Some of these technologies may only be workable in highway driving, in favorable weather conditions and the like.
• Level 3: in this level, drivers will not need to constantly monitor road conditions; rather, he or she will be given a reasonable amount of time to transition from the autonomous driving experience to the more traditional manual driving; in theory, a driver of a level 3 car would, according to Steve, presumably “be free to talk on the phone, text, read the paper, or do whatever else they want knowing they will have plenty of reaction time before they have to pay attention to the road.” When this type of driving becomes available, a long trip could become a productive time, without the “tension of navigating among the big rigs plying” the highway.
• Level 4: the vehicle can handle all “safety-critical driving functions,” and can simply provide destination/navigation information; this vehicle could be occupied or unoccupied.
Steve gave a couple more predictions:
• In California – and perhaps other places – there will be no new regulations until a vehicle reaches level 2.
• Drivers may treat level 2 vehicles, where a driver must be prepared to take back control at any time, as level 3, where more transition time from driverless to driver-controlled exists. It will be interesting, Steve says, to see the effects of that on road safety.
Editor’s note: What are your thoughts about driverless cars? Share them in the comments below! And know that, as cars evolve, Advance Auto Parts will keep providing you with what you need to maintain and upgrade your vehicles.