Can’t make it to Michigan this week? No problem, Advance is live at the Detroit Auto Show, bringing you the latest news and updates!
Here’s a hot item for you:
Ford is making big waves early on at the 2015 Detroit Auto Show, unveiling a pair of hotly anticipated second-generation performance models: the Ford F-150 Raptor and the Ford GT supercar, both powered by the proven 3.5-liter EcoBoost twin-turbo V6.
Keep an eye out for more news and a full recap later this week!
The North American International Auto Show takes place now through January 25, 2015, at COBO Center, Detroit, Michigan.
Check out our resident Gearhead’s Top 3 Things to avoid doing while DIY’ing.
If you’re reading this article, let me first extend a warm welcome to a fellow Gearhead. Anyone who likes to get his or her hands dirty with DIY projects is alright in my book. But there’s a dark side to DIY, as we all know, and it’s the simple fact that things can go wrong.
Moreover, things will go wrong if you don’t have a method to your madness.
Now, I’m not here to insult your intelligence. Chances are, you’ve tackled some heavy projects already, and I imagine you’ve been successful. But even experts can learn new tricks, and that’s what I want to talk about today. Let’s consider three things you don’t want to do when you’re taking on a serious DIY challenge.
1. Don’t trust the Internet.
Remember, I’m talking about hardcore projects here. If you’re changing your spark plugs or brake pads or something simple like that, then by all means, consult your online forum of choice and follow the handy DIY guide. But for more invasive procedures, you’re playing with fire if you crowd-source the details. You’re already invested enough in your car’s well-being to be your own mechanic — why not act like a mechanic and get a dedicated shop manual for your car?
If you’re with me on that, you’ve got a couple options. The old-school approach is to track down a manual that you hold in your hands, whether you find it on eBay or through a third-party provider like Haynes or Chilton. If you just can’t stay away from your computer, Haynes has an online version that features color photos and wiring diagrams, videos and detailed troubleshooting procedures. Have a look at http://www.haynes.com/onlinerepairmanuals/.
2. Don’t rely on memory – use your camera.
This one’s so simple that experienced DIY’ers might even find it a little insulting. “I don’t need no stinkin’ photos,” you might be thinking. “I’ve been wrenching on cars for years!” Hey, I hear you. So have I. But with the advent of smartphones that can take a nice sharp photo, you’d be crazy, in my humble opinion, not to use your phone’s camera to document the disassembly process step-by-step. Okay, not every step — some stuff you can do in your sleep if you’ve been DIY’ing long enough. But you know as well as I do that those shop-manual diagrams are inscrutable at times, and anyway, the job’s bound to be a lot easier if you can retrace your steps in full color. The point is to put everything back where you found it, and photos leave no doubt where things are supposed to go.
3. Don’t forget the “While you’re in there” stuff.
This is one that only DIY mechanics will embrace — because real mechanics want you to pay them to disassemble the same stuff as many times as possible! As a DIY’er, though, your time is valuable, and you don’t want to waste it on taking things apart more than once. There’s a counterargument, of course, and it’s that the main point of DIY’ing is to save money, so why compromise your savings by replacing parts that aren’t broken? If that’s what you’re thinking, I hear you, and my answer is that you’ve just got to use your best judgment on a case-by-case basis.
I’ll give you an example: I did my lower ball joints recently, and while I had the control arms out, I thought about other parts in there that might merit the R&R treatment. You don’t want to use a spring compressor more often than you have to, right? Well, I realized each control arm had some rubber bushings in it that had probably never been changed, and new ones cost about 20 bucks for a whole kit. That’s what you call a no-brainer. On the flipside, whenever my engine cover’s off, I’ve got easy access to my mass airflow sensor (MAF), but that damn thing costs 400 bucks. Now you’ve got a no-brainer going the other way. So it’s a judgment call, like I said, but you should always be thinking about reasonably priced parts that can be replaced “while you’re in there.”
If there’s one thing I’ve learned about DIY’ing over the years, it’s that every experienced DIY’er has wisdom to contribute. What are some common mistakes that you’ve learned to avoid? Let’s hear it in the comments.
Editor’s note: After all that, one things’s for sure—what you should be doing is getting the parts you need fast and then back to those car projects. Advance Auto Parts can help: buy online, pick up in-store in 30 minutes.
For this installment, the Mechanic Next Door showcases the midsize miracle that is the Toyota Camry.
32 years later and the Toyota Camry is still battling it out with its arch-nemesis Honda Accord.
First introduced in the U.S. in 1983 to replace the rear-wheel drive Corona, Camry was Toyota’s answer to the Honda Accord’s steadily growing U.S. popularity. The Accord had already been available in the U.S. for seven years when Camry entered the market and one of the ways Toyota helped set the Camry apart from that competition was by making the Camry larger and more powerful. The first Camry’s wheelbase was nearly half a foot longer than Accord’s and had about seven percent more horsepower.
But it would take Camry nearly 14 years to jump ahead of Accord in retail sales, a feat it accomplished in 1997 when it also became the best-selling car in the U.S. The two have traded places numerous times in the years since even as many other Toyota cars were added to the lineup.
Even today, Camry is still compared to Accord, but Nissan’s Altima and Hyundai’s Sonata have been added to the list, as seen on Toyota’s 2015 Camry website. It’s a perplexing comparison, from a consumer’s point of view, in that there’s very little differentiation between the four models and certainly nothing that makes Camry a clear winner or standout in any one of the more than 25 categories. Perhaps that was Toyota’s intention – to position Camry as Accord’s equal and as a solid choice among the numerous Toyota cars, trucks and SUV’s available today.
Camry, like other Toyota cars, has changed with the times, undergoing a redesign approximately every five years. That first Camry’s 2-liter, four-cylinder engine cranked out 92 horsepower compared to today’s 3.5-liter, V-6 engine that delivers 268 horsepower. The V-6’s availability wasn’t an option on Camrys until 1988 when all-wheel drive also became available.
As Camry grew in popularity, and size, it also increased its reputation for ride comfort, luxury and delivering a quite ride – attributes that helped the 1992 Camry serve as the model for Toyota’s 1992 Lexus ES 300. Even today Toyota still carefully focuses on and promotes Camry’s quite-ride factor, highlighting the 2015 model’s “vortex generators” on the exterior that are designed to smooth turbulent air, increasing efficiency and reducing cabin noise.
Today’s Camry offers seven different models to choose from – LE, SE, XSE, XLE, Hybrid LE, Hybrid SE, and Hybrid XLE. The two models Camry lovers won’t find, however, are the two-door model and the station wagon, both having been discontinued in 1997.
With a base MSRP of $22,970 and 25/35 estimated miles per gallon, Camry’s 2015 design is promoted as bold and aggressive. An available sport-mesh grill, LED headlights and daytime running lights, 18-inch alloy wheels and dual chrome-tipped exhaust are paired with a sporty interior to give it that look. An interior – or “cockpit that’s ready for the fast lane,” as Toyota describes it on some models – features sport seats, moon roof, and paddle shifters mounted to the back of the steering wheel that enable the six-speed automatic to be shifted manually.
Technology designed to enhance driver convenience and comfort is an integral part of Camry’s interior. The Entune® App Suite enables drivers and passenger to perform a wide variety of activities – including access Pandora and iHeartRadio, make dinner reservations or even purchase movie tickets. The wireless charging feature enables Qi-compatible electronic devices to recharge simply by being placed on the non-slip surface.
On the road, Toyota helps drivers keep Camry’s 268 horsepower under control with a wider track, taut suspension, recalibrated springs, shocks and sway bars, and optimized Electric Power Steering as part of a sport handling package.
Safety features abound on the 2015 Camry and include a blind spot monitor, backup camera, lane departure alert, tire pressure monitor, and cruise control that automatically monitors the preset distance between the vehicle and the one in front and adjusts speed accordingly. Also helping protect passengers inside the Camry are 10 airbags – including knee airbags – Whiplash-Injury Lessening (WIL) seats, and several safety systems – including one that connects drivers with Toyota’s 24/7 call center in the event of an emergency, stolen vehicle or need for roadside assistance.
The Toyota Camry has traveled a long way in its 32 years in the U.S. and continues to gain in popularity while garnering strong reviews. For a nostalgic look back, here’s where it all began with one of the earlier Camry’s in 1986 with Toyota parts that look a lot simpler than today’s complex machines.
Editor’s note: Camry? Accord? Whatever camp you fall into, you can rely on Advance Auto Parts for the car parts and supplies you need to maintain your vehicle right. Buy online, pick up in store—in 30 minutes.
The 2015 Consumer Electronics Show (CES) is underway in Las Vegas, offering up an exciting array of car-related gadgets and gizmos to techies and car enthusiasts of all stripes.
One of the show’s top attractions so far is a new superchip for cars from visual computing leader Nvidia.
On Sunday, NVIDIA announced the Tegra X1 processor, which CEO Jen-Hsun Huang described as a tiny workhorse for smartphones and cars. The Santa Clara, CA, company aims to push into the automotive market with chips for vehicles’ driver-assistance and entertainment systems as they become as complex in their way as PCs and tablets.
Huang also unveiled two new technologies for cars using the Tegra X1. Automakers could use NVIDIA’s Drive PX platform to push advanced driver-assistance systems a step closer to self-driving cars. The PX system can scan dozens of images a second using cameras and sensors around a vehicle and actually learn to categorize these images so it can more easily recognize them, Huang said. The technology would help a car assist drivers to avoid crashes or, eventually, take over all driving responsibilities.
Huang also unveiled Drive CX, a system that uses the Tegra chip to provide souped-up graphics and infotainment displays inside vehicles. He said cars will soon have many more touchscreen displays and NVIDIA wants to provide the technology to make those displays graphically stunning and powerful enough to create real-time navigation maps in 3D.
Visit CNET to read the full story.
As recently reported by Motrolix, Ford has made formal moves to trademark the name “EcoBeast,” an obvious reference to its massively successful EcoBoost engine line.
Filed this past week with the US Patent and Trademark Office, the application falls under the “automobiles and automobile engines” category within Goods and Services.
Here are some more details:
For the uninitiated, Ford’s EcoBoost engine can be found in its ever-popular F-150 trucks, and is known for its unique combination of power and fuel economy. It’s no surprise that “EcoBeast” has been used for some time as a nick-name by Ford enthusiasts, but what makes this new move by the company even more interesting is what comes next. Will Ford use EcoBeast as the moniker for a new line of mammoth pick-ups? A concept car? A higher-end line of engines?
Or, will the Ford Motor Company just let the trademark languish into obscurity as so many other massive corporations have done before, just to ensure no one else can use it.
What do you think?
Let us know your thoughts in the comments below.
Read the full story at Motrolix.
It’s one thing to read about the Lone Star Le Mans race, or to watch the competition on television – and something else entirely to be up close and personal at the actual event. We know that plenty of our readers would love to have gone but couldn’t, so we’re bringing you the next best thing: exclusive photos, published nowhere else but on our blog, brought to you by Mike Raffia of Lowered Lifestyle.
The race was held on the Circuit of The Americas in Austin, Texas on September 19-20, 2014. The circuit length is 3.4 miles, with a race duration of 2 hours, 45 minutes. Results of the 2014 race can be found here.
Now, back to the photos. Mike – a 22-year-old photographer from Tampa, Florida – developed a love of motorsports when he was only five years old. He’s worked for years learning how to shoot motorsport photos from the perspective of the audience and now covers top racing events for various enthusiast sites. He currently travels around the country photographing races and hopes to someday shoot races around the world – and show the next generation the thrill of being a true motorsports fan.
Here are some of Mike’s photos, plus the thoughts he shared with Advance Auto Parts.
“The yellow and blue car above,” Mike says, “represents the end of an era of Turner Motorsports in the IMSA / Rolex / Grand-Am world. While they weren’t part of the World Endurance Championship racing later in the day at the Circuit of the Americas, they were in the IMSA race during the day. Then the team announced they’ll be leaving this series.”
“The Krohn Racing Ferrari 458 is incredibly easy to spot and the plain uncluttered livery presents a chance to shoot a racecar that really looks quite close to the road going alternative. This is one of my absolute favorite shots I’ve grabbed of any race all year. I love seeing the Texas hillside in the background reminding me why I liked this track so much in the first place. Since this was grabbed right before the restart of the race following the red flag due to rain, Mother Nature added her own touch with the mist trailing away behind the car, lit by the chasing car just perfectly.”
“Capturing racing at night at the best lit track isn’t an easy task. Seeking out the perfect spot to shoot without flash was the main goal for me here, but well-lit spots were few and far between the rented construction lighting. I wanted to see the brakes glowing and, in the case of this race, I wanted to grab the shine of the rain-soaked tarmac as the drivers worked to avoid spots not yet dried out.”
“Aston, Ferrari and Prototype all in one spot would usually be quite chaotic as the drivers round the corners and fight for position down the straight, but this time they had worked it out and formed a single line to make this shot. I particularly enjoyed shooting the Aston here because of the classic Gulf livery that beckons to the IMSA cars of years ago.”
“As a road racing obsessed enthusiast, I often get caught up in getting the turns and the motion in the shots, but you cannot ignore the power of a flat out straightaway blast that this prototype and GT car are about to embark on. Shooting down this straight is a view that no spectator has been able to enjoy and that alone can often make for a unique photo that really gives the audience a behind the scenes feel.”
“The Audi e-tron cars are really the cars that I flew from Florida to Texas to see on the track. I didn’t take a photo of every car driving by but, every time an Audi came by, I had to. They make an incredibly airy sound. Audi’s philosophy is that noise is wasted energy, and they’ve proven that theory right.”
Did you attend the Lone Star Le Mans this year? If so, what did you think? What photo in this post really grabbed your attention – and why? Post a comment below.
Our Mechanic Next door delves into the origins and meaning of motor oil viscosity grades.
“220. 221. Whatever it takes.”
That infamous line of reasoning worked for Jack Butler (Michael Keaton) in the 1983 hit movie Mr. Mom, so it should work for you, too, when it comes to selecting the right motor oil grade, right? Simply pick a number? Wrong! Just like with electricity, when it comes to car oil, numbers matter – especially if you want to protect your engine.
Oil “weights” or grades – such as 10W-30 – are actually a numerical coding system developed by the Society of Automotive Engineers (SAE) to grade oils based on their viscosity. Viscosity is the state of being viscous, which according to Merriam-Webster, describes “a liquid being thick or sticky, not flowing easily.”
Viscosity is measured by the how long it takes a specific amount of oil to flow through a specific-sized opening at a specific temperature. The longer the oil takes to flow through, the higher the viscosity. The tool used to conduct that test – if you really want to impress others with your motor oil and physics knowledge – is a viscometer.
Think of pouring pancake syrup from the bottle – at warmer temperatures, the syrup pours fast and easy, while at colder temperatures, it’s thicker and more difficult to get flowing. The same can be said for oil.
The particular challenge with motor oil, however, is that automotive engines need engine oil to be both thin and free flowing when temperatures are freezing and the engine is cold, but thick when it’s hot out and the engine has reached operating temperature. That’s where multi-weight or multi-grade oils enter the picture and why they were created.
SAE’s J300 standard, first published in 1911 and revised numerous times since, classifies oil into 11 viscosity grades – 0W, 5W, 10W, 15W, 20W, 25W, 20, 30, 40, 50, and 60 – with the “W” signifying “winter,” not weight. Oils first received this “W” designation from SAE in the 1950s. The lower the number preceding the W, the lower the temperature for which the oil is rated. Those winter numbers were modified further after a rash of catastrophic engine failures in the early 1980s. Unusually cold weather in the U.S. and Europe caused oil to gel. When this occurred, the engine would still start, but it couldn’t pull the gelled oil out of the oil pan, resulting in the failures. As a result, SAE added a low-temperature test to measure pumping viscosity as well, and indicated this oil with the W specification.
Back to the idea of multi-weight oils. A popular oil, such as 10W-30, actually performs like two oils in one when it comes to engine lubrication. At colder temperatures it is and delivers a 10W-grade oil performance, while at higher temperatures it is and performs like a 30-grade oil – according to SAE’s standards and tests – providing engine protection at both ends of the temperature spectrum, which is important since engines have to operate in a range of temperatures. Think of it this way – that SAE 30 oil you might use in your riding mower has the same viscosity as the 10W-30 oil in your vehicle, but only at 210°, the maximum temperature that SAE requires. The difference arises at colder temperatures where the SAE 30 oil can’t perform, necessitating some enhancements that make it a multi-grade oil. At those lower temperatures, that’s where the 10W oil and its characteristics come into play.
Oil’s desired performance characteristics at varied temperatures, as specified by SAE, are achieved through the addition of Viscosity improvers (VI) or modifiers that increase the oil’s viscosity as temperatures rise. The result is oil that performs and provides engine lubrication no matter what the temperature.
The good news for drivers is that they don’t need to be an engineer or chemist to know which car oil to use, and they don’t have to change their oil grade whenever the temperature changes. Simply follow the motor oil grade recommended by the vehicle manufacturer for optimal engine protection in all types of weather.
It’s important to note that SAE also has a coding system for gear oil, such that used in a manual transmission, and that it’s different than the ratings for engine oil. So if there’s a bottle of 85W-140 oil sitting on the barn or garage shelf gathering dust, don’t put it in your engine.
And finally, when choosing an oil, look for one with the American Petroleum Institute “donut” seal on the bottle. It indicates that the oil meets API performance standards.
Editor’s note: Visit Advance Auto Parts for great deals on Oil Change Specials and more. Buy online, pick up in-store, in 30 minutes.
If you know me, you know I love Mustangs. Probably more than any other car on the road. And if you know Mustangs, you know that the original muscle car just turned 50. Like a lot of Mustang fans, I’ve been feeling a little nostalgic about that. Today’s Mustang is fantastic, of course, but I can remember so many outstanding Mustangs that came before it. To fully appreciate what the modern Mustang has become, you’ve got to look at the entire body of work.
That’s why I was so excited to come across Mustang: The First 50 Years, a new documentary that’s sold as a two-DVD set. With a running time of two hours and 30 minutes, Mustang really gets into the details of each of the first five Mustang generations, unearthing a bunch of interesting facts in the process. Did you know, for example, that the Mustang was going to be called “Cougar” until right before it began production? At the last minute, the marketing folks decided that a wild horse was a better fit than a killer cat, so they shelved “Cougar” until it reappeared on Mercury’s version of the first-gen Mustang. The documentary is full of neat little anecdotes like that, and even old Mustang guys like me will end up learning a thing or two.
I’ll tell you another thing the film got me thinking about: my favorite Mustangs ever. There’s a number of interviews with both enthusiasts and Ford insiders, and the question “What’s your favorite Mustang?” is a frequent one. The 1965 Shelby GT350 is a popular answer, and I get that — it’s fast, rare and beautiful — but these days I find myself gravitating toward a couple of the later first-gen models. The 1971 Mach 1 has aggressive, over-the-top styling that I love, and you could get it with the 429-cubic-inch Cobra Jet V8, so that’s one of ‘em. The other is the 1969-’70 Boss 429, which has basically the same 7.0-liter V8 and fastback styling that’s right up there with the best you’ll ever see. If I had my druthers (in other words, if I had just a few more coins in my piggy bank), both of those would be in my garage. The film takes you through every meaningful Mustang for the past six decades, including some great vintage driving footage, so you’ll have ample opportunity to reflect on your top picks.
I should shut up now and let you go enjoy the show, but before I sign off, I want to share one more thing that I really enjoyed. At the end of the second DVD, you’re gonna want to keep watching through the credits, because what’s waiting on the other side is a treasure trove of old Mustang television commercials. It’s really fascinating to see how car ads have evolved over time. I’m guessing a long take of the new 2015 Mustang driving on sand dunes alongside a prancing white stallion wouldn’t really resonate with current shoppers, but it made sense to the Ford team in the ’80s, and that’s just one highlight among many. You really get a sense of how significant it is for one car to be successful for 50 years and counting. Mustang: The First 50 Years made me feel especially proud to be a Mustang fan, and I bet it’ll do the same for you.
Let me know in the comments if you’ve seen the film. I’d love to get a conversation going about some of the history behind this classic car.