What's So Special About These Cars

[DACH]

What does Lamborghini Diablo (facelift version) have in common with Nissan 300ZX (Z32)?

 

 

 

No clue? Now, look at this set of photos, with your EYES wide open...

 

 

Can SEE it now? Yes, enough of hints, they share the same Headlights!

I think there is still a handful of the 300ZX running on our roads now. 

[Carbon82]

Now, what is common between the Toyota AE86 and Lotus Esprit S4?

 

 

 

You all so smart, don't need me to teach you right?     After headlight, must be taillight hor?    

 

 

 

[TameDriver]

Now, what is common between the Toyota AE86 and Lotus Esprit S4?

 

 

 

You all so smart, don't need me to teach you right? After headlight, must be taillight hor?

 

 

The tail lights lah.

[Carbon82]

As pointed out correctly by @Benarsenal  in the Guess the Cars thread, the sporty Invicta S1 taillight is actually sourced from VW, and the same as B5.5 Passat.

 

 

[Carbon82]

Anyone noticed that Smart ForTwo seems to have 2 fuel inlet?

 

 

Actually it only has one, which is on the right hand side of the vehicle. The other very similar looking round cap on the left side of the vehicle serve as air intake vent. Imagine you just get your hand on one (be it rent or buy), you might get confused easily, as both round cap look almost the same, and worst still, the cap on the air intake vent can be removed, just like a fuel cap!

 

You maybe puzzled why I am posting about this, since it is not an unique feature of Smart ForTwo, but I want to let you know that this "stupid" design actually resulted in accidents, and we are not just talking about damaged engine when driver filling up fuel through the wrong hole... 

 

 

Smart Car Explodes When Driver Fills Wrong Hole With Gas

 

When you read that someone accidentally shoved a gas pump nozzle into the wrong car-orifice and pumped gas into places of the car it’s never supposed to go, causing an explosion, most people’s reaction is to assume the driver’s an idiot. In this case, though, involving a 2005 Smart ForTwo, I think at least part of the blame has to go to the design of the car,

 

Julie Nicklin, the 54-year-old owner of the Smart, stopped to fill her car up with gas this past Friday. She went to the rear quarter, opened a round panel, and proceeded to fill the volume inside with rich, golden gasoline.

 

The only problem is that the particular round panel she chose was not the fuel filler. It was the engine’s air intake port. The fuel filler is on the other side of the car, behind a nearly identical black plastic round access panel.

 

The result of this was that when she got in the car and turned on the ignition, there was an almost immediate explosion, and the interior of the car rapidly filled with flame.

 

The fuel filler is on the right side, just for reference, but look how much the air intake (on the left and side) looks like the fuel filler door. There’s even a center cap of the plastic air intake that can pop off, sort of like a fuel filler cap. And yes, if you look at the round plastic part itself, there is text molded onto it that reads NO FUEL, but it’s on the back of the part, where no one will ever see it unless they’ve already taken it apart.

 

 

It’s a bad design. The need for symmetry is pretty questionable when, aside from some sort of horrific accident, you can only see one side of the car at a time, anyway. When there’s such dire consequences from possible confusion, you’d think any attempt to differentiate these two parts should be taken. It’s not like this is a barely known issue, either. People have been complaining about this since at least 2010.

 

So the next time you get your hand on the Smart ForTwo, do take special note of where is the real fuel cap and remember it by heart!!

[DACH]

 

Anyone noticed that Smart ForTwo seems to have 2 fuel inlet?

 

 

Actually it only has one, which is on the right hand side of the vehicle. The other very similar looking round cap on the left side of the vehicle serve as air intake vent. Imagine you just get your hand on one (be it rent or buy), you might get confused easily, as both round cap look almost the same, and worst still, the cap on the air intake vent can be removed, just like a fuel cap!

 

You maybe puzzled why I am posting about this, since it is not an unique feature of Smart ForTwo, but I want to let you know that this "stupid" design actually resulted in accidents, and we are not just talking about damaged engine when driver filling up fuel through the wrong hole... 

 

 

Smart Car Explodes When Driver Fills Wrong Hole With Gas

 

When you read that someone accidentally shoved a gas pump nozzle into the wrong car-orifice and pumped gas into places of the car it’s never supposed to go, causing an explosion, most people’s reaction is to assume the driver’s an idiot. In this case, though, involving a 2005 Smart ForTwo, I think at least part of the blame has to go to the design of the car,

 

Julie Nicklin, the 54-year-old owner of the Smart, stopped to fill her car up with gas this past Friday. She went to the rear quarter, opened a round panel, and proceeded to fill the volume inside with rich, golden gasoline.

 

The only problem is that the particular round panel she chose was not the fuel filler. It was the engine’s air intake port. The fuel filler is on the other side of the car, behind a nearly identical black plastic round access panel.

 

The result of this was that when she got in the car and turned on the ignition, there was an almost immediate explosion, and the interior of the car rapidly filled with flame.

 

The fuel filler is on the right side, just for reference, but look how much the air intake (on the left and side) looks like the fuel filler door. There’s even a center cap of the plastic air intake that can pop off, sort of like a fuel filler cap. And yes, if you look at the round plastic part itself, there is text molded onto it that reads NO FUEL, but it’s on the back of the part, where no one will ever see it unless they’ve already taken it apart.

 

 

It’s a bad design. The need for symmetry is pretty questionable when, aside from some sort of horrific accident, you can only see one side of the car at a time, anyway. When there’s such dire consequences from possible confusion, you’d think any attempt to differentiate these two parts should be taken. It’s not like this is a barely known issue, either. People have been complaining about this since at least 2010.

 

So the next time you get your hand on the Smart ForTwo, do take special note of where is the real fuel cap and remember it by heart!!

 

The other side I'll probably paint a big white cross on it. 

Haha

[Carbon82]

Hi all,

 

Inspired by this thread, and with the blessing of @carbon82  , the sgCarMart Editorial team has come up with its own article on What's So Special About These Cars.

 

Take a read here. 

http://www.sgcarmart.com/news/events_features.php?AID=3414

 

 

NO more ugly Airbumps on Facelift Citroen C4 Cactus! It look so much better (and upmarket too).  

 

 

But the "bumpiness" continue inside...

 

[DACH]

Even the Jeep Cherokee also changes it's weird look.

 

Edited December 21, 2017 by DACH

[Carbon82]

OK, the next car I am touching on seems a plain Jane (disclaimer: in Singapore motoring scene), but it is tech overkills during it era.

 

E90 BMW 3 Series

 

 

It is one of the very first production vehicle to be equipped with Dynamic Stability Control (DSC) with Brake Drying System, which make use of the very same rain-sensor that activate wipers when it sensed that it is raining. The system then periodically touches brake pads against rotors--to take water off the face of the discs to so you can come to a faster, surer stop in a panic situation. And you cannot feel it happening.

 

 

But that is not all, the system puts another computer sensor to work when you lift your foot off the accelerator quickly. The sensor anticipates that your next move will be to stand on the brake pedal. So the sensor positions the brake pads a little closer to the discs to reduce stopping time.

 

As to why I said it is a tech overkill, other advance system available for this particular model some 13 years ago includes:

- Active Cruise Control (ACC) that automatically eases back on the throttle and/or applies the ABS if you get too close to the vehicle ahead;

- Active Steering that decreases effort when parking and increases effort at speed for improved stability;

- Adaptive Headlights that move in the direction of the turn to light your path;

- and the most important of all, the iDrive (with navigation system).

 

 

[DACH]

The Ford GT's Suspension System Is Way Smarter Than You Think

http://www.carbuzz.com/news/2018/1/6/The-Ford-GT-s-Suspension-System-Is-Way-Smarter-Than-You-Think-7742777/

 

Here's how engineers fit two springs into one highly compact and variable design.

Witnessing a sped-up video of the Ford GT going from one of its more rudimentary modes and into track mode is a sight to behold—akin to watching a lion crouch before it begins a rampage towards a heard of zebra. The front and rear end both drop the already low body closer to the ground and the wing extends to announce to the world (and the cops) that it means business of the questionably legal nature. But there’s a lot more to that act than fancy theatrics.

 

The nitty gritty of the suspension components underneath might not look as cool, but their importance cannot be understated. The double wishbone pushrod suspension's ingenuity may as well make the get low show practical adornment for the GT, like feathers on a scantily clad Victoria’s Secret model.

 

But it does little to advertise the hard work the engineers had do in order to make it a LeMans-winning piece of technology. For that, we’ve got Jason Fenske of Engineering Explained to do the job. Using a low resolution animation of the suspension in motion, we learn about the many pivot points embedded in the system that help to fine tune the dampening to just the right amount. The two wishbones make up the main structure, but there’s a torsion bar connected to the upper and lower wishbones that leads to both the shock absorber and the second spring. The torsion bar itself counts as the first spring, cleverly reducing the number of parts needed by playing two roles. Nice job Ford.

 

 

 

 

[Carbon82]

I believe many car lovers would be amazed by the animated headlight of the latest Audi A7 & A8, but it is not just Audi that has it. Mercedes Benz GLC (and GLC Coupe) are in fact, one of the first few production model that feature animated headlight. Special thanks to @vratenza for the taking this short clip of the light animation on his GLC.

 

 

Too bad Mercedes did not put into production the headlight module showcased on the GLC Concept, which look even cooler.

 

 

OK, so what is it so special about animated vehicle lighting, particularly the headlight? Beside being a cosmetic enhancement to the car, wanting to catch the attention of more people, it is there for another more important reasons: SAFETY. Let spend a few minutes to run through this video clip on headlight technology by Audi & Mercedes, and understand how it helps to make driving at night or under poor lighting conditions, safer.

 

Audi

 

Mercedes Benz

 

As you can see, the newer LED headlight consist of NOT 1, but multiple smaller light module, housed in the headlight assembly. And when the camera and other sensors detected objects during driving, the system will adjust the light intensity of individual module to enhance overall visibility.

 

 

After headlight, taillight will be the next lighting system the major German automotive manufacturers are working on. And here are some beautiful light work for your viewing pleasure.

 

Audi

 

BMW

 

Mercedes Benz

[valian]

Since you're on the subject of beautiful head and tail lamps, do check out DS7's. The headlamps start up and taillamp design is really not bad

[Carbon82]

Austin Morris 1100/1300

 

MG 1100/1300

 

Riley Kestel

 

So what is the special feature among these few cars? Well, hear of Hydrolastic Suspension? It is a big thing back in the 60s...

 

Hydrolastic is a type of space-efficient automotive suspension system used in many cars produced by British Motor Corporation (BMC) and its successor companies. Invented by famous British rubber engineer Alex Moulton, and first used on the 1962 BMC project ADO16 under designer Alec Issigonis (of Mini fame), later to be launched as the Morris 1100.

 

The system replaces the separate springs and dampers of a conventional suspension system with integrated, space efficient, fluid filled displacer units which are interconnected between the front and rear wheels on each side of the vehicle.

 

Each displacer unit contains a rubber spring, and damping is achieved by the displaced fluid passing through rubber valves. The displaced fluid passes to the displacer of the paired wheel, thus providing a dynamic interaction between front and rear wheels. When a front wheel encounters a bump fluid is transferred to the corresponding rear displacer then lowers the rear wheel, hence lifting the rear, minimising pitch associated with the bump. Naturally the reverse occurs when it is a rear wheel that encounters a bump. This effect is particularly good on small cars as their shorter wheelbases are more affected by pitching.

 

However, the key improvement over conventional suspension is that the front/rear interconnection allows the vehicle to be stiffer in roll than in pitch. Hence it is possible to design a compliant suspension - giving a comfortable ride - without suffering a penalty in terms of excessive roll when cornering. In roll, there is no transference of fluid from the displacers, and hence its internal pressure rises. The only "give" in the suspension occurs because of the inherent flexibility of the rubber springs. These are naturally stiff.

 

In pitch, as described above, fluid is displaced front to rear, and hence the pressure in the system stays effectively the same, and thus the suspension is much more compliant.

 

The design of the displacer units, and the way in which they are mounted means that as the suspension is compressed, the (roughly spherical) displacer deforms, and hence presents a larger area to the mounting plates. The pressure in the system is thus acting over a larger area, and hence applying additional force. This gives the suspension a sharply rising rate even in pitch, so that there is a strong tendency to return to equilibrium. Without this rising rate there would be no effective pitch resistance at all.

 

Cars with Hydrolastic suspension do, however, have a marked tendency to squat under acceleration, and to dive under braking (and for the rear end to sag under heavy loads). This requires clever design of the suspension components to minimise these forces, and to maximise the rising rate characteristic.

 

 

From the video, it does look very impressive.

 

 

Edited January 22, 2018 by Carbon82

[Toeknee_33]

For some years in the late 60s, the Hydrolastic system was also re-engineered into the Mini, but the model reverted to its previous rubber cone+damper suspension system subsequently. 

 

The Hydrolastic suspension later evolved into the "Hydragas" system and was used in various British Leyland cars like the Allegro and Austin Metro. The last car to use it was the MG-F.

 

There hasn't been significant innovations in suspension technology since, especially so when the Germans successfully convinced all of us that hard, unyielding suspension is sporty, stable, good handling and desirable. It is like we enjoy charging into every single corner at full belt, all the time.

 

Buyers migrated in droves to firm-riding BMWs and Audis. Soft-riding, comfortable cars of the 60s and 70s like Renaults, Peugeots and Citroens went out of fashion. They too firmed up their rides to meet the demand.

 

Its so easy to firm up spring and damper rates to create a Germanic ride, but its an art to tune a suspension to be comfortable and cossetting. In today's traffic conditions, low speeds and broken roads, ride comfort is something we can enjoy all the time, whilst handling prowess is only something we appreciate once in a while when we encounter a safe corner or bend.

 

It is gratifying that the trend towards ever-harder suspensions seems to be ending. New models like the Merc W213 and Volvo S90 are unashamedly tuned for comfort. Even BMW makes the G30 softer than the F10.

 

I personally look forward to Citroen launching their latest suspension system on their cars. Read about it: 

 

https://www.autocar.co.uk/car-news/new-cars/uk-exclusive-new-citroen-suspension-set-%E2%80%98reinvent%E2%80%99-comfort

 

Edited January 23, 2018 by Toeknee_33

[Carbon82]

For some years in the late 60s, the Hydrolastic system was also re-engineered into the Mini, but the model reverted to its previous rubber cone+damper suspension system subsequently. 

 

The Hydrolastic suspension later evolved into the "Hydragas" system and was used in various British Leyland cars like the Allegro and Austin Metro. The last car to use it was the MG-F.

 

There hasn't been significant innovations in suspension technology since, especially so when the Germans successfully convinced all of us that hard, unyielding suspension is sporty, stable, good handling and desirable. It is like we enjoy charging into every single corner at full belt, all the time.

 

Buyers migrated in droves to firm-riding BMWs and Audis. Soft-riding, comfortable cars of the 60s and 70s like Renaults, Peugeots and Citroens went out of fashion. They too firmed up their rides to meet the demand.

 

Its so easy to firm up spring and damper rates to create a Germanic ride, but its an art to tune a suspension to be comfortable and cossetting. In today's traffic conditions, low speeds and broken roads, ride comfort is something we can enjoy all the time, whilst handling prowess is only something we appreciate once in a while when we encounter a safe corner or bend.

 

It is gratifying that the trend towards ever-harder suspensions seems to be ending. New models like the Merc W213 and Volvo S90 are unashamedly tuned for comfort. Even BMW makes the G30 softer than the F10.

 

I personally look forward to Citroen launching their latest suspension system on their cars. Read about it: 

 

https://www.autocar.co.uk/car-news/new-cars/uk-exclusive-new-citroen-suspension-set-%E2%80%98reinvent%E2%80%99-comfort

 

I was about to touch on Citroen suspension system... What is your experience with the old Hydropneumatic Suspension in your Xianta? I shall let the video do the talking this time.

 

 

 

The new Progressive Hydraulic Cushions look wonderful in the introduction video, but have to wait for the actual review of the new C5 Aircross to see if it really work as intended.

 

 

 

 

 

[DACH]

I wonder if the new suspension system sag in the long term and can it move the car with only 3 wheels.

[Toeknee_33]

Hey @Carbon82, I basically loved the Hydropneumatic suspension on my Citroens - I got addicted to it, hence my string of 4 cars.

 

My BXs and Xantias basically rode over rough roads like they are suspended from above. Really awesome feeling. My last Xantia has Hydractive II suspension, which is computer-controlled, that can firm up or soften the ride in response to different road conditions. Its only weakness is over sharp ridges when the car can feel crashy. Long distances are a doddle.

 

Maintenance is another issue. The green spheres leak over time, and need to be changed regularly to maintain that superlative ride comfort. As the hydraulic system is under very high pressure, the pipes, hoses and joints are prone to leakages, and will render the car inoperative. No suspension, no power steering, no brakes.

 

 

[DACH]

Bugatti Develops World’s First 3D-Printed Brake Caliper

 

https://carbuzz.com/news/bugatti-develops-world-s-first-3d-printed-brake-caliper

 

It takes 45 hours to print using a total of 2,213 layers.

Bugatti is continually pushing the limits of supercar design and manufacturing innovation. The production process of the Chiron, for example, is insanely intricate, requiring nine months of manufacturing using 1,800 parts. And now the automaker has achieved a new milestone with the design and development of the world’s first 3D-printed brake caliper. Most components are traditionally made from aluminium but Bugatti’s new brake caliper is made from strong titanium, making it the world’s largest functional component produced from titanium using 3D printing.

This new milestone in 3D printing development was achieved with the help of Laser Zentrum Nord of Hamburg, an institute that has formed part of the Fraunhofer research organization since earlier this year. “Vehicle development is a never-ending process. This is particularly true at Bugatti,” says Bugatti’s Head of New Technologies Frank Gotzke. “In our continuing development efforts, we are always considering how new materials and processes can be used to make our current model even better and how future vehicles of our brand could be designed. As our performance data are often at the physical limits, we are especially demanding."

“This is why Bugatti always goes at least one step further than other manufacturers in the development of technical solutions.”

Forged from a block of high-strength aluminium alloy, the Chiron currently has the most powerful brakes in the world developed exclusively for the model. Featuring eight titanium pistons on each of the front calipers and six on the rear units, they are also the largest brake calipers to ever be fitted to a production vehicle. Taking the technology a step further, the titanium alloy in Bugatti’s newly developed 3D-printed brake caliper is mainly used in the aerospace industry for highly stressed undercarriage and wing components or in aircraft and rocket engines.

It offers considerably higher performance than aluminium, with strength that allows a force of slightly more than 125 kg to be applied to a square millimetre without the material rupturing. Measuring 41 cm long, 21 cm wide and 13.6 cm high, Bugatti’s titanium brake caliper weighs just 2.9 kg in comparison to the current aluminium component which weighs 4.9 kg. Using this new part would therefore result in a weight reduction of 40 percent and better strength, despite being a 3D printed component. This process was previously not possible due to the difficulty of milling and forging components from a titanium block.

However, Bugatti solved this by using an extremely high-performance 3D printer and laser melting units at Laser Zentrum Nord in Hamburg, Germany. “Laser Zentrum Nord is one of many scientific institutes with which we have developed very good cooperation over the years,” Gotzke explains. “Thanks to the large number of projects completed, mainly for the aviation industry, the institute has comprehensive know-how especially in the field of titanium processing and offers mature technology.” Development of Bugatti’s 3D-printed titanium brake caliper took around three months in total from the initial idea to the first printed component.

The basic concept, strength and stiffness simulations and calculations, and design drawings were sent to Laser Zentrum Nord by Bugatti. The institute then carried out the process simulation, the design of the supporting structures, actual printing and the treatment of the component. Bugatti was responsible for the finishing. Using the largest printer in the world equipped with four 400-watt lasers, printing the brake caliper took 45 hours. During the process, titanium powder is deposited layer by layer. The four lasers melt the titanium powder into the shape defined for the brake caliper before cooling immediately. 2,213 layers are required in total.

Heat treatment is then carried out in a furnace where the brake caliper is exposed to an initial temperature of 700°C, to eliminate residual stress and to ensure dimensional stability. Once the supporting structures are removed, the surface is then smoothed in a combined mechanical, physical and chemical process which drastically improves its long-term strength. Finally, the contours of functional surfaces, such as the piston contact surfaces or threads, are machined in a five-axis milling machine which takes another 11 hours to complete. The result is a “delicately shaped component” with wall thicknesses between a minimum of only one millimetre and a maximum of four millimetres.

“It was a very moving moment for the team when we held our first titanium brake caliper from the 3-D printer in our hands,” Gotzke recalls. “In terms of volume, this is the largest functional component produced from titanium by additive manufacturing methods. Everyone who looks at the part is surprised at how light it is – despite its large size. Technically, this is an extremely impressive brake caliper, and it also looks great.” According to Bugatti, vehicles using the 3D titanium brake caliper will be trailed in the first half of this year before starting series production. Bugatti’s latest technical innovation should drastically reduce production times, especially for machining.