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>Fueling Fires

27 Apr

>Just as the seasons occur in a cyclical order, so do fluctuations of fuel prices.  This is no coincidence.  Fuel is a consumable like any other.  Its price variations are strongly influenced by supply and the demands of the consumer and we happen to drive more during the holidays and the warm months.  In addition, after considering inflation rates, gas prices have not changed very much.  Still, there’s no shortage of people who complain like clockwork when the prices start taking a hike.  While most give the generic complaint about high prices.  There’s a particular subset of whiner that really annoys.

inflationdata.com


This subset consists of people who compare the fuel mileage of their first generation Honda Civic to the current model without any considerations outside that magical metric.  They ruminate endlessly about their precious first Civic covering 40 miles before moving onto its second gallon of dead dinosaur.  As they regain their self-awareness and refocus their eyes to the present, they realize that car is gone and their current model gets a paltry 34 mpg on the highway.

Yes, taking these numbers as they stand constitutes a travesty in itself as well as being a failure of modern engineering.  Without getting into engineering jargon, let’s try to look at the whole picture here.  And by whole picture I mean the entire car to see where that not so insignificant 15% went.

First off, the eighth generation sedan is about 28 inches longer, 10 inches wider, and 4 inches taller than the first generation version.  All those extra dimensions equate to an increased curb weight of 1100 pounds and allow you to grab four buds and rock out pretty comfortably in between bars on the weekends.  This can’t exactly be said for the Civic from the 70s unless you are all medically diagnosed midgets.

Though, the midget mobile does have one sweet party trick.  It can instantaneously become an accordion (the instrument not its bigger brother in the lineup) in the event of a head-on collision.  If those midgets want to survive in their 1-star crash rated petrol sippy cup, they better be priests and they better be praying hard.  In other words, that extra 1100 pounds and 6 mpg hit will keep you alive.  With standard ABS, a 5-star frontal crash rating, and a smorgasbord of airbags, crash survival for you and your four friends is a very good probability.  To hammer this point home, here are the crash test videos:

Note the driver’s head in the older car. OUCH!

At this point in the discussion, that nostalgic owner will say something about still being alive even after driving his old Civic for an indeterminately long period of time.  This is all well and good except for the fact that according to the U.S. Bureau of Transit and Statistics there were over 250 million registered vehicles on the road in the United States in 2006.  This is the result of a steady growth of 3.69 million vehicles per year since 1960.  It’s much harder to avoid stupid drivers today than ever before.

Fuel prices of the past several years have been akin to a roller coaster ride that has left the consumer holding on for dear life.  The current crop of small cars promises size comparable to mid-size family sedans of just 10 years ago without surrendering much in terms of efficiency.  That growth in size is only surpassed by the growth in available safety equipment.  While it’s not the most glamorous topic, nobody ever complains about too much safety.

>Japan Week: Motorcycles

27 Mar

>

Mick Doohan
 
Valentino Rossi “the doctor”
Nicky Hayden “kentucky kid”
Barry Sheene
Kevin Schwanz
Kenny “the king” Roberts
Wayne Rainey
Valentino Rossi

 
Garry “Slide King” McCoy
 
 

Source: motobiketv.info, cbrforum.com, crooks-suzuki.com, roadracerx.com, culture24.org.uk, superbike.co.uk, motorcyclistonline.com, telegraph.co.uk, formulaworldshop.com, eticketride.com, sportbikeclub.com, bikeexif.com, derekclegg.net, thefilmstage.com, motorcycle-specs.com, automotive.com, topspeed.com, reach.net

>Japan Week: Honda

22 Mar

>


sources: automobile-sportive.org, jtuned.com, wirednewyork.com, world.honda.com,
jdmsh!t.com, jonsibal.com, symscape.com, solejam.com, speedhunters.com, 
mlmwinteam.com, gtrblog.com, autoviva.com

>Time Capsules

14 Mar

>”Win on Sunday; Sell on Monday” is a phrase that’s been used since the inception of motorsport.  It gained huge popularity with marketing departments in the 60s when muscle cars ruled the dragstrip and NASCAR’s ovals were filled with cars that were close to showroom stock.  There are still cars like the Porsche GT3, Corvette Z06, and Viper ACR that abide by this marketing scheme.  However, these are all quite expensive and extensively modified for race duty.

In the world of motorcycles, this old adage still holds true. Although Honda didn’t reach the top step of the podium at Daytona this weekend, this wasn’t always the case.  One man has held two very rare Hondas in their original shipping crates for nearly 20 years.


Novices to the sportbike world will just see these two bikes and think of old graphics schemes and square tubed frames.  For road racing enthusiasts, these were the cream of the crop.  Their engineering at the time was second to none.

The RC30 (VFR750R) was a race homologation used in superbike series around the world.  It housed a 90 degree V4 which displaced 748cc.  Redline was achieved at 12,000 rpm with the help of titanium connecting rods and power figures are listed as anywhere between 86-112 horsepower depending on the country of sale.  All this was wrapped in a 420lb package.  Those are on par with today’s inline-4 600cc supersport bikes.

The NR750, on the other hand, was primarily a road bike because its concept had previously failed in Grand Prix racing.  The NR’s 747cc V-four motor used oval shaped pistons to increase the cylinder size and therefore fit eight valves per cylinder instead of the conventional four.  Of course the reasoning was that more valves resulted in better flow and more power.  It’s value lies in this quirky technology and exclusivity.  Only 200 were made with a $50,000 price tag.

Here are a few more videos for your viewing pleasure:

>No Replacement for Displacement… Except Turbos

8 Mar

>For many, the chance to see an insane, high-revving, Formula 1 car is coming to an end.  The current 18,000 rpm 2.4 liter V8s will show their full fury for the 2011 and 2012 seasons then go the way of the Mastodon and Saber-toothed tiger.  With the FIA’s focus on greener technologies in racing, smaller displacement engines have constantly supplanted the previous generation.  The 3.0 liter V10s gave way to the current 2.4 liter V8s and they will, in turn, fade away in favor of 1.6 liter four cylinders.  However, for the first time in the modern era of F1, the consumer can truly boast about having F1 technology in their daily driver.

RB7 at adamcooperf1.com

First, let’s talk about the outgoing motors.  The main reasons for dropping cylinders from the V10 era to the V8 era were fuel consumption and to make the sport safer by curbing the astronomical amounts of power that were being produced.  In 2004, Ferrari was claiming 940 horsepower out of their V10 while redlining over 19,000 rpm.  Now, with 3.0 liters of displacement that V10 is burning .3 liters per cylinder which is exactly the same amount as the 2.4 liter V8.  So it stands to reason, assuming the majority of engine rules are adhered, that power would drop by about 20% (2 of 10 cylinders) from V10 to V8.  That is exactly what happened.

F2004 at seriouswheels.com

Since the 2.4 liter V8 is still in use, power figures aren’t exactly made public.  However, the 2006 motor used by Toyota is reported to have made 740 horsepower at 19,000 rpm.  The 2007 season saw a reduction in the rpm ceiling by 1000 rpm to 18,000.  As most gearheads know, horsepower is simply a byproduct of a mathematical formula with the only variables being torque and rpm.

HP = (Torque x RPM)/5252
With this equation in mind, the rpm reduction was most likely countered by the frantic development that is the norm in F1.  It wouldn’t be a surprise if the 2007 motors actually gained power from the previous year.  After limiting the number of motors that a team is allowed in a year, the FIA decided to call a quits on V8 issues.  Attention turned to the rule changes for the 2013 season and they are drastic!
A quick Google search reveals that the motors will be 1.6 liter four-cylinders with direct injection at a pressure of 500 bar (~7,252 psi).  Also, the new rpm limit is set at 12,000 rpm which is significantly less than that of the current V8.  Considering the FIA has also lowered the number of engines that can be used in a season from eight to five, the lower rev ceiling must be in place to prolong engine life as opposed to lowering power figures.  Several reports are stating that 600-740 horsepower is to be expected.  While neither natural aspiration nor forced induction is explicitly written in the rules, many people are getting teary-eyed and nostalgic hoping that these motors will harken back to the 80s when F1 and Gruppe B were fielding turbocharged monsters.  In all seriousness, the higher cylinder displacement of .4 liter per cylinder, direct injection, and stratospheric power output gives some credence to those turbocharged rumors.
Juke at sportcarbuzz.com

So what’s all this have to do with consumer automobiles?  Consider the current list of engine suppliers in F1.  They are Ferrari, Mercedes, Cosworth, and Renault.  All except Ferrari have a good handle on small, powerful motors for both street and track applications.  Also, Honda, a dominant engine supplier in the past, is reportedly readying a 1.6 liter four-cylinder turbo for its CR-Z.  The most recent addition to the list of motor’s throwing punches above its weight class is Nissan’s MR16DDT, found in the Juke which Eric Hsu covers extensively.  Remember that Nissan owns part of Renault and vice versa.  Additionally, Infiniti just sponsored Red Bull in the form of “technical collaboration with Red Bull racing.”  This isn’t to say that the motor in the Juke will power a Formula 1 car in the future but there hasn’t been a smaller divide in recent memory between the applications.  With the current world economy and a focus on smaller, lighter, more fuel efficient power plants, there is no reason the F1 motors can’t go through the R&D process next to production motors.  Sharing costs across the production and motorsport platforms would help everyone. 

Lola B08/80 at ultimatecarpage.com

A good example of this would be the Lola B08/80 in the LMP2 class of the American LeMans series which is powered by a highly tuned Mazda MZR four-cylinder.  This motor in its most basic form powers the Mazda 3.  In race trim, it puts out somewhere around 500 horsepower at a fraction of the cost of F1 motors.  It’s almost unfathomable what would be possible with Formula 1 money.  Hypothetically, the necessity for lightweight and a low center of gravity could even yield V4s.

While many will mourn the death of Formula 1, changes like this are nothing new.  The sport is constantly trying to reinvent itself whether its in reaction to global or political concerns or simply to improve “the show.”  It’s time to embrace the sport for its practical engineering prowess and technological advances.  Imagine the possibilities.

>Accord-ing to Me

3 Mar

>At the end of the 2008 season, Honda turned its back on the sport of Formula 1.  The collapse of the world economy and, to a lesser degree, a lack of Japanese drivers proved to be too much for the company to bear.  However, Honda wants the American consumer to think that they turned these lemons into lemonade in the form of the Accord coupe.

The commercial states that the engine was “born from Honda’s legendary racing heritage.”  What exactly does this mean?  Unless the screaming 2.4 liter V8s of 2008 had illegitimate relations with a diesel truck, I haven’t a clue.  Formula 1 is never specifically mentioned in the commercial but that’s what springs to my mind.  However, let’s give them the benefit of the doubt.

There would seem to be three viable options for where the “trickle down” technology came from.  In no particular order, they would be Japan’s Super GT series, MotoGP, and the Indy Racing League.  These are the most prominent series where Honda currently participates.

netcarshow.com

The Honda HSV-010 is the stillborn successor to the NSX.  It was in the early development stages of a production supercar when the plug was pulled.  However, Honda exploited a loophole and was able to race in Super GT, a production based race series.  It competes in the GT500 class which limits cars to 500 horsepower.  This 500 horsepower is produced by a front mounted 3.4 liter V8 that powers the rear wheels.  Although the series is based on production car shapes, the commercial references the motor as being race derived and the 3.4 liter V8 in the HSV is series mandated not a production motor.  Although it did win the 2010 Super GT championship, Super GT is not run in America and most Americans don’t even know about it.

motogp.com

This could very well be the most well know race machine in the world.  It is Honda’s current MotoGP contender, the RC212V.  It’s powered by an 800cc V4 motor and transmits over 205 horsepower through the rear wheel.  With a weight of just over 330lbs, these bikes have an amazing power to weight ratio.  Aside from having a motor and wheels that touch the ground, the similarities between this and the Accord are very hard to find.

hondanews.com

This may be what that commercial is trying to refer to.  Four tires? check.  3.5 liter motor? Yup!  Honda vehicle meant for American consumption? Yes, sir!  Mid-engine V8, push to pass functionality, enough downforce to run upside down?  Errrr…

I’ll take Honda up on their offer after they build street versions of these.

>The Silly Season, Eclectic Electronics, and Rosso Rossi

2 Feb

>The MotoGP silly season is officially over and the riders have concluded their first day of testing in Malaysia.  For those interested, the times can be found here.  If you just want to hear about highlights and analysis, read on.

crash.net

First and foremost before any thoughts go into this, remember the 2011 rules will be thrown out the window after this season.  For 2012, the premiere class is going back to 1000cc from its current 800cc format (Hallelujah!).  With that being said, it can be assumed that these bikes are highly modified versions of last year’s bike and not clean sheet designs.  Sadly, the majority of the changes probably deal with the electronics for traction control and anti-wheelie.  It would just be a waste of money and resources to build new bikes from the ground up for a single year.

That being said, the factory teams are still willing to throw around a lot of money.  Look no further than the biggest motorcycle manufacturer in the world to prove this.  Honda, contrary to recent MotoGP practice, is running a three rider factory squad with Dani Pedrosa, Casey Stoner, and Andrea Dovizioso.  It seems to have paid off for Honda in these preliminary stages.  Stoner topped the time sheets today just like he did during the test at the end of the 2010 season.

crash.net

This isn’t terribly surprising as Honda makes very competent machines.  Add in the fact that Casey just spent the last four seasons riding a bucking bronco in the form of Ducati’s Motogp contender and you can see why he can ride something as smooth as a Honda so effectively.

Casey was followed by Jorge Lorenzo (Factory Yamaha), Dani Pedrosa (Repsol Honda), Marco Simoncelli (Gresini Honda), and Ben Spies (Factory Yamaha).  No surprises here. They all rode for those manufacturers last year.  The news that everyone wants to hear about is down in twelfth position.

crash.net

Down there sits Valentino Rossi aboard his new-to-him Ducati Desmosedici GP11.  Many of the Rossi faithful are a bit worried about this.  Last time he switched teams was back in 2004 to the uncompetitive Yamaha.  He won his debut race on the M1, went on to take the crown, and we all know the rest.  Well, these days Vale is a bit older and still recovering from shoulder surgery.  Trying to tame the GP11 is a monumental task for anyone.  Consider the fact that Nicky Hayden is entering his third year with the Ducati and was a position lower than Rossi and it becomes understandable that the Desmosedici is a beast.

History has shown that Rossi along with Crew Chief Jeremy Burgess have been a dynamic duo.  Just look at the seven Motogp titles.  They’ve had the Midas touch with just about everything they’ve raced.  Can they do it again even with Rossi in poor fitness?  The answers will come after the curtain closes on the season opener on March 20.

>2010 "Can’t Think of a More Witty Phrase than ‘Car of the Year" Award

29 Dec

>Back in October, I posted my thoughts about Hyundai becoming the next Honda, or more importantly the Honda of the 90s.  Back then, Honda had several exciting cars in their lineup that showcased cutting edge technologies like four-wheel steering, VTEC, and aluminum unibody.  Today, the excitement can be felt in Hyundai’s entire range of cars.  There’s the sporty rear-wheel drive Genesis coupe, the mega-mile consuming Genesis luxury sedan, and the jack-of-all trades Sonata.  While the two Genesis cars cater to a very distinctive audience, the Sonata is the car that everyone can enjoy for its good looks, perfect size, adrenaline pumping turbo power, and frugality at the pump.

courtesy autoblog.com

With those reasons in mind, Flappy Paddle Heads is proud to bestow its inaugural “Can’t Think of a More Witty Phrase than ‘Car of the Year” award to the 2010 Hyundai Sonata.

The Sonata took top honors for a litany of reasons.  Its design language sets a new direction for a Korean car manufacturer that gets attention on the street instead of just trying to be a Japanese clone that neither offends nor entices with stale sheet metal.  The swooping body work resembles those premium (read: more expensive) four door coupes from the Germans that are all the rage but is executed in a much less flamboyant manner.

The engine options also take the road less traveled.  Instead of offering a V6 in their top trim model, the Sonata comes exclusively with 4-cylinder propulsion systems.  There’s a conventional motor, as well as turbocharged and battery supplemented versions.  Both petrol powered motors provide class leading power while sacrificing nothing to their rivals, not to mention that the turbo-4 provides superior driving dynamics due to its lower weight than a heavy V6.  For the green hypermilers, the hybrid model provides better gas mileage than the Camry hybrid and is cheaper at the showroom too.  Power mongers, green weenies, and penny pinchers can all be happy with these options.

The mid-size sedan segment is the highest volume car segment in America and it is hard to make any inroads.  The Accord and Camry are constantly vying for the most sales.  The Ford Fusion is set to break 200,000 sales this year, something that Ford hasn’t accomplished since the Focus sedan, after having a major redesign.  The Sonata has accomplished that same feat for Hyundai for the first time in its company’s history.  During a time when people buy Camrys and Accords due to brand loyalty and not knowing any better, it’s refreshing to see that a newcomer has joined the ranks with something totally new and eyeopening.  I hope these sales figures show that a company doesn’t need to follow the status quo to achieve success.

Congratulations, Hyundai!

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