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Luxury cars: Where their technology is going

Most new technologies start at the top and eventually trickle down, primarily because they're expensive to develop. In the Toronto Star, I have a look at some of the things we can expect from luxury automakers and why they're going in the directions they're heading. Find it all by clicking here.

Designing tires: from drawing boards to three dimensions

I recently visited Bridgestone Firestone's new technical centre in Akron, Ohio, where I saw how tires are designed. That picture is of the way it used to be done - with pencils on a drawing board, and then cast in plaster. Now it's all done by computers, including the test pieces, which are created in plastic by 3D print machines. You can read all about it in my Driving Force column in Metro by clicking here.

Electric cars: Light is might

Lighter vehicles get better fuel economy, but lightweight high-tech materials can be prohibitively expensive. BMW will be bringing out electric and hybrid cars that use carbon fibre in their structures, as the cost of the composite material is now able to offset the cost of the battery. You can read all about it in my Driving Force column in Metro by clicking here.

Simplicity: Nice in life, essential in an automobile

Distractions are dangerous. Any time you have to look away from the windshield, you're not driving safely - but increasingly, automakers are taking your attention away from that vital view in front of you. I have a complaint about complicated cars on Sympatico Autos, which you can read by clicking here.

Driving an electric car to lunch? There's an app for that!

One of the drawbacks to an electric car is that once it runs out of juice, it's not going anywhere. And with the busy schedules many people have, that's going to present a problem.

Now, researchers at the University of Windsor have developed an application that combines your datebook and your car, determining if you have enough battery to get where you're going, when you should charge, and even if you should change your route. Read all about it in my Driving Force column in Metro by clicking here.

Electric or gasoline? What's best for your fleet?

Although electrified vehicles like the Chevrolet Volt and Nissan Leaf are marketed to the public, the most likely place for any widespread adoption of alternative-fuel vehicles is with commercial fleets, for several reasons: they travel enough miles to make back the purchase price faster, the vehicles usually follow set routes and come back each night to a central depot where they can be charged, and any lower maintenance costs are always a bonus.

But how does a fleet operator know which type of propulsion to buy? There's a new product, FleetCarma, that plugs into a vehicle, tracks the type of use it's getting, and then uses sophisticated software to calculate what will work the best. There's a free trial offer for operators who want to try it out, too. You can read all about it in my article in Fleet Digest by clicking here.

Running a red? Your car will tell others!

New technology is under development that can tell if you're planning on running a red light, and send out a message to other vehicles in the intersection so they can warn their drivers about your boneheaded move. Read all about it in my Driving Force column in Metro by clicking here.

Vehicle platforms: Design one, build many

A vehicle's platform used to mean a stand-alone frame, which would then have the body bolted to it. Today, "platform" is more of an engineering term for a vehicle's structural design, allowing automakers to turn out a variety of vehicles that look and perform differently but share the basic underpinnings. Read all about it in my Driving Force column in Metro by clicking here.

Oil grades: What do those numbers mean?

5W-30, 10W40 - what do those oil numbers mean? They refer to the oil's viscosity, and it's important that you use the right ones for the right applications to best protect your engine. I asked Castrol about it; you can read the result in my Driving Force column in Metro by clicking here.

Small cars need big solutions

Cars are getting smaller, but they still have pretty much the same number of components as larger vehicles - and that presents a problem for automakers, who must find a way to stuff everything inside. Simply making the parts smaller isn't always a solution. I asked Toyota how it shoehorned everything into the Scion iQ; you can read the answer in my Driving Force column in Metro by clicking here.

Vehicle sustainability: A major part of building a car

It's no longer enough for automakers to just design a car and send it out to buyers. Today, they also have to think about fuel economy and the impact of alternative fuels, including what happens to batteries and fuel cells once their useful lives are over. I talked to Ford about it; read all about it in my Driving Force column in Metro by clicking here.

Building a bad road ... on purpose!

Usually when a road develops potholes and cracks, the next step is to fix it. But when manufacturers test cars, they need those types of surfaces right from the start. Which got me to thinking: how do you intentionally build a bad road? General Motors shared some secrets, which you can find in my Toronto Star story by clicking here.

Charging your electric car: More than just plugging it in

You can bring home an electric car and just plug it into a wall outlet, but that isn't necessarily a good idea. At the very least you should have a dedicated circuit, and ideally, you should have a charging station that will reduce the length of time it takes. You can read all about it in my Driving Force column in Metro by clicking here.

I built a NASCAR engine!

Okay, so there was more to it that that - I was responsible for the heads, lifters, pushrods and tappets, with a lot of help. I'm no stranger to doing maintenance on my vehicles, but I've never gotten this deep into the oily bits before. At an event sponsored by Quaker State, I was part of two teams of writers who had to assemble 850-horsepower engines in the quickest time.

Our team won by a couple of minutes, but it wasn't the trophy that was exciting; no, it was wheeling that engine onto the patio at Wynn's in Las Vegas and hearing it run. Read all about it in Metro by clicking here.

Fuel injectors: Why you need to keep them clean

You've probably heard that fuel injectors need to be kept clean, but do you know why? Find out in my Driving Force column in Metro by clicking here.

Electric vehicle charging: Still working on the infrastructure

New products are usually a chicken-and-egg situation, and electric cars are no exception: without the cars there's no need for charging infrastructure, but if they can't charge them, people won't buy the cars. I asked Nissan about some of the challenges of getting charging systems ready to go. Read all about it in my Driving Force column in Metro by clicking here.

MyFord Touch: Finally, Ford is listening

In the news today: Ford is simplifying MyFord Touch, the touch-screen system introduced last year to control such features as the stereo, navigation, climate and telephone functions. It seems the automaker bowed to complaints about how slow and non-intuititive the Touch can be.

Ever since I first used it, I've thought it should be bundled with a cinderblock and thrown off a cliff - most recently in the Ford Focus. If you just get the "plain" MyFord Touch system, you end up with a screen that requires you to tap the very edges to access anything - tough enough when the vehicle's standing still, and much harder when it's moving - and then page through various computer screens to get to what you want. If you upgrade to the Sony system, you also get tiny spots on a glassy surface that are virtually impossible to hit accurately unless you're driving on an equally glassy road.

And when it's cold, such as when you start the car on a frosty morning, the system takes forever to do anything. You can almost time it by the calendar.

To its credit, Ford is making the changes fairly early in the program (unlike BMW, which took years to admit that the original iDrive wasn't the greatest thing since sliced bread). Still, why do automakers - or any electronics company - send out products that aren't easy to figure out in the first place?

I've always said that once any system is designed, be it a stereo, navigation or any other electronic device, the engineers should take it out and give it to everyone in the building who isn't an engineer. If the receptionist, the janitor, the lunchroom servers can't figure out how to make it find an address, play music or set up a phone call, it goes back to the drawing board until they can.

Part of the MyFord Touch remake also includes online tutoring videos showing you how to use it, and training at the dealership level so the staff can tell customers how to work it. Which means it's probably still too complicated. I used to praise Ford to the skies for the big, simple controls it used for functions. That was, unfortunately, too long ago.

A look at Porsche's new coasting function

It may be a sports car company, but Porsche is into saving fuel just as other automakers are. One of its tricks is a new coasting function that provides better fuel economy when cruising. Read all about it in my Driving Force column in Metro by clicking here.

Cadillac: Dry brakes are the best brakes

Several manufacturers use systems that periodically wipe water off the brakes in wet weather, including General Motors. You can read how the system works on Cadillac in my Driving Force column in Metro by clicking here.

What's happened to cars in the last 25 years ...

The Toronto Star's Wheels section, for which I write, turned 25 years old on September 27 (and a happy birthday to all!). The editor asked me to write three pieces on how cars have changed over the last quarter-century. You can find them by clicking on each one:

Convenience - Keyless entry, power accessories and navigation systems

Luxury - Seats, climate control and the roof (yes, including vinyl tops!)

Safety - Brakes, airbags and crash safety

Another look at Ford's paint

 Another look at how Ford chooses the colors for its cars, this time in my Driving Force column in Metro. You can check it out by clicking here.

Tire recycling: What happens to all that rubber

... and steel, and fibre? It gets shredded and turned into new products, such as roofing, livestock mats, mulch or the playground surface shown here. You can read all about it in my Driving Force column in Metro by clicking here.

Preventing whiplash through better design

 They're called head restraints, not headrests, because the idea is that they help to prevent whiplash in collisions. Find out how Ford is designing its seats in my Driving Force column in Metro by clicking here.

A Buick on batteries?

 A Buick on batteries? Yes, it's the new eAssist light electrification system that's going into the 2012 LaCrosse, which the company said will save as much as 25 per cent on fuel. Read all about it in my Driving Force column in Metro by clicking here.   

GDI: What direct injection is all about

Gasoline direct injection is becoming more popular as automakers strive to reduce fuel consumption, but do you know just how it works? Find out in my Driving Force column in Metro by clicking here.

Designing toy cars: Who knew Wal-Mart played a part?

They may only be a fraction the size, but designing a toy car isn't basically all that different from designing a real one - except that the company has to take such things into account as the size of Wal-Mart's shelves. Read all about it in my Driving Force column in Metro by clicking here.

Biodiesel: Farmers are growing your next tank of fuel

Unlike ethanol, which is primarily made from corn in Canada, biodiesel is generally made from animal fats or canola. You can read all about how it happens in my Driving Force column in Metro, which you can find by clicking here.

When real isn't real enough: designing dashes at Mercedes-Benz

I visited Mercedes-Benz's technical centre in Germany and discovered something fascinating: the glossy finish on the real wood trim leads some people to think it's plastic. Find out what the company did about it in my story in Metro by clicking here.

Your next car may be made from dandelions!

Well, parts of it, anyway. Ford is experimenting with using dandelion sap as a substitute for rubber, and while it's still a long way from the showroom floor, the results appear to be promising. Read all about it in my Driving Force column in Metro by clicking here.

Are you a bad driver? It might be your community's fault!

Could the way your community gets along be affecting your driving? Dr. Matthew Nagler thinks so, and his theory on social capital seems to hold water. Read all about it in my Driving Force column in Metro by clicking here.

Saving fuel with Chrysler's disconnecting axle

If you buy an all-wheel-drive version of the new Chrysler 300 or Dodge Charger, it has a trick up its sleeve: its front axle automatically disconnects when not needed to save fuel. Find out how it works in my Driving Force column in Metro by clicking here.

Putting the sport into sportiness ...

You might have seen a "sport" button on some vehicle consoles - ever wonder what it does? I asked Porsche, and you can read the answer in my Driving Force column in Metro by clicking here.

Technology: How does a flex-fuel engine work?

You've probably seen vehicles with flex-fuel badges, but do you know exactly what makes them different? You can find out in my Driving Force column by clicking here.

Tire noise: It's all in the tread

In today's Metro, I have a story on tire noise and how Pirelli works to keep it to a minimum. You can read all about it by clicking here.

Keeping electric vehicle batteries cool

 Batteries work best when they're just the right temperature - which usually doesn't include the extremes you'll find in an automobile. In my Driving Force column in Metro, I have a look at how Ford deals with the problem. Find it by clicking here.

Technology: Ford's MuCell plastic parts

Coming to a Ford near you - bubbles! The company will be using a new technology called MuCell to reduce the weight of certain plastic parts. You can read all about it in my Driving Force column in Metro by clicking here.

Another look at the EcoCAR in Oshawa

The EcoCAR Challenge is into its final stages, and three Canadian teams are among the 16 student teams building alternative-propulsion vehicles in the competition. I visited the University of Ontario Institute of Technology in Oshawa, Ontario, and you can read all about it by clicking here.

The EcoCAR Challenge: UOIT goes for battery power

The three-year EcoCAR Challenge is coming down to the wire, and last week I went out to visit the team from the University of Ontario Institute of Technology in Oshawa, Ontario. It's the only team working strictly with battery power, and you can read all about it in the Toronto Star by clicking here.

Lithium-ion batteries: We need to work on recycling them

Lithium-ion batteries are big news in electric and hybrid cars, but at the moment, there's not really a lot of incentive to recycle them to extract and reuse the lithium within. Find out why in my Driving Force column in today's Metro by clicking here.

Fiat's MultiAir engine system: Just what is it?

In a nutshell, it's a system that uses oil pressure instead of a camshaft, providing better fuel economy and fewer emissions. It's used in the new Fiat 500. You can read all about how it works in my Driving Force column in Metro by clicking here.

Vehicle reliability: These are the good old days

At least they are according to J.D. Power and Associates, who found that cars are better than they've ever been. The problem areas? All those new electronic goodies, which can be difficult to use or, like the tire pressure monitoring system shown here, prone to false readings. Find out more in my Driving Force column by clicking here.

A technology plan to curb drinking and driving ...

In my Driving Force technology column in Metro, I have a look at DADSS, the Driver Alcohol Detection System for Safety, a research program trying to find ways to keep cars from starting if the driver has had too much to drink - but without the driver doing anything such as blowing into a breathalyzer.

You can read all about it by clicking here.

A look at Mercedes-Benz's Magic Sky

Mercedes-Benz has a system it calls Magic Sky Control -- a sunroof that goes dark at the push of a button, eliminating the need for a sunshade. You can read all about it in my story in Metro by clicking here.

A look at Mazda's SKYACTIV fuel-saving technology

Mazda's SKYACTIV isn't just changes to a few models, but a long-term project that will eventually reduce fuel consumption on all of its models. You can read about it in Metro by clicking here.

Drinking and driving: Here's one possible solution

It's called DADSS, or Driver Alcohol Detection System for Safety, and it's being researched in the U.S. with the ultimate goal of possibly incorporating it into every new car. Systems being considered include sensors that would determine the driver's blood alcohol concentration through the starter button or breath analysis, but without any active driver input. You can read all about it in my story by clicking here.

How automakers pick the colors ...

I have another story on GM's color choices, this time in my technology column in Metro. You can read all about it by clicking here.

The University of Waterloo takes on the EcoCAR Challenge

It's an international challenge that requires student teams to design and build alternative fuel cars that look, drive and feel like regular vehicles so they will appeal to consumers. It isn't easy, but these young men and women are doing an incredible job. You can read my story about the University of Waterloo's team in Metro by clicking here.

Volvo: Let someone else do the driving

Imagine taking a long drive by finding a group that's going your way, slipping in behind, and then taking your hands off the wheel and enjoying the scenery. Volvo's working on that, and you can read my report on it in Metro by clicking here.

A look at Toyota's Star Safety System

In Metro, I have a look at Toyota's Star Safety System and what it contains. You can read about Toyota by clicking here.

One million electric vehicles by 2015: Not as long as gas is cheap

The U.S. Department of Energy has released a new report, One Million Electric Vehicles by 2015, which backs up President Obama's stated goal of ... well, guess how many EVs will be on the road by what year. The report says that the goal is "ambitious" but "achievable." Of course, I wouldn't expect the report to conclude anything else, but I'm not buying it, not the way it's written. I'm certainly no expert, but I'm not seeing it.

First, there's the o'er-the-ramparts-we-watched aspect of it. "This is a race America can win," says DOE secretary David Sandalow, "if we answer the President's call to out-innovate, out-build, and out-compete the rest of the world."

Sure, you need the all-American aspect of it to lead the troops, and I'm the first to say that a country only becomes strong when it has a solid manufacturing base. America needs to build these vehicles at home. But as soon as you make it a race to beat everybody else, you've severed your ties with the people who can help you. The Japanese were building viable hybrids when American companies were still trying to figure out four-cylinder engines. Why start at the very beginning, when you can work in conjunction with people who know what they're doing? Contrary to popular redneck belief, Nissan won't be sending every penny it makes on the Leaf back to Japan. That cash will stay in Smyrna, Tennessee where the car will be built, going home with the workers, going into the local tax coffers, working its way into the community.

Getting plant capacity up to one million electric vehicles isn't a problem, the report says, and it's correct on that. We can probably pop out many more than that every year. What we can't do as easily is find people to buy them. So the government is offering a rebate of up to $7,500 on each one, and offering grants to communities that prioritize electric vehicle deployment.

The problem is that the government won't do the one thing that is needed to advance the deployment of electric vehicles - raise the price of gasoline. Because that will be political suicide, and everyone in Washington knows it.

Why do Europeans buy little cars with little engines? Because gasoline costs a fortune over there. As long as gasoline is cheap, people will buy the relatively inexpensive vehicles that use it, rather than the relatively expensive vehicles that don't. People do the math. If the premium on that electric or hybrid car is more than what it saves in fuel, most won't buy it. Despite the whole "green" movement, and sending children to school to learn about rain forests, and putting cans out to the curb for recycling, most people will put their coins ahead of their carbon footprint. If a car costs too much, it doesn't matter how little it spews out the exhaust pipe, if it has one at all.

I wonder what One Million Electric Vehicles by 2015 cost to produce. I could have saved them a bundle and written it up in the time it takes to say it: If you want people to buy alternative vehicles, raise the price of gas until it's worth their while. Sure, there will always be people who buy Volts or Leafs because they're cool and techy and neat. But as long as gas costs less than bottled water, it will be a long, long time, if ever, before you find a million of those folks willing to open their wallets.