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Emo

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  1. Does anyone have a link to the electronic copy of the owner's manual? Or please upload it directly to the files section of this group. Thank you.
  2. Audi has opened a stationary battery storage facility on the Euref campus in Berlin. It uses used lithium-ion batteries from development vehicles and offers an output of 1.9 megawatt hours. With around 110 square meters of storage with second-life batteries on the Euref campus, Audi is working with The Mobility House to test grid integration of the future. The capacity of 1.9 megawatt hours of storage would be enough to supply the entire office and science campus with electricity for just under two hours. The battery storage should also serve as a buffer for fast charging stations in the immediate vicinity, can charge at the electric cars with up to 175 kilowatts. The storage unit compensates for grid fluctuations through intelligent integration into the power grid and can absorb surplus electricity from wind power and photovoltaic systems or the campus's own cogeneration plant. The high proportion of renewable energy with unstable power generation in the Berlin area is well suited to the development of intelligent charging control. In a pilot project with wind farms in Brandenburg and Mecklenburg-Vorpommern, the project partners want to show how surplus electricity can be cached on the Euref campus.
  3. Korean automaker Hyundai has unveiled a new, modular vehicle platform. It will be used in future European models from 2020 onwards. The modular platform of Hyundai is for the first time in the eighth generation of the sedan Sonata (model year 2020) used, which, however, is not available from us. In Europe, starting in 2020, several vehicles will be built on the third-generation platform due to the modular design. The modular platform is five percent lighter than the previous version and has a novel structure. Due to a special form hardening process of the steel elements used and a high-strength steel plate in the vehicle floor, it should have a very good crash safety. The new platform fixes the wheels in a staggered frontal crash so that the vehicle can not spin uncontrollably on the road. Hyundai promises more driving pleasure In addition to the increased rigidity and the overall center of gravity was lowered. In combination with the closer to the center of the front wheels positioned wishbones should result in a more agile handling and more precise steering of the new vehicles. In the field of aerodynamics, an airflow routed through the engine compartment and under the car floor improves driving stability and heat dissipation and results in lower air resistance.
  4. BMW has introduced the third generation of the BMW 1 Series. For the first time, the compact car is on a front-wheel drive platform, which should lead to an improved space. The 1 Series BMW is offered only as a five-door. The front is dominated by a sprawling kidney grill with one-piece frame and large headlight units. Due to the short, steeply rising bonnet and the barely sloping roof, the new BMW 1 Series looks like a minivan or compact SUV. That's because it's shorter, wider and taller than its predecessor. The new BMW 1 Series is 4,319 millimeters long, 1,799 millimeters wide and 1,434 millimeters high. The wheelbase is 2,670 millimeters. The 1 Series BMW starts with three diesel and two gasoline engines equipped with particulate filter at least reach the standard Euro 6d-Temp. The models BMW 116d with 85 kilowatts (116 hp), 118d with 110 kilowatts (150 hp) and 118i with 103 kilowatts (140 hp) power are equipped as standard with a six-speed manual transmission. Optionally, there is a seven-speed dual-clutch transmission or an eight-speed automatic for various models, for example for the 225-kilowatt (306 hp) four-wheel drive BMW M135i xDrive. This is equipped with a mechanical Torsen differential lock. The active wheel slip limitation (ARB) is to reduce understeer in all models in combination with the DSC driving stability control. For a dynamic steering behavior targeted braking interventions on the inside wheels of the " New 1 Series BMW with more space and improved connectivity The space in the new 1 Series BMW has risen compared to its predecessor, especially in the rear. For example, BMW specifies a knee room that has grown by 33 millimeters or 13 millimeters more elbow free for the rear passengers. Also, the trunk volume increases to now 380 liters. Infotainment is based on the new "BMW Operating System 7.0". Optionally, the 1er can be equipped with two displays in 10.25 inch size, the touch-capable "Control Display" is also available with additional charge with gesture control and the "BMW Intelligent Personal Assistant". In addition, a 9.2-inch head-up display can be ordered. The driver assistance systems are known from the larger BMW models. The 1 Series comes as standard with ramp-up and passenger warning with city-brake function and lane departure warning. Optionally, adaptive cruise control and the "Driving Assistant" with lane change warning, rear-end collision warning and cross traffic warning are available. The new 1 Series BMW is available in the equipment versions Advantage, Luxury Line, Sport Line and M Sport.
  5. Intelligent networking of vehicles and automated driving should help to make traffic safer. The stowage risk and energy requirements are also falling due to V2X communication. The increasing number of passenger cars with driver assistance systems and automated driving functions can help to make traffic on our roads safer. In particular, automated driving functions such as robotic taxis could reduce the number of accidents in their area of use by up to 54 percent. This is the result of a simulation-based potential analysis of the Institute for Motor Vehicles (ika) and the Institute of Roads (isac) of the RWTH Aachen on behalf of the Federal Highway Research Institute (Bast). As part of the safety assessment, the researchers have five driving functions of the automation levels 3 and 4 (congestion, highway, commuter, universal chauffeur and urban robotic taxi) and three driver assistance packages (FAS packages of traffic jam, highway and commuter chauffeurs ). Fewer accidents in urban environments Since automated driving functions, in contrast to active safety systems such as the automatic emergency brake, work continuously and are less likely to reach critical situations due to a different distance behavior than human drivers, it is probable that certain accident scenarios will no longer occur as frequently in the future as they do today. explain the researchers. In elaborate simulation calculations and by means of extrapolation logic such effects have been scaled to the entire federal territory. There has been great potential for accident prevention, especially in urban environments. With a market penetration of urban robotic taxis of 50 percent, the risk of accidents involving personal injury on German roads within localities is expected to decrease by 26 percent, the researchers said. This corresponds to more than 50,000 personal injury accidents. Stowage risk and energy requirements decline Also in the area of traffic efficiency, in particular congestion avoidance, automated driver assistance systems should have great potential. Because fewer accidents lead to less traffic jams. Depending on the market penetration model, the ika and isac researchers anticipate up to 11 percent less congestion on German motorways. An aid to this can be, for example, electronic brake lights, which warn the driver against the emergency stop of a vehicle ahead, and site warners, as Ford Research & Advanced Engineering has successfully demonstrated in the framework of Europe-wide field studies. In addition, intercommunicating vehicles can warn each other of dangerous traffic situations at an early stage and thereby avoid accidents. This can also support new services that provide valuable information about the current road conditions and emerging dangers in near real-time. Automated vehicle communication also makes it possible to increase vehicle capacity on the roads and reduce the constant deceleration and acceleration of vehicles, which would save energy. Researchers at the ika believe that energy requirements on motorways could be reduced by up to eight percent. Enthusiasm is growing despite safety concerns Now it is important to convince consumers of the potential for accident prevention and the safety of automated driving. Because despite increasing acceptance and enthusiasm for autonomous driving, many consumers express concerns about the safety of self-driving vehicles. As a survey by market researcher Capgemini has shown, the main obstacle that could discourage consumers from buying self-driving cars is the threat of a hacker attack that could compromise the safety of the vehicle (73 percent). 71 percent also see a major hurdle in the fact that autonomous vehicles could react incorrectly in case of sudden incidents. "Car companies need to take into account the expectations and fears of their future customers when they launch autonomous vehicles," says capgemini manager Rainer Mehl.
  6. In the old days, much earlier, it was quiet. We heard the calls of the animals, the movements of the leaves in the wind or the sound of the sea. But then came the noise we made. Today we seem to be dependent on our noise. Where does this desire for noise come from instead of a desire for silence? Can we even imagine a life without engine noise? The industrial revolution brought the constant noise The industrial revolution brought us first steam engines and later combustion engines. The first automobiles were powered by steam, then the first electric cars came and only then did the triumphal march of combustion engines begin. Messrs Benz, Diesel and Ford laid the foundations for the beginning of a gigantic overexploitation of nature and human health. I am not talking about the unspeakable damage that we do to nature in the search for and production of oil, nor about the wars that were waged over oil and are still being waged, nor about the climate catastrophe, which is becoming increasingly apparent. I am talking about daily but unnecessary noise, which is slowly destroying us all psychologically. If you consider that the first electric cars were already better in almost everything than the burners, you have to ask yourself how the triumphal march of the burners was carried out. marketing The women liked the electric cars because they did their job quietly and cleanly. For the men, however, it was suddenly "in" to either get their hands dirty during maintenance or to break them when starting the engine. Such accidents, but also the exhaust fumes, noise and dirt were presumably presented as "male". The vehicles could not be dirty and loud enough. Which man wanted to think like a woman at that time? From waste to product "Listen to this engine!" This is what I thought for many years. Who, like me, has heard the rumbling of an American V8 or even 40 of it with the legendary Daytona 500, that has fallen for this sound. That's the kind of V8 sound I wanted! Only afterwards it becomes clear how stupid such a statement is, because the engine itself is only a means for the purpose of locomotion. Who runs a combustion engine just because of the noise? Nobody! And to be honest, the engine and even a V8 or V10 don't sound so good if you listen to it in the engine compartment. Only at the exhaust does the engine "sound". This makes it all the more clear that the exhaust noise is adjusted so that it sounds right. Once again, good marketing has created a value-added product from the waste products exhaust and noise! And the buyers still let themselves be tied up to this bear. However, there are also combustion engines whose engine noises are barely audible. And these are not small cars, but combustion engines with large-volume engines. It is therefore technically possible to regulate the noise of a combustion engine in such a way that the exhaust gases escape inaudibly from the exhaust pipe. Probably all car companies today have sound designers under contract who are allowed to invest immense sums of money to optimize the sound of a car. To make this even clearer: the sound designers have the task of turning deadly exhaust fumes and noise into a product. Audi invested large sums in the current S3 model, the sports version of the A3, to create a sound from a 2-litre four-cylinder engine that sounds like "sport". They couldn't do it and helped: an additional technical component, a membrane called a "sound actuator", was installed to generate more noise than the engine produces. In addition, the customer can install another resonator to create a "symphony" (Audi's marketing language) at the exhaust. Jaguar also artificially suggests a combustion engine noise to the driver of its new electric i-Pace. We seem to believe that we have become so accustomed to noise that we can no longer do without it. The efforts of the combustion car industry that every car must simply make noise in order to protect passers-by are also met with open ears by legislators. Instead of everyone making less noise so that passers-by can experience the environment better again, they want to punish the quiet cars and make noise again. I hear it before me: electric cars with V8 noise when driving forwards, beeping noise when reversing and ping noise when standing: a beautiful new world of noise. Are we actually dependent on our noise? One against All I am allowed to live in a privileged location elevated above Zurich's Limmat Valley and see the apartments of hundreds of thousands below me. I see the four main entry and exit roads of Zurich, the busiest train route in Switzerland and also one of the departure routes of the aircraft from Kloten airport. Here we actually always hear traffic noise. But sometimes, for example on an early Sunday morning, the Limmat valley is quiet. It is quiet then, because no airplane flies over us, no train and no cars drive. Silence, where otherwise the noise prevails. The difference between silence and the usual noise suddenly becomes clear when a single combustion engine coming from Zurich accelerates on the motorway. As nice as it may sound to one driver, this noise can now be heard by hundreds of thousands, i.e. one person disturbs the Sunday rest of many. Why do we do this to ourselves as a society? Most basic laws know a passage about personal freedom. These speak clearly: "The freedom of the individual is limited by the freedom of the other. "Everyone has the right to the free development of his personality, as long as he does not violate the rights of others. ... Everyone has the right to life and physical integrity." Why don't we live by it when it comes to the noise of internal combustion engines? So if it is technically possible to minimise the noise of a combustion engine, why do we allow manufacturers to do the opposite? Why do we also allow retrofitters to sell more products that make more of something that makes our society sick? Why do we not demand peace together? That is what we are actually doing. In cities, the desire for tranquillity is growing: society is demanding lower speeds and bans on passage. This is probably not about fewer vehicles or lower speeds, but about less noise and less exhaust fumes. The desire for lower speeds is only the only known way to get the burners under control. The solution would be simple: Combustion engines, including motorcycles, would only be allowed to produce an engine and exhaust noise similar to that of a sewing machine, i.e. 50 dB/a. Technically this is feasible and the rest is done by the sound designers. Or we all buy electric cars. Then every day we can feel as if we are on a distant South Sea island and only hear the sound of the waves.
  7. Many people are still of the opinion that electric cars are "simply too expensive to buy". This attitude certainly stems from the miserliness is horny mentality that we have been taught over the years. Do we really prefer to buy a bad product just because it is cheaper? The car and oil industries and lobbies have sold combustion engines to consumers that seem relatively cheap to buy. The catch? In order to use the combustion engine, the buyer must constantly buy oil. Which other "industry" uses the same principle? Right, the drug industry. The buyers are made dependent, and they always have to provide for supplies. This is similar to a cheap printer where you constantly have to buy ink cartridges that are more expensive than the printer itself. Who hasn't been annoyed about it? Perhaps the purchase prices of electric cars today seem even higher than those of incinerators. (In fact, they are not.) But, their buyers are no longer dependent on oil and gas stations, but can take the electricity to operate at any outlet. Those who have the possibility can even produce the electricity themselves. Another example would you like? People buy iPhones, which are allegedly expensive. Others prefer to buy cheaper products with Android. In return, they get bloatware installed and 100% of their time is tapped and scanned by a company that earns its money by knowing people's secrets in order to show them suitable advertising. You also pay a low entry price there, but you pay your whole life by revealing your personal data and secrets. This is also the case with combustion engines: the entire human race is already paying and will pay for the fact that we prefer to buy the cheap product due to global warming for the rest of their lives. Sometimes it's worth leaving the supposedly "cheaper" product on the shelf for personal peace of mind. Total Cost of Ownership The true maintenance costs of electric cars are much lower anyway. Among other things, because the wear is much lower and the engines are designed much simpler. If you look at the total cost of ownership (TCO comparison by Roger Rusch, CEO plus), you will quickly see that it is much lower than with combustion engines. Resale Anyone who buys a new combustion engine today not only immediately loses value due to the discount system used by manufacturers and dealers, but also loses value when selling it. After all, in three to four years the demand for used combustion engines will fall sharply. As a consequence, so will their resale value. Example: The last person who bought a Nokia before Nokia went bankrupt could no longer sell his phone because everyone else wanted iPhones.
  8. Every change, even for the better, hurts. Because personal change means admitting that we didn't do something well in the past. Then we ask ourselves why we didn't draw consequences earlier. That's how it is at the moment with the change to electromobility. The fear of winning something good but unknown is often greater than the fear of losing something bad but known. Therefore we glorify the known and search for the negative in the unknown. Such thoughts are a perfectly normal defensive attitude against changes. But this has nothing to do with the new, but only with ourselves. On closer inspection we have in the past simply closed our eyes to the things we do to our world. The following list relativizes 11 glorifying misbeliefs that are often called by opponents of change. But it should not gloss over possible injustices that our worldwide hunger for resources and cheap products has caused for centuries. When in Africa or in an emerging country children sew our fashionable clothes together, glue our sneakers together, assemble our smartphones with their little nimble fingers, or work and die for our beauty in mica mines, we readily accept this. If the same children make even a single component for electric cars, we see it as child labor. When we have workers of all ages in African mines digging for our gold, diamonds and copper, we readily accept their poor working conditions. When it comes to cobalt, which also occurs in these mines and is partly extracted along the way, we suddenly see this as exploitation of children. When cobalt is used to harden pistons, connecting rods, camshafts or tools for combustion vehicles, we readily accept it. If cobalt is in our beloved laptops, smartphones, tablets, etc., then we will readily accept it. If cobalt is used for a tiny and diminishing proportion of an electric car battery, then we see this as the exploitation of the Third World. If, in Canada, billions of litres of groundwater are polluted and thousands of square kilometres of nature are destroyed as a result of oil sand being washed out or fractured, then we readily accept this. When inedible, salinated groundwater is pumped up in a salt lake in the Atacama Desert to extract lithium and the water then seeps away or evaporates in desalinated form, then we see in this the destruction of the environment and waste of groundwater. If an average of 11 kWh of electricity is used solely for the production of petrol in the refinery and many more kWh for the operation of the drilling rigs and pipelines, so that a combustion vehicle can drive 100 km, then the electricity grids can of course withstand this. If a similar amount of electricity can drive an electric car over a similar distance, we believe the power grid will collapse. If our millions of domestic cats kill billions of birds just for play, then we accept this as "natural". If windmills kill even a fraction of these birds, we call them "bird killers. If a combustion engine suffers bearing damage after 200,000 km, then it has served us well. If a traction battery has to be replaced after 500,000 km, but 90% of it is reconditioned and after a total of three life cycles and 1,500,000 km is used as a buffer battery at home for another ten years, then we see this as a disposal catastrophe. If we are surprised every day and especially at peak times by new fuel prices, then we accept defenselessly this price arbitrariness of the oil companies. We have also readily accepted that our dependence on oil finances distant despots and dictators as well as environmental destruction, oppression, expropriation, terrorism and war. But if we can choose the price of electricity and its origin and produce it locally or even at home, then we see this as a disadvantage. If a combustion vehicle loses 30% - and more - of its market value shortly after registration, then we accept this. But if an electric car like a Tesla only loses 30% of its purchase price after 70,000 km, shouldn't electric cars pay off? If we drive 10 minutes to the gas station, fill the tank there for 15 minutes, check the oil level and pay, and then drive home again for 10 minutes, then we accept this as indispensable. If we charge the electric car at home overnight and drive off in the morning with a full battery, then we consider this impractical. If we take a 10-minute WC break or a 45-minute meal break during a journey with a combustion vehicle, then we readily accept the supposed loss of time. If we charge the battery of the stationary electric car during the same time, it is a waste of time for us. Of course not everything is rosy in the world of electric mobility, because electric mobility is only a climate saver, not a world saver. The next time we hear negative opinions or have our own, it would certainly be helpful to consider where this rejection comes from. Is the opinion perhaps based on an old misconception, which we cling to and which is difficult to discard? Let us go into ourselves and ask ourselves why we sometimes like to close our eyes to change and so readily accept known bad things just because we know them. Source: The list is inspired by a similar list that I found raw without copyright information.
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