Saturday, January 30, 2010

Ferrari 458 Italia technical highlights


The technical aspects of the Ferrari 458 production car are fascinating and surprising. There are multiple articles about the car but a summary is in order due to the sheer amount of notable achievements . There are very few cars with such innovation. Read further, you'll be surprised.

The aluminum chassis (frame) is 20% stiffer in it's torsional rigidity (resistance to twist) than it's predecessor, the incredible F430. Also 8% stiffer in resistance to bending. This was done without any weight penalty despite the wheelbase growing 1.4". This means that the suspension is better able to do it's job without geometric compromises that it are not', and can't, be designed for. It also means greater stability than the F430 without a weight penalty.

Among multiple aerodynamic enhancements, downforce is higher, up to 794lbs at 200mph and matches the weight distribution of 49% front and 51% rear. Road & Track states 58% rear. Odd. The benefit regardless like an upside down airplane wing, the car is pressed down to the road instead of lifting off. This allows for for higher cornering speeds and greater stability.

The front winglets in the fascia are aerolastic and route air upward into the radiators and supposedly contribute to the downforce. But at over 124mph, they deflect downward by up to .8" to re-route the air and reduce drag. The overall drag coefficient drops from .343 to .330 as well. The other factor however is frontal area. The frontal area is multiplied by the coefficient of drag (cd) to get the true measurement of resistance.

The dual plenum intake manifold has four modes of variable resonance using sonic waves to force air into the combustion chamber called "resonance supercharging." This is creates up to 30ft lbs of torque. All these increases in power and torque and the fuel consumption improves 13% vs. the 490hp F430. The carbon dioxide output is supposed to be best in class as well. 307g/km or 1.09lb/mi if you're keeping track.

The engine is the highest revving production V-8 in the world with a 9,000rpm redline. Reportedly it will upshift automatically at redline with the dual clutch transmission. It produces 557hp per Motor Trend, 565hp per R&T and 562hp per Car & Driver. Either way, it's from 4499cc or just a hair under 4.5 liters and at 200mph there is a 5hp ram air effect from the air intakes in the C-pillar vents.

Oddly, the main air intake for the engine bay, per Road & Track ,is from underneath the car. Assuming this means the radiator(s), it seems odd to me because of the sheer amount of dust and debris from the road. Don't think there is much? If you've ever seen a motorcycle with downward pointing pipes blip the throttle you'll see little dust clouds. In this case, it isn't just airflow past components, it's air intake. I'll be very curious to know how that is managed, if there is a suggested maintenance interval and what that interval actually is.

Below 3000rpm at wide open throttle, 20-30% of the required fuel is injected at 40 degrees past bottom-dead-center of the piston, creating a rich zone which increases torque by up to 6%. Is this a standard technique or if it's new and what is required to make it work such as piston size or speed. Otherwise, should all those dyno-tuned cars go back for updates?

Thanks to the cooling effect of high pressure direct injection, among other advancements, the compression ratio is 12.5 to 1. Looking for a comparison, the horsepower and compression ratio are quite close to the famed 427cubic inch L-88 Corvette engine from '67 to '69. And its also about 1/3rd smaller at nearly 275 cubic inches and revs roughly 1/3rd higher.

Nearly 6ft lbs of torque is saved at 2500rpm by 3 separate crankcase oil scavenger pumps thaIt prevent air from flowing between the galleries creating a near vacuum. The middle 2 cylinders on each bank move out of phase with the other middle two which is the classic flat-plane crank design.

6hp is saved at 9000rpm and 2% fuel consumption at 105mph due to a variable geometry oil pump.

The 3-tip center exhaust isn't for show. The center outlet is used for most driving situations, but the outer two open depending upon driver settings on the manettino steering wheel dial with wide-open throttle and reduce backpressure from 7.3 to 5psi.

The Engine Control Unit (ECU), monitors each combustion chamber result by monitoring ionization across the spark plug gap. This is only done in the F430 Scuderia and Ferrari FXX. I wouldn't be surprised if it also is done in the 599XX. Does this require additional hardware, an upgraded chipset or just additional code? In other words, why is a necessity or what is the benefit? How much does it add to the cost?

The second dual-clutch transmission offered by Ferrari shares 70% of the content including the clutches with the model with the first, the California. Developed by Getrag, top speed is purposely achieved in 7th gear. This means all 7 gears are usable from a performance standpoint. Many cars, whether 5 or even 8 speeds, the top 1 or 2 gears are for fuel economy reasons only.

The time between shifts is reported to be .04 seconds. One would assume there should be no gap if one clutch engages while the other disengages but hopefully explanations will be down the road as DCTs become even more prevalent.

Another feature of the DCT is holding the left paddle in for rapid-fire downshifts while braking such as when approaching a turn. The intent is to choose the best gear for power out of the turn and allowing the driver to concentrate on steering and braking inputs. Although technically another driver aid, it's use is optional.

A limited-slip differential called E-diff3 is supposed to enable corner exit acceleration 32% greater than the F430 before it and with 28% less countersteering. This is a radical difference in philosophy than McLaren's MP4-12C which does not have an LSD.

The 458 also has magnetorheological shocks developed by Delphi. The ride control is assessed every millisecond and damping rates adjusted within every 8 milliseconds. The Corvette ZR1 and Ferrari 599GTB are two other super high performance cars equipped as such. The latest generation of these shocks have 35% less internal friction for a more comfortable ride over small bumps.

The steering is ratio is a super quick 11.9:1 vs. the F430 Scuderia 16.9:1. That is a vast difference vs. what is already a track-ready car. So no shuffling of the steering wheel or hand-over-hand motions in turns.

There is a tire, engine and brake temperature readout. This is done without sensors, but rather based on algorithms. Ferrari was already a step ahead of me when I published this idea on September 6, 2009. This means the driver knows not only when to "beat" on the car, but if the tires will be more likely to spin or slip.. The brake temperature indicator is interesting considering the car already has huge carbon-ceramic rotors.

The 1:25 lap time at the Fiorano test track is the same as the less powerful, automated single-clutch yet lighter F430 Scuderia on competition rubber. The 458 Italia did it on Michelin Pilot Sports. The Enzo is also quoted at 1:25 as well.

The weight is listed at 3,274lbs in R&T (most likely with a full tank) and Ferrari shows 3042lbs with forged wheels and racing seats. Sometimes racing seats are not available in the US due to safety regulations and airbag compatibility. Compare this to the F430 Scuderia which is listed as weighing anywhere from 2,756lbs (bone dry?), 2975lbs (wet?) to 3,150lbs (US spec, full tank).

The Ferrari 458 Italia has features that few, if any automobiles have on the road today. Despite drivers' aids that make a driver faster, but not necessarily better, it is quite possibly the finest sports car on the road.
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Have a question about cars you would like answered? Want to know about performance, racing, modifying, shopping, makes, models, events, etc? Ask me here: AskRobAboutCars@gmail.com and I'll do my best to answer your question and publish it here on Examiner.com!

Sunday, January 24, 2010

The Best Exhaust Sounds!

Do you have a favorite exhaust or engine sound? A thunderous domestic V-8? The shriek of a Formula 1 car? The muted roar of a turbocharged powerplant? The big-rig huffing of a massive diesel?

My favorite has to be the furious bark of the Global Motorsports Group exhaust installed on the already demonic sounding Porsche Carrera GT. I once heard an '04 CGT being driven after a clutch! replacement. Yes, clutch. The full-throttle howl reminded me of an air raid siren from hell. It was at once obscenely scary yet cool beyond words. This unique system adds 19hp and 16ft lbs of torque at the rear wheels on the dyno. What's another $6,400 on this beast. Click on the video and skip to the 54 second mark. It's THAT good.

The mid-mounted 605hp V-10 in Porsche's supercar is a work of automotive art already. Unfortunately having only a 3 model-year run producing 1,270 units, it is quite rare. Some speculate disappointing sales due to it's $440,000 MSRP and not-quite-exotic-enough styling are the reasons it was discontinued. Porsche states changing airbag regulations in the US as the reason. Either way, be thankful this car exists.

The clutch is a approx 6.7" in diameter with four plates and weighs 7.7lbs. Less than half the size and weight from the Turbo in '04. This allows for a lower center of gravity by having the engine mounted lower in the car along with the dry-sump lubrication system. There is no clutch slippage so the one I heard was being test driven after the owner had driven it improperly and burned it out. Goodbye $8,000. There is no flywheel but a solid rod that acts as a torsional spring. The engine revs up and drops down like nothing else on the road at the time.

So, which would you choose? A used Carrera GT or a new Lexus LF-A? Listen to the Lexus on Youtube, I still prefer the CGT.

I've heard Ferraris with Tubi exhausts and even driven one, hard, but there is something about the CGT that is even deeper, more menacing. Lamborghinis rank up there as well. The earth-shaking 427ci V8 in the Corvette C6R race cars are cool, but not like this. Check it out.
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What is your favorite exhaust sound? Send me a note and link to: askrobaboutcars@gmail.com with some information about the vehicle and I'll post your favorite exhaust sound.The Global Motorsports Group exhaust on the Porsche Carrera GT
Porsche Carrera GT - 6 years later and still relevant among supercars


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Sunday, January 17, 2010

Audi A5 Quattro coupe review and test drive - sublime perfection

When the interior of the car you're driving puts a smile on your face and you don't mind you could have another 140 horsepower, it's immensely satisfying. The Audi A5 is a luxury coupe that must be driven to be appreciated.

Although not as aggressively styled as it's 354hp sibling, the S5, it has beautiful lines with some classy exterior touches. The headlight and tail light assemblies have LED accent lighting which is quite distinctive and the body lines are subtly aggressive. See the slideshow for some highlights of the exterior.

Opening the hood, the 211hp 4-cylinder engine seems properly placed as opposed to past and current Audi models that appear to have too much mass in front of the wheels. Not that Audi's have flawed designs, its that the A5 engine bay with the 2.0 liter engine just looks "proper". See the slideshow for a comparison to the S5 with the V-8 engine hanging over the front axles. The trunk is roomy and nicely finished as well with hidden hinges.

The interior should be called a occupant interface environment instead of a cockpit. The 8-way power seats are excellent with adjustable lower thigh support. The right hand falls naturally to the control wheel and buttons for the Audi Multi Media Interface (MMI) navigation and system. Voice control for the phone, 3D navigation and iPod integration with a 40-GB hard drive are among it's many features with a beautiful 7" display screen. If think you don't need a vehicle navigation system because you have your own handheld, check out the features of the vehicle system integration available at your fingertips. You can read more about it here. It also includes a television tuner! Reaching for the dial and buttons isn't necessary like a dashboard mounted system. There are also separate controls for the heating and air conditioning since those are accessed more frequently by both passengers.

The outward view in all directions is excellent and I'm now a big fan of back-up cameras. What happened to turning around and looking behind you and using mirrors? This camera has a fish-eye lens that allows you to see past the rear of tall trucks and SUVs that park next to you when backing out of a parking space. The other reason is to see small children trailing behind lousy parents in parking lots.

The rear window view made me think of the difference vs. a recent view of the Cadillac CTS-V sedan pictured in the slideshow here. The upcoming CTS coupe sits 2" lower and if that means the roofline is even lower, a back-up camera should be mandatory. I still say the non-V coupe will be a failure and the coupe production will be a financial mistake. Read more here.
Rear seat room is limited but well laid out considering the size of the car. 6-footers must sit in front not unlike any other small coupe.

This car was finished in Aluminum "Hologram" interior which resembles a carbon fiber pattern. One complaint about carbon fiber interior finishes I've heard is it's propensity to scratch. While it looks nice, it's still an overlay for looks instead of structural rigidity. The aluminum is a nice alternative.

Driving the car was a delight. I was half-expecting massive turbo lag after a bad experience with a rental Volkswagen Passat 1.8 turbo from around 2004. Instead power response was immediate and fantastically tuned with throttle pedal travel. As my foot moved, the car responded urgently yet very smoothly. Credit must be given to 258 ft lbs of torque from 1500 to 4200rpm. It was quiet and virtually lag free. Despite requiring 91 octane gas, a 22mpg city and 30mpg highway and a 17.17 gallon tank makes it very satisfactory daily driver.

Acceleration above 70mph was little soft but if track days, 100mph blasts and drag racing are not your on your radar, 211hp and a bit over 3583lbs works great in the daily grind of commuting. All-wheel drive is nice to have as well not matter what.

Another very attractive aspect was the $1,450 sport package which include 19" wheels and 255/35 tires, sport front seats with lumbar support, sport suspension and shift paddles for the 6-speed Tiptronic automatic transmission. A bargain if there ever was one.

The sport suspension made itself apparent in two notable ways. The ride over a particularly bumpy road was firm yet didn't shake or crash. The owner reported his previous generation BMW M3 (E46 2000-2007 model years) was quite bad over the same road. Hitting an off ramp at a high speed, there was no lateral shift in the chassis due to slop or tolerances in the suspension components. It was incredibly confidence inspiring.

There is so much more to the technological aspects of the car than can be discussed here but if a luxury coupe is what you're looking for, the Audi should not be skipped when shopping. For more detailed information on the A5 coupe from Audi USA click here.
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Have a question about cars you would like answered? Want to know about performance, racing, modifying, shopping, makes, models, events, etc? Ask me here: AskRobAboutCars@gmail.com and I'll do my best to answer your question and publish it here on Examiner.com!

Silicon Valley Auto International Auto Show 2010 slideshow of customs and modified cars


As mentioned in my previous article here, one of the highlights of the show was the South Hall with numerous custom and modified cars, low riders, trucks, etc. There was even some live entertainment and dancing.
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Have a question about cars you would like answered? Want to know about performance, racing, modifying, shopping, makes, models, events, etc? Ask me here: AskRobAboutCars@gmail.com and I'll do my best to answer your question and publish it here on Examiner.com!

Silicon Valley International Auto Show 2010 slideshow commentary

Observations made while photographing the cars and making comparisons. Easily done while being so accessible and in close proximity to each other.

Click here for the review of the show.


Click here for the slideshow of the South Hall featuring custom and modified cars
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Have a question about cars you would like answered? Want to know about performance, racing, modifying, shopping, makes, models, events, etc? Ask me here: askrobaboutcars@gmail.com and I'll do my best to answer your question and publish it here on Examiner.com!

Silicon Valley Auto International Auto Show 2010 review and pictures


Mixed emotions is how I would describe the 2010 San Jose Auto Show. If it wasn't for club participation and the South Hall display of customs, it would have been downright dismal. Lack of manufacturer participation is the biggest reason. San Jose being a 3rd tier market in the auto show circuit with limited show space doesn't help either.

It was a sea of drab colored SUVs, crossovers and trucks with no concept cars. Silver is a classy color, but this is a show so lets see some colors in the palettes. Unheard of was a used car section filling space on the main floor.

What was missing was especially notable. Audi, Mercedes Benz , Nissan and Porsche were nowhere to be seen so listing them on the auto show program was in poor taste. I went two days and never noticed Infiniti despite the show map. There was no Dodge Viper or ACR (the fastest production car around the famous Nurburgring). Ford didn't have a GT500 or Mustang GT unless it was hidden behind some trucks. Lexus didn't have an IS-F or LS-A - both flagship performance models. No BMW M3 either.

Well wasn't fuel economy the theme? Could have fooled me with sub-20mpg "hybrid" SUVs and crossovers, only one Toyota Prius and Tesla was oddly missing.

After the big shows in LA, Chicago, Detroit and New York, a 2nd tier show is San Francisco at the Mascone Center. Nearly 5 times the space of the San Jose convention center and offers a lot more variety. But there is still space for the aforementioned missing manufacturers even if the multi-million dollar, multi-media, multi-level, multi-host model displays don't make it to the Bay Area. This economy sucks.

There were highlights of course. The Camaros Limited Nor-Cal club had main floor space which was a supplement to Chevrolet's excellent variety of SEMA Camaros, Corvette ZR1 and Grand Sport. Even so, as mentioned Audi, Mercedes and Porsche could easily have placed their flagship models where the classic (and roped off) Camaros, used cars and eating area took up space. Same with Lamborghini and Ferrari.

Making cross comparisons were easy and interesting. The Ride & Drive is a nice program. Being able to climb all over the cars is a lot of fun for kids even though I hate the fact gear selection handles are moved for theft purposes.. The admission price of $9 is a bargain. A free one-year subscription to Motor Trend is an even better deal. After all, they hosted the show. Even though the Ford Fusion is their car of the year, I was underwhelmed by the interior. The Corvette Grand Sport would be a contender in my book but that isn't a big revelation, is it?

Regarding the clubs, the SCCA and US Touring Car had a good race car display, always friendly Rick Gaan of Club Sportiva had various specials running including the Driving Experience and LeMans Karting in Fremont. The microfiber cleaning cloth guy, wallet and model car vendors had more inventory than what I've seen at major races or stores for that matter.

The pacific region of the Ferrari Club of America had some excellent variety in the upper hallway as did a local Corvette club. A small exotic car display of Lamborghini, Bentley, Rolls Royce, Lotus and Aston Martin got the mouth watering but walking into the main area was a let down.

The South Hall with multiple car club displays including Nissan Zs, Low Riders, trucks, live entertainment and dancing had excellent variety. Note to Audi club - open up those doors or hoods and reveal your mods - otherwise it's a small parking lot of drab 4-door sedans with mean looking front-mount intercoolers. Check out the slideshows to see some pictures and commentary including from the South Hall. Click here for an additional list of features of the show

Let's hope next year brings the show back to where it used to be in the South Bay.
Click here for an interesting slideshow commentary of interiors, refinements and various specific aspects.

Tuesday, January 5, 2010

Buying Tips for Performance Chips

Chips, handheld tuners, engine control units; they are all used to change the power output of an engine and the shifting of automated (automatic and automated manual) transmissions. The problem is how to choose based on their claims. Based on a friends 997 Porsche Twin Turbo shopping experience, there are certain things to be aware of and questions to ask if you're new to modding your car and there are no clear choices.

It's easy enough to buy on owners recommendations and write-ups in the forums. Not everyone is of the mindset for maximum horsepower though. Some don't even want to void their warranty. Go figure. Sometimes ownership of the car determines your choice. Not so with an LS1 Fbody (Camaro/Trans-Am). There are a ton of choices written up here.

The biggest controversy is horsepower claims. Where do the numbers come from and how are they measured? Keep in mind the biggest horsepower gain isn't always the best choice for your application.

Factors to consider are numerous. Will quality be affected? If supercharged or turbocharged, will the sparking life be shortened? Will there be an octane sensitivity other than a simple race gas tune? Is dyno tuning allowed for more exact and correct tuning or is a "canned" tune all that is available? Perhaps both are possible. Sometimes other vehicle electronic controls are tapped to control the level of the tune from stock to tuned to race gas. For example of this is using the cruise control button to select the tune. Sometimes, you just don't have a choice and have to go with what's available.

Are the horsepower claims taken directly from flywheel or from the dynometer? If taken from the flywheel, the implication is that the engine was removed and tested under controlled conditions. A time consuming and expensive process but more accurate.

If taken from the dynometer, and quoted as an estimated flywheel increase, what percentage loss are they calculating? Keeping in mind there are minor variations in production tolerances for horsepower ratings. One engineering team said 2% is allowable for their line of performance engines. An engine can also make more power when running cool vs. at normal operating temperature vs. running hot or "heat soaked". Taking all this into consideration, claims AND your results can vary wildly.

Was the car modified with intake and exhaust changes that show a greater horsepower enhancement than bone stock? Was 91 octane gas used vs. 93 octane? California is stuck with lousy 91 octane gas and therefore the goofballs at C.A.R.B. (California Air Research Board) dictate the octane auto manufacturers must comply with, among other restrictions. But other parts of the country have 93 octane available at the pump and there is and that allows for a little more power if tuned for it.

It's possible your emissions may be affected negatively. But that is why the "stock" tunes remain accessible. The performance aspect of the tune may not comply with emission requirements. But many times, the car will get better mileage.

As far as warranty concerns, some say their modified tune doesn't leave a trace when the car comes in for warranty work. Some manufacturers may claim otherwise. Well known BMW tuner Dinan matches the manufacturers' warranty and has a relationship with BMW. If your fellow owners have history, and there are a lot of established ones, enjoy that extra kick in the back and head snap with those shifts!
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Have a question about cars you would like answered? Want to know about performance, racing, modifying, shopping, makes, models, events, etc? Ask me here: AskRobAboutCars@gmail.com and I'll do my best to answer your question and publish it here on Examiner.com!

Saturday, January 2, 2010

Ask Rob About Cars 1-2-10 Exhaust systems, catalytic converters and dyno tuning

Question: I need some sound but cheap is good. What will removing the converters do? Louder? more air flow? Also about how much does a dyno tune cost?
- PJ Des Plaines, IL

Answer: Thank you PJ. Replacing the mufflers is the cheapest way for good sound without a decrease in performance. Completely removing the mufflers can rob horsepower and torque in lower rpm ranges and also have an objectionably loud sound resonance in the cabin.

Removing the catalytic converters is illegal but will also give a performance gain provided the engine adapts to the additional airflow. In a modern engines error codes will occur without "cats" and this is another reason tuning with an electronic device that addresses such codes is needed. Aftermarket high-flow catalytic converters are available to bridge the challenge of emissions with less exhaust flow restriction. Be sure to know your state laws regarding emission equipment and sound level requirements.

Dyno tuning optimizes the power potential of the engine especially when modified and for most street cars costs less than $400. When the intake and exhaust is freed up significantly, it's essential not only to optimize fuel delivery but also prevent problems by running too lean. In Northern California for example, a session which includes a baseline run and multiple "pulls" for two tunes to accommodate different octane ratings (91 octane and a race gas mixture) is $380. In other words, a tune for a 91 octane daily driving and another for race gas. This may require a separate hand-held tuner. A hand-held allows the owner to modify various parameters such as cooling fan temperatures, shift points, etc and also save the tunes on your PC for back-up purposes. Examples include the Diablosport and Hypertech are just a few tested by GM High Tech Performance in this test.
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Have a question about cars you would like answered? Want to know about performance, racing, modifying, shopping, makes, models, events, etc? Ask me here: AskRobAboutCars@gmail.com and I'll do my best to answer your question and publish it here on Examiner.com!