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Sunday, December 20, 2015

An Open Letter to California Air Resources Board Chairman Mary Nichols





The VW emissions scandal is mainly the result of physics meeting fiction. In the simplest terms, we have reached the point of de miminis returns in extracting performance from a gallon of diesel while reducing pollutants, at least at reasonable cost. Unsurprisingly, and despite having the greatest research and development program in diesel engines, VW had to cheat to meet current European and U.S. standards. Meeting future tighter diesel standards will prove even more fruitless.

For a significant fraction of the non-compliant diesel cars already in the hands of drivers, there is no real solution. Drivers won't come in for a fix that compromises performance. Further, solutions which result in net greater CO2 emissions, a regulated pollutant, are inappropriate for CARB to endorse. Retrofitting urea tank systems to small cars is costly and impractical. Some cars may be fixed, but many won't and will be crushed before they are fixed.

A giant sum of money thus will be wasted in attempting to fix cars that cannot all be fixed, and where the fix may be worse than the problem if the cars are crushed well before the end of their useful lives. We, the undersigned, instead encourage the CARB to show leadership in directing VW to "cure the air, not the cars" and reap multiples of what damage has been caused while strongly advancing California's interests in transitioning to zero emission vehicles.

The solution we propose for VW and the CARB is to, in a legally enforceable form:

1./ Release VW from its obligation to fix diesel cars already on the road in California, which represent an insignificant portion of total vehicles emissions in the State, and which cars do not, individually, present any emissions-related risk to their owners or occupants

2./ Instead, direct VW to accelerate greatly its rollout of zero emission vehicles, which by their very nature, have zero emissions and thus present zero opportunities for cheating, and also do not require any enforcement dollars to verify

3./ Require that this acceleration of the rollout of zero emissions vehicles by VW result in a 10 for 1 or greater reduction in pollutant emissions as compared to the pollution associated with the diesel fleet cheating, and achieve this over the next 5 years

4./ Require that VW invest in new manufacturing plants and/or research and development, in the amounts that they otherwise would have been fined, and do so in California to the extent that California would have been allocated its share of the fines

5./ Allow VW some flexibility in the execution and timing of this plan by allowing it to be implemented via zero emission vehicle credits.

In contrast to the punishments and recalls being considered, this proposal would be a real win for California emissions, a big win for California jobs, and a historic action to help derail climate change.

The bottleneck to the greater availability of zero emissions vehicles is the availability of batteries. There is an urgent need to build more battery factories to increase battery supply, and this proposal would ensure that large battery plant and related investments, with their ensuing local jobs, would be made in the U.S. by VW.

A satisfactory way to fix all the diesel cars does not likely exist, so this solution side steps the great injury and uncertainty that imposing an ineffective fix would place on individual diesel car owners. A drawn out and partial failure of the process will only exacerbate the public's lack of trust in the industry and its regulators. By explicit design, this proposal would achieve, in contrast, a minimum of a 10X reduction in pollutant emissions as compared to a complete fix.

There is a precedent for this type of resolution. In the industry-wide 1990 diesel truck cheating scandal, the EPA chose not to require an interim recall but instead moved up the deadline for tougher standards to make up the difference. This proposal does the same for VW and ties the solution to a transition to zero emissions vehicles.

We strongly urge CARB to consider this proposal in resolving the VW cheating scandal.

Tuesday, November 17, 2015

Red Bull spent a record $310 million to race in F1 last year

By: Noah Joseph

Red Bull set new records last year, but they weren't for winning races. According to the Daily Telegraph, the team spent a record $310 million last year. And while that's reportedly the most an F1 team has ever spent in a single season, it's not the whole story.

That sum represents just what the team itself spent for the year, and doesn't include how much it took in from sponsorship and prize money. Add those in, and you're looking upwards of $450 million. This compared to Ferrari, which ran its F1 team last year on a budget of under $440 million, and Mercedes, which had a much smaller (but still hardly negligible) budget of just over $320 million, which proved more than enough to dominate the championship.

Of Red Bull's own $310 million expenditure, the largest portion – roughly $120 million – was naturally spent on research and development. Developing a competitive car doesn't come cheap, after all. But the next largest category was payroll, accounting for nearly $100 million. The team hired 19 new staff members last year, bringing its headcount up to 694. Team principal Christian Horner is said to have made nearly $4 million, and you can bet that chief designer Adrian Newey made a solid seven figures as well. The team has paid its up-and-coming drivers relatively little, however, with Daniel Ricciardo said to have made $1.6 million last year and his wingman Daniil Kvyat about half that. By comparison, Ferrari lured their predecessor Sebastian Vettel away from Red Bull with a contract said to be worth $80 million per year.

As the defending champions, the team was entitled to a large portion of the sport's revenues, contributing another $100 million to its budget. And while the energy drink company that owns it may account for the most prominent branding on the car and uniforms, other sponsors (like title sponsor Infiniti) contributed significantly to the team's budget as well. Unfortunately for Red Bull, while it arrived on the grid in 2014 with the momentum of four consecutive world titles at its back, the investment did not pay off last season. The 2014 championship saw it thoroughly trounced by Mercedes, and has since slipped down to fourth place in this season's behind Ferrari and Williams as well.

ALTERNATIVE 2017 F1 ENGINE SPECS EMERGE




Formula 1 F1 engines power units Ferrari Honda Renault Mercedes
Details about the specification of Formula 1’s alternative power unit supposedly being introduced in 2017 have emerged.

Previously, it was believed independent outfits like Ilmor or Cosworth were being invited to bid to exclusively supply a 2.2 litre twin-turbo V6, with the regulations to run parallel to the existing 1.6 litre ‘power units’.

The specifications now say the new engine will be a 2.5 litre V6 or smaller, with one or two turbochargers producing “greater than” 870 horse power.

The engine will have no limits on revs, engine durability or fuel flow, freedom in the area of the exhaust and no hybrid power.

Mercedes, the double world champion team of 2014 and 2015, has made clear its dissent.

“I think many of us share the opinion that the ‘balance of performance engine’ does not work. It doesn’t work in any other category,” said team boss Toto Wolff.

“We hear about the aggravation in GT racing and it does my head in hearing these ideas,” he added.

Wednesday, November 11, 2015

STROLL ‘HAS WHAT IT TAKES’ TO FIGHT FOR TITLE IN 2016– RENE ROSIN



Ferrari Driver Academy driver Lance Stroll will compete for a second season in the FIA European Formula 3 Championship after being retained by multiple championship winning team Prema Powerteam.

The seventeen-year-old Canadian secured his maiden series victory in race one of the season finale at Hockenheim, and will be looking to build on the progress he made during the second half of 2015, having had his on-track issues in the early stages of the season.

Of his most notable issues were his collision with Antonio Giovinazzi at Monza, for which he was blamed, and then he was banned from the final race at Spa-Francorchamps for another crash that eliminated team-mate Felix Rosenqvist and Mücke Motorsport’s Mikkel Jensen as the trio fought for the lead.

But Stroll’s form picked up around the races at Zandvoort, and was always a threat to the podium thereafter, securing five additional podium finishes on top of his race win.

“I’m absolutely delighted to be racing with Prema Powerteam for a third consecutive year,” said Stroll, who also raced for the team in Italian Formula 4 in 2014.

“I’m certain that Prema will give me the equipment and support for me to launch an attack on the 2016 FIA F3 European title which is my goal for next season.

“I joined Prema in my first season of car racing last year and they guided me to the Italian F4 title. This year they’ve done an awesome job for me in my maiden F3 season.

“I honestly could not be any happier than continuing to work with René [Rosin, Team Manager] and his team again next year and I know we will be ultra-competitive.”





Prema Powerteam Team Manager Rene Rosin believes Lance Stroll has all the ingredients necessary to make a challenge for the 2016 FIA European Formula 3 Championship after the team announced the Canadian teenager would stay with the team next season.

Rosin saw Stroll take his maiden victory at Hockenheim and multiple other podium finishes during the second half of the season to take fifth place in the standings, and feels the Ferrari Driver Academy driver will be a contender for the title in 2016.

“It is an honour to have Lance with us again for the 2016 FIA F.3 European Championship,” revealed Rosin. “He did a superb job this season, cruising to multiple podium finishes and a phenomenal overall win en-route to a stunning 5th place in standings.

“Making his debut in such a demanding series, he was the class of the rookie field and also fought with much more experienced rivals, proving he is ready for the next step.

“I am sure he has all what it takes to deliver more brilliant results and fight for the overall crown.”

Monday, November 9, 2015

FIA Releases 2016 Driver Ratings




By John Dagys
 


The FIA has released an updated list of driver ratings for 2016, featuring a number of noteworthy changes for the upcoming international sports car racing seasons.

The ratings (Platinum, Gold, Silver, Bronze) are recognized in the majority of Pro-Am enforced series worldwide, including the FIA World Endurance Championship, Blancpain GT Series, IMSA WeatherTech SportsCar Championship, European and Asian Le Mans Series, as well as various domestic and continental GT3 championships.

Some notable changes for 2016 include:

Vincent Abril — Silver to Gold
Earl Bamber — Gold to Platinum
Joao Barbosa — Gold to Platinum
Terry Borcheller — Gold to Silver
Maxi Buhk — Gold to Platinum
Austin Cindric — Silver
Andrew Davis — Silver to Gold
Tom Dilmann — Silver to Gold
Mario Farnbacher  — Silver to Gold
Paul Gentilozzi — Silver to Bronze
Marc Goossens — Platinum to Gold
Cameron Lawrence — Silver to Gold
Katherine Legge — Gold to Silver
Maurizio Mediani — Gold to Silver
Andy Pilgrim — Gold to Silver
John Potter — Silver to Bronze
Billy Johnson — Silver to Gold
Alex Riberas — Silver to Gold
Wolfgang Reip — Silver to Gold
Mark Shulzhitskiy — Silver to Gold
Jonathan Summerton — Silver to Gold
Jeff Segal — Silver to Gold
James Sofronas — Silver to Bronze
Harry Tincknell — Gold to Platinum
Sylvain Tremblay – Gold to Silver
Nick Yelloly — Silver to Gold

Of note, Scott Pruett, who turned 55 in March, remains a Gold-rated driver for 2016.

Thursday, November 5, 2015

RED BULL AND RENAULT EMERGE FROM DIVORCE WITH A PLAN



 Renault Red Bull split


The plans of two embattled Formula 1 camps are finally beginning to take a positive shape for the 2016 Formula 1 season, when recently news appeared bleak.

In recent days, the financially-struggling team Lotus’ buyout by Renault looked set to collapse, while Red Bull is on the verge of being pushed out of F1 amid four engine suppliers unwilling to work with the energy drink stable.

But the latest tale from the paddock is that Red Bull looks set to keep racing next year by using an unbranded Renault engine run independently of the French carmaker.

It appears Red Bull and Renault, who are officially splitting, have now agreed a separate deal whereby the team can complete its unbranded ‘power unit’ next year with its own energy recovery expertise, with the possible support of Mario Illien and the Austrian engine specialists AVL.

The possibility has been strengthened by news that Red Bull will finally run the latest specification of Renault’s 2015 power unit – which could form the basis of the unbranded engine for 2016 – next weekend in Brazil.
Red Bull Turbo ENERGY-F1_2015_2 (4)


“We will probably have the new engine version at least in one car,” Helmut Marko confirmed to Speed Week.

At the same time, Renault’s plans to complete its split with Red Bull and continue in Formula 1 next year as a ‘works team’ now appear back on track.

The delay in the completion of the Lotus buyout had triggered rumours the deal could collapse, but reports now suggest the first Renault staff are now starting work at Enstone.

And it is believed the destination of Bob Bell, who has now left his role as technical consultant at Manor, is among the top management of the new Renault works team.

Auto Hebdo claims that Renault CEO Carlos Ghosn is poised to rubber-stamp the Lotus deal this week, preceding an official announcement.

The report claims Renault may then decide to continue with Lotus team branding, regarding 2016 as a year of transition with Pastor Maldonado and Jolyon Palmer at the wheel.

Wednesday, October 28, 2015

READER RIGHTS: NO PROBLEM AND LESS PROBLEMS IN F1

Formula-One-US-Grand-Prix-Track-Austin-Texas-Trackside-East-Turn-1-View-of-Track-and-Main-Stretch-Fans-Cheering-Helicopter-Circuit-of-The-Americas-Experiences
Felipe Massa has said recently: “If you reduce practice because nobody wants to watch them, no problem. We used to have the morning warmup (on Sunday) and once it went, nothing changed.”

I like Felipe, but his statement sums up what’s wrong with F1: the hoi polloi have lost touch with what being a “fan of car racing” is like.

The stands don’t look as filled as they do on Saturday? So what if people are still paying to be there, wanting a full three days of entertainment for their travels? I watch all of the practices sessions – am I the only one?

I don’t think so…

The cars are the show. Sure, from their standpoint, you don’t need to run FP3, really. Kinda don’t need FP1 or FP2 in reality, you could run a generic setup and make a game of getting that right. Qualifying?

That hasn’t been about making sure an entrant is qualified for a very long time, you could just line the cars up based on the last race results. No problem. Alternately, just get rid of it as well, as it is not absolutely needed.

As suggested previously by the status quo, the races could be shorter. They could still be called “races” and only be an hour long, or heck, maybe only 45 minutes! It would really be nice if everyone could get out of the venue an hour sooner and back to their hotel.
F1 Grand Prix of Austria
Bernie wants 22 races? Obviously not necessary! You can have a championship with only maybe 5 or 6 races. Many series get by perfectly fine with only that many. That is some serious cost savings right there.

Imagine the savings if all of that was implemented!

As a side effect, Formula 1 would be downsizing it’s audience a good bit, and maybe it could get to a point where the scant remaining manufacturers – who are spending so much of their money gambling on racing – wouldn’t even have to participate anymore.

Spectators would have more free time as they took up other interests than Formula One, and they’d save enormous amounts of money not having to buy tickets and travel to go to the races.

Then, all of that money Mercedes, Ferrari, Honda and Renault are being forced to throw away could be spent on what they really insist they really want and need to do, which is their road cars. Obviously the most important thing, since that is reiterated time and again.

Finally people who accidentally bought houses next door to race tracks will be able to rest soundly one extra weekend a year without all of that noise!

Really, it seems like a winner all around? Formula One really doesn’t need to exist at all. No problem.

Opinion piece by  Chip McDonald

Tuesday, October 27, 2015

ECCLESTONE WANTS MORE RACES IN THE UNITED STATES




Formula One supremo Bernie Ecclestone says he wants more races in the United States, despite recently expressing a lack of enthusiasm for the country, with Southern California the latest possibility.

Speaking at last weekend’s title deciding US Grand Prix in Austin, the 84-year-old Briton told reporters he hoped to add more American venues to a series that is already set for a record 21 races next year.

Asked whether he would like another race, he replied: “And third. We’d like four races here. We’d like California. Anywhere where it doesn’t rain. A few places have come up. Southern California.

“We are trying to do another couple of races, if I’m allowed back,” he said, with a grin.

Ecclestone told Russian television two weeks ago, at that country’s grand prix in Sochi, that “we ought to try and beef up a little bit in America. It’s hard for me. I’m not very enthusiastic about America.”

He also caused a stir by expressing his admiration for Russian president Vladimir Putin and disdain for democracy in general.

Austin, with a purpose-built circuit, is Formula One’s only current race in the United States but there have been many others in what has generally been a losing battle to win over the American public.

Watkins Glen International, in upstate New York, held the US Grand Prix from 1961 to 1980 while F1 races have also been held at Long Beach in California, Las Vegas, Detroit, Dallas, Phoenix and Indianapolis.

The financial structure of the sport has not helped, with local promoters failing to reconcile their need to make a profit with having to pay hefty fees to the commercial rights holder.

Indianapolis came and went as a venue while a proposed race in New Jersey never happened despite being scheduled on the provisional 2014 calendar along with Mexico, which makes its return this week.

“We should have done that I suppose,” said Ecclestone of New Jersey. “We may still. It’s still possible.”

Wednesday, October 21, 2015

FCA Announces Pricing of Initial Public Offering of Ferrari N.V. Common Shares






Fiat Chrysler Automobiles N.V. (NYSE: FCAU/MI: FCA) ("FCA") and its subsidiary Ferrari N.V. ("Ferrari") announce today the pricing of Ferrari's initial public offering of 17,175,000 common shares at an offering price of $52 per share for a total offering size of $893.1 million ($982.4 million if the underwriters exercise the option described below in full). The shares are expected to begin trading on the New York Stock Exchange on Wednesday, October 21, 2015, under the symbol "RACE", and closing of the offering is expected to occur on October 26, 2015. In addition, the underwriters have a 30-day option to purchase an aggregate of up to 1,717,150 common shares of Ferrari from FCA. The offering is intended to be part of a series of transactions to separate Ferrari from FCA. Following completion of this offering, FCA expects to distribute its remaining ownership interest in Ferrari to FCA shareholders at the beginning of 2016.

UBS Investment Bank is acting as Global Coordinator for the offering. UBS Investment Bank and BofA Merrill Lynch are serving as bookrunners and representatives of the underwriters for the offering. Allen & Company LLC, Banco Santander, BNP Paribas, J.P. Morgan and Mediobanca are also acting as bookrunners for the offering.

A registration statement has been filed with, and declared effective by, the U.S. Securities and Exchange Commission. This press release shall not constitute an offer to sell or a solicitation of an offer to buy these securities, nor shall there be any sale of these securities in any state or jurisdiction in which such offer, solicitation or sale would be unlawful prior to registration or qualification under the securities laws of any such state or jurisdiction.

The offering of these securities will be made only by means of a prospectus. Copies of the prospectus can be obtained from:

UBS Securities LLC
Attn: Prospectus Department
1285 Avenue of the Americas
New York, NY, 10019
(888) 827-7275

BofA Merrill Lynch
Attn: Prospectus Department
222 Broadway,
New York, NY 10038
dg.prospectus_requests@baml.com

20 October 2015

Bernie knows best !


Mosley Ecclestone

“(Mercedes’) Mr Zetsche can talk to (Ferrari’s) Mr Marchionne or (Renault’s) Mr Ghosn — then they control formula one,” said Mosley. “You don’t control formula one. At that point, the need for an independent engine supplier becomes acute.”


Ecclestone wants to go one step further, resurrecting the old V8 engine formula — even though that plan was voted down by the engine manufacturers in the Geneva meeting last week.


But the F1 supremo told Sylt: “I don’t think we should get consent from the teams. I think we should just do it and say to them ‘If you don’t like it you can go to arbitration’.”


That sort of behaviour would upset the grandee teams, who in the past have threatened to quit the sport or even set up a rival world championship.


Mosley, however, said F1 must stare down those threats and “be prepared to call their bluff and tell them ‘If you want to go, don’t slam the door behind you’.”

Tuesday, October 20, 2015

FERRARI AIMS FOR $10 BILLION


FERRARI HAS FILED IPO PAPERWORK WHICH VALUES THE COMPANY AT $10 BILLION




The company announced on Friday that it is offering 17,175,000 shares on the New York Stock
Exchange with a price range between $48 and $52 per share. If the market agrees the sale of
the shares - about nine percent of the company - would raise around $900 million. There is
the potential of an additional 1.7 million shares to be added to the sale and, if that happens,
the money raised will go up to $982 million. This money will be spent on reducing the debts that
have been incurred with the Fiat Chrysler turnaround plan, which aims to give the company sales of
7 million vehicles a year in 2018.



The key question that remains is how an independent Ferrari will operate, even if the shareholders
will be largely the same as before. There are going to be some problems, not
least because of the US emissions rules that requires companies to average
out the MPG figures across the range of their cars. Ferrari will either have to
produce much more fuel efficient machinery or it will need to produce new
models that will bring down the average.





There may also be pressure from the shareholders for the company
to generate more profits. At the moment the company has pegged its
production at 7,000 cars a year, but there appear to be plans to increase this
to 10,000 and it may be that the firm will follow the route that Porsche has
taken in recent years with profitable vehicles, such as SUVs. The fear is that this
will damage the exclusivity of the Ferrari brand.



The company does almost no advertising outside Formula 1 and it is believed that
the firm's firm programme is largely free, thanks to the payments that come in from its primary
sponsor Philip Morris International, from Shell and other sponsors, and from the Formula One group.





The company also earns considerable sums in merchandising and licensing. Ferrari is expected to
list under the ticker tape name RACE and the IPO will go ahead within the next fortnight. FCA boss
Sergio Marchionne believes that the Ferrari brand can be developed into the luxury goods markets
and thus should be able to use multiples far in excess of other car companies and more in line with
those seen in the luxury business. He may be right.

PREMA POWERTEAM WILL MOVE TO GP2 NEXT YEAR.

PREMA MOVES TO GP2




Prema Power has won five consecutive European Formula 3 titles and this year took the championship with Sweden's Felix Rosenqvist, who won 12 victories in race races. Britain's Jake Dennis has won six while Brandon Maisano was replaced in the thrid car recently by Nick Cassidy. Stroll has had a solid rookie year, but would probably benefit from a second season.


Prema has now acquired the Lazarus entry and it is anticipated that some of its drivers will graduate to the series in 2016, with Stroll probably moving up in 2017.

"The move to the GP2 Series is a logical step for Prema, following the successful experiences in the FIA Formula 3 European Championship and in the Italian and the German Formula 4 Championships," says team manager Rene Rosin, the son of the team's founder Angelo Rosin.


Monday, October 19, 2015

ECCLESTONE: I’M NOT VERY ENTHUSIASTIC ABOUT AMERICA

Bernie+Ecclestone+Canadian+F1+Grand+Prix+Qualifying+jE66SP9qJoBx


On the eve of the United States Grand Prix Formula 1 supremo Bernie Ecclestone has taken a swipe at America while coming out in support of beleaguered FIFA boss Sepp Blatter and once again declaring his admiration for Russian president Vladimir Putin.

Ecclestone said in an interview with state-funded Russian TV network RT, that he did not “think there’s any place for democracy, full stop. Anywhere.”

Asked what he thought of Putin, who presented the winner’s trophy to Britain’s world champion Lewis Hamilton at last weekend’s Russian Grand Prix in Sochi, Ecclestone said: “Super. I’m his best supporter.”

Turning to America, Ecclestone said: “We (Formula One) ought to try and beef up a little bit in America. It’s hard for me. I’m not very enthusiastic about America.”

“The biggest problem with them is I think they believe they’re the greatest sort of power in the world. Believe. Not in reality but in belief.
Putin+Ecclestone+F1+Grand+Prix+Russia+Vdlc9rx_A_fx


“And it’s difficult, because, they are a big island so they are a bit isolated. They are slowly starting to learn about what other people in the world do.”

The Russian station headlined the interview: “Bernie Ecclestone: America falsely believes it’s greatest superpower”.

has defended Sepp Blatter’s record as FIFA president and questioned why the 79-year-old Swiss should have to step down from the scandal-mired soccer body.

The 84-year-old also spoke out against democracy and said he was “not very enthusiastic about America”.

“I don’t think he should ever have stepped down,” Ecclestone said of Blatter, who has been in office for 18 years and been suspended for 90 days amid the worst corruption scandal in FIFA’s history. “And I don’t think he should have ever been challenged.
Bernie+Ecclestone+F1+Grand+Prix+Austria+Qualifying+JBE7ODsy0rGx


“It’s because of him we have a lot of countries throughout the world that are now playing football and if these people allegedly have been corrupted to make things happen in their country, it’s good. It’s a tax that football have had to pay.”

Blatter, who took the World Cup to Africa for the first time, was re-elected in May but then succumbed to an international outcry and is due to step down in February.

Ecclestone faced bribery allegations of his own in a German court last year, eventually paying a $100 million settlement to avoid a lengthy trial and preserve his innocence.

The diminutive billionaire is no stranger to controversial comments, causing a storm in 2009 when he told a newspaper interviewer that Adolf Hitler was someone who was “able to get things done”.

The Briton, who subsequently apologised unreservedly for that comment, has compared himself to a dictator in his sport and expressed his admiration for ‘strong leaders’.

Friday, October 16, 2015

LAUDA SLAMS SAUBER OVER EU COMPLAINT

Monisha+Kaltenborn+Sauber

Niki Lauda has slammed Sauber after the Swiss team filed a complaint about F1’s governance with the European Commission.

Sauber chief Monisha Kaltenborn, backed by the Silverstone based team Force India, argues that Bernie Ecclestone unfairly divided the sport into ‘privileged’ and ‘non-privileged’ teams in the areas of income and rule-making.

F1 legend and Mercedes team chairman Lauda, however, has no sympathy for Kaltenborn.

“The problem is that for years Sauber never managed to come over the hurdle of building a competitive car that can compete with the top teams,” he told the Swiss weekly Handelszeitung.

Force India has also joined Sauber’s official complaint to the European Commission, but Lauda focused his attack on the Hinwil based team and Kaltenborn.

“Monisha Kaltenborn has her own way of leading a team,” said the great Austrian. “There have in my view been quite a few inconsistencies that were close to the limit.

“If drivers who have paid cannot race, or their cars are confiscated before the grand prix, that is just stupid,” Lauda charged, obviously referring to the Giedo van der Garde affair.

He is particularly scathing, however, of the European complaint, “Sauber is part of a racing community, they signed the Concorde Agreement where everything is regulated to the last detail and then they say: This is suddenly not valid. I don’t understand the reasoning.”

“In formula one there have always been the teams that win and the teams who are behind. Like every other sport,” Lauda argued.

“It cannot be that a team that is steadily accumulating debt then suddenly as a last resort brings the whole system into question. Everyone is responsible for himself. Sauber should fight first against their own inabilities,” he said.

FIA THROWS LIFELINE TO STRUGGLING F1 ENGINE BUILDERS

FIA flag with logo

Formula 1’s struggling engine manufacturers will be able to deploy performance upgrade ‘tokens’ during the 2016 season.

The news follows a key meeting on Thursday in Geneva, in which it was also agreed between the FIA and engine makers to overturn the newly-published regulation outlawing the use of year-old ‘power units’ next year.

That will leave the door open for Red Bull and Toro Rosso to do last-minute 2015-specification engine deals with Ferrari and stay in formula one.

“The guillotine is there but I hope it doesn’t come down,” former Red Bull driver Mark Webber told the Red Bull-owned publication Speed Week.

“I think they will stay. Maybe the solution for 2016 will not be perfect but both teams will be able to continue. Who will be the partner? I have no idea. The biggest problem now is time.”

However, Speed Week reports that Bernie Ecclestone’s proposal to revive a normally-aspirated V8 option for Red Bull was voted down at the meeting, attended by representatives of the FIA, Mercedes, Ferrari, Renault and Honda.
Formula 1 F1 engines power units Ferrari Honda Renault Mercedes
Webber, meanwhile, also urged the sport to “support Honda” as McLaren’s works engine partner struggles to improve amid the development restrictions.
Those restrictions were set to tighten even further for 2016, with the amount of ‘tokens’ to reduce from 32 to 25, while ‘in-season’ performance development was set to stop completely.

However, at Thursday’s meeting, it was reportedly agreed that engine manufacturers will in fact get the same rules next year as are currently in place — 32 tokens that can be used throughout the entire season.

It is good news especially for Honda and also Renault.

“I expect them to be much closer next year,” Toro Rosso chief Franz Tost told F1’s official website.

And Leo Turrini, a Ferrari-linked media insider, agreed on his blog that it made “no sense to condemn Renault and Honda to a condition of permanent inferiority”.

Thursday, October 15, 2015

LOTUS 3-ELEVEN UNDERGOES TWO-WEEK TEST AT NÜRBURGRING




The new Lotus 3-Eleven completed a successful two-week test session at the fearsome and challenging Nürburgring Nordschleife circuit.

The two-week test focused on aerodynamics, engine calibration, chassis tuning and suspension geometry testing as Lotus continue to develop the car read for production in early 2016.

Billed as the quickest and most powerful production Lotus road car ever produced, the Lotus 3-Eleven has clear DNA from the marques’ racing roots.

Prices start at £82,000 for the Road version (including VAT and on the road costs) and £96,000 excluding VAT for the Race version (£115,200 including VAT).

Discover more at http://www.lotuscars.com/







The U-2 spy plane needs high-performance cars to help land




Typically, aircraft deploy their landing gear from three main points. Most military aircraft, for example, deploy two gears at the back and one forward, like a tricycle. Some civilian aircraft flip the layout, with two in front and one in back - tail-draggers. The U-2 Dragon Lady is wildly different than any of these.

This video also recaps some of the great vehicles that have served as chase vehicles for this legendary spy plane. They include Chevrolet El Caminos, and the Fox-body Ford Mustangs so favored by the California Highway Patrol. For the last several years, the USAF has utilized products from General Motors, using fourth-generation Chevy Camaros, before switching over to the Pontiac GTO and most recently, the awesome Pontiac G8. It's fair to say that if you're a gearhead in the Air Force, this is the job you want.

Check out the video, embedded.



Credit: Brandon Turkus



Monday, October 12, 2015

IT WILL BE QUITE RAPID THAT F1 WILL FEEL THE EFFECTS OF THE EU



 European Union F1


Force India deputy team principal Bob Fernley may have let a European competition genie out of the bottle but, if so, the Briton said he was ready to face the wrath of Formula One’s powers-that-be.

Fernley’s privately-owned team, along with Swiss rivals Sauber, last month filed a complaint asking the EU authorities to investigate the governance of the sport and the distribution of revenues.

The action comes at a delicate time, with talk of a takeover of Formula One by the end of the year while Renault and Red Bull are still assessing their future involvement and Ferrari have launched an Initial Public Offering.

If the Commission decides to investigate, it could affect the amount of money top teams like Ferrari receive from the commercial rights holder as well as their influence on decision making.

Fernley told Reuters at the Russian Grand Prix, where his team’s Mexican driver Sergio Perez finished third, that he expected the competition authorities to take two to three months before deciding how to proceed.

“If they do decide to investigate, I think it will be quite rapid that Formula One will feel the effects of the EU,” he added.

He said the complaint process could not now be stopped, even if a deal was offered, “We can’t close it, that is absolutely correct. So there is no question of that.”

Force India, Sauber and Lotus first raised grievances about the distribution of revenues a year ago when the Caterham and Marussia teams went into administration and there was a risk of others following.

Bob-Fernley-and-Jean-Todt_3221710

Indebted Lotus, now seemingly set to be taken over by Renault after fending off attempts to put them into administration, have not joined in the EU complaint.

In a letter to commercial supremo Bernie Ecclestone, the three teams spoke then of a “a questionable cartel” controlling “both the governance of Formula One and, apparently, the distribution of… funds.”

A briefing note after the formal complaint to the EU spoke of ‘unfair’ side payments and ‘unlawful practices’.

Top teams Mercedes, Ferrari, McLaren, Williams and Red Bull receive special payments in recognition of past performance and sit with the commercial rights holder and governing FIA on the sport’s core decision-making ‘strategy group’.

The smaller teams say the system is skewed unfairly in favour of the big ones who are guaranteed millions of dollars regardless of how they perform on the track and also get to determine future rule changes.

Fernley, whose team are also on the Strategy Group as the ‘best of the rest’, said the smaller teams had been assured by majority rights holders CVC that something would be done about the distribution of revenues but nothing had happened.

“They’ve had a year to be able to make the right approaches, to be able to put something in position that had been promised if you like after the Austin Grand Prix,” he said.

Formula 1 Grand Prix generic grid

“The only way it can work now is for CVC to be accountable to a body that has the power to be able to bring them to task.

“I think 12 months of opportunity to correct things, or at least to be seen to be moving in the right direction, is more than enough time. And clearly that hasn’t happened and we need to refer it to a body that has the powers to look into it independently,” he added.

Fernley, who has put his head above the parapet in the past as deputy to the team’s Indian drinks magnate owner Vijay Mallya, said he wanted to ensure the existing private teams survived and others might still be able to enter.

If that meant he had to pay a personal price, so be it.

“You’ve got to say, are you prepared to stand up for what you believe?,” said the Briton, who has worked with Mallya since the 1970s when they bought and sold old Formula One cars and raced them in India.

“I had a very privileged life for 30 years with motor racing, I would hate to think that the way Formula One is going spirals it down to a point where other people are not going to be able to have that opportunity.”

Friday, October 9, 2015

CEO says Massport won't fund Indy Race in Boston






Boston Grand Prix sputters as Massport vows it won't pay for course fixes






By: Joe Battenfeld, Jordan Graham and Matt Stout

In what could be a coup de grace to Grand Prix racing in Boston, Massport and the Baker administration are refusing to spend public funds on road fixes and other costs event organizers say they need for the planned IndyCar race.

“I think it is a stretch to pull this off,” Massport CEO Thomas P. Glynn told the Herald. “Certainly from a financial point of view they (event organizers) have to show they have all these resources available.”

Glynn said Boston Grand Prix representatives asked for changes in roads and sidewalks along the proposed race course in the Seaport District that he estimated would cost $500,000 — and that security and staffing would siphon off several hundred thousand dollars more in public funds.

The Massport CEO’s bracing comments deal a serious blow to plans by Boston Mayor Martin J. Walsh and race organizers to stage a first-of-its-kind IndyCar road race in one of the nation’s oldest and most historic cities.

Glynn also seemed to contradict Walsh’s and race organizers’ claims that they aren’t requesting public money and that the event would be totally “privately funded.”

Glynn’s doubts about the ability of organizers to pull off the event come as Baker administration officials also distance themselves from the race and put the brakes on any public financing talks.

“The governor’s office has had no substantive discussions with Grand Prix organizers about public expenditures ... and the governor believes tax dollars should only be used to benefit the people of Massachusetts,” Baker spokesman Billy Pitman said.

Walsh signed a contract with Boston Grand Prix in May with no public input to stage an annual Labor Day road race, predicting it would draw up to 250,000 people to watch the IndyCar drivers battle it out on the streets of South Boston at speeds of up to 180 miles per hour. Walsh and Grand Prix’s consultants, including two former top Walsh aides, say the race won’t cost taxpayer money and that the city will be reimbursed for any costs of fixing the roads, building stands and providing security.

But the Herald reported this week that race organizers are negotiating with several state agencies that control jurisdiction over much of the course, and refuse to rule out the use of public money to support the event. The Herald also reported that other cities that have hosted similar road races have ponied up as much as $4 million in public money to cover costs of the event.

Kate Norton, a spokeswoman for Boston Grand Prix, disputed Glynn’s assessment of the financing, saying any cost estimates were “premature” and that “we are not requesting money from Massport.”

But Massport’s CEO, in the wide-ranging interview with the Herald, provided detailed descriptions of what race organizers are requesting, including cutting back sidewalks, eliminating a median strip on Congress Street, repaving streets and even removing lamp posts from the tourist-heavy Seaport District.

“I think there’s a number of things here that have to get sorted out, but we’ve said, what you’re asking us to do on the capital side is very elaborate and we think will cost $500,000,” Glynn said.

And Glynn made clear he won’t approve any public costs for the event, despite claims by Walsh and race organizers that it will make up for any costs by injecting millions of dollars into the economy.

“I don’t see any argument for us subsidizing a private for-profit. There are a lot of things that people want to do around town,” he said.


Boston Grand Prix is also talking to the Massachusetts Department of Transportation about the use of state roads and have met with state tourism officials to help promote the event, the Herald has reported.


But officials from MassDOT and the tourism office yesterday emphasized they have made no commitments and issued no permits for the venture.

Walsh, meanwhile, continued to defend the race, despite mounting opposition from some residents and criticism from public watchdogs about the cost.

“I think in the city, if we start fighting every single issue that we’re bringing in here, it’s going to be a problem,” Walsh said. “People are excited about it ... It’s not the Olympics, it’s not a big venue where the city is going to be slowed down for four weeks. We’re talking about a three-day weekend, Labor Day weekend.”

Thursday, October 8, 2015

SILVERSTONE CHIEF SAYS F1 SH!T AND NOT SALEABLE





Silverstone chief Patrick Allen has launched an unprecedented attack on formula one, describing it as a “sh*t product”.

It is an echo of an earlier story in 2015, when Bernie Ecclestone reportedly told a French media outlet that F1 is a “crap product”.

The F1 supremo, however, denied saying it, insisting he was referring only to the controversial hybrid engines.



But Patrick Allen, in charge of the historic British grand prix venue Silverstone, has been quoted by The Independent newspaper as openly slamming modern F1.

“Months and months back I said it to Mr E himself that I can’t sell tickets for a sh*t product,” he told the F1 business journalist Christian Sylt.

His comments follow earlier reports that Silverstone could drop off the calendar as early as next year if the circuit is unable to guarantee the race fee to Ecclestone.

Now, Allen said the biggest problem is that drivers are ‘lifting and coasting’ and being told what to do by faceless engineers rather than living up to their billing as “gladiators”.

“I think it is criminal when we have got to that state of racing and that is not saleable,” he insisted.





“How long is it before the technical director is stood on the top step, not the driver? You’ve just got to throw the towel in then and look for something else.”

Could a ban on alcohol sponsorship in F1 be coming?






BY MAX PRINCE


It's been seven years since tobacco sponsorships were pulled from motorsports, a move that shifted the financial landscape of racing massively and did away with some of our most beloved liveries. Now, a major European organization is urging FIA boss Jean Todt to ban alcohol sponsorships in Formula 1.



The request comes from European Alcohol Policy Alliance, a non-governmental coalition of 57 organizations across 25 countries that advocates to reduce alcohol-related health issues. In an open letter to Todt published this morning, Mariann Skar, the Secretary General of the organization, says she "expects rapid action" from the FIA regarding the issue. According to Skar, the association between liquor and driving, combined with F1's enormous media exposure, subverts an EU directive from March 2010 that outlines criteria for alcohol advertising on television.




This year, three F1 teams have prominently featured alcohol sponsors on their cars: McLaren (Johnny Walker), Force India (Smirnoff), and Williams (Martini). Those deals are big business, too, accounting for approximately $50M in combined funding. Economic discrepancies in F1 are already substantial —Mercedes has purportedly spent in excess of $500M to win the Constructors Title,




.

Wednesday, October 7, 2015

Callaway Corvette C7 GT3-R World Debut at Hockenheim





Hockenheim, Germany – October 3, 2015 – This weekend's ADAC GT Masters Season Finale was the backdrop for the unveiling of Callaway Competition's new Callaway Corvette C7 GT3-R. Following a brief presentation to media and invited guests, the successor of the C6-based Callaway Z06.R GT3 was displayed to the public for the first time on October 3, 2015 at the Hockenheimring in Germany.

Constructors of GT race cars since 1990 and based in Leingarten Germany, Callaway Competition possesses a wealth of experience, technical know-how and a broad network of specialized professional partners. These elements were crucial to conduct such a large undertaking.



After nearly two years of comprehensive planning, intensive development and expert fabrication of vehicle components, Callaway Competition completed the first C7 GT3-R just a few weeks ago. Its striking design comes as a result of the collaboration between Canadian designer Paul Deutschman and team owners Giovanni Ciccone and Ernst Wöhr. Mike Gramke, Uwe Hoffmann, Florian Möhring and Andre Zanke were also heavily involved in the vehicle's development. Rüdiger Geckler coordinated the delivery of all components and the detailed assembly work was taken on by Herbert Schürg. All of these people played a key role and are acknowledged for their hard work and dedication.

The result is a GT3 racer built to meet all FIA rules and regulations. Powering the Callaway Corvette C7 GT3-R is a Chevrolet-based 6.2L V8 engine producing 600 horsepower, mated to an X-Trac 6-speed sequential gearbox with paddle-shift technology. Having put the C7 GT3-R through its paces, the development team is proud to report that it surpasses its predicted performance.

Callaway Corvette C7 GT3-R front 3/4

The new Callaway Corvette C7 GT3-R's will take to the track starting in 2016, competing with the world's fastest GT cars in a variety of racing series worldwide. The first C7 GT3-R to be campaigned by Callaway Competition's in-house race team is sponsored by Whelen Engineering of Chester, Connecticut, manufacturers of premium quality warning and signaling devices.



Ernst Wöhr and Giovanni Ciccone, managing partners of Callaway Competition, stated: "We wanted to set another milestone in our company's history with our new design, developing and constructing a future-proof vehicle that will be produced from 2016 and used for many years to come. As a small, privately owned team lacking the finances and human resources of the big automotive groups, we knew from the outset that approaching a project of this magnitude would be very daring. Therefore, first and foremost, we have to thank our employees and partners who have made it possible to finally set the C7 GT3R on its wheels. Everyone has given more than 100% and we truly can't thank them enough. We can be proud of our performance to date and are confident we will be rewarded with good results in the many races ahead."

Tuesday, October 6, 2015

All you need to know about the VW scandal




German car manufacturer VW is being investigated by EPA over claims of emissions test manipulation in 482,000 diesel cars. This is achieved through the use of cheat software, which recognises when the car is performing an emissions test. The investigation is a disaster for the company. We explain how VW has been cheating these tests, which cars are affected, how the authorities caught VW, what NOx are and what measures are being taken against Volkswagen.

How did the VW emissions scandal begin?
The Californian Air Resource Board (CARB) and the Environmental Protection Agency (EPA) became suspicious back in May 2014 when tests on a VW Jetta and a VW Passat registered emissions readings far above the expected values. The Nitrous oxide readings were particularly high; readings were up to 40 times higher than the permitted limits.

When confronted with the results, VW dismissed these cases as anomalies and stated that various technological and usage factors could explain the readings. After a voluntary recall by VW, EPA carried out new tests in December 2014. Once again, extreme discrepancies between dyno test and road test results were discovered. Only after EPA threatened VW with sales bans for these models as of 2016 did the German motoring company reveal the truth; special software, designed to recognise tests and deactivate emission controls in the exhaust system, had been installed.

EPA has thusly accused Volkswagen of violating the US Climate Bill, and is demanding the recall of 482,000 diesel vehicles in California, in addition to fines of $37,500 per car, or 18 billion US dollars in total.

How are exhaust emissions tested?
In Germany, dynamometer (rolling road) emissions tests must be carried out in accordance with ECE Standard R83. The current handbook for carrying out NEDC (New European Driving Cycle) consumption & emissions testing cover 56 pages of densely packed text. Even with such detailed rules and regulations, car producers still have many fully legal options with which they can influence test results for their own benefit.

The influence of computer controlled motor management today is perhaps best demonstrated by the changes in the legally required emissions testing every car must pass. Only a few years ago, cars were hooked up to tubes and pipes in order to examine the exhaust gases for CO and CO2 levels. Nowadays, the examiner merely has to connect to the OBD II on-board diagnosis system; the software will display all relevant information: lambda sensor function, catalytic converter effectiveness, potential engine misfires, as well as data from the secondary air system, the turbocharger, etc. The modern emissions test is therefore more of a data inspection than anything. The engine control system that compiles this data is encoded; the system itself cannot be viewed by the examiner.

What “legal” options for the manipulation of emissions and consumption testing do manufacturers have?
The standard lab testing cycle has been known for years, giving manufacturers loopholes through which they can optimise their efficiency and emissions for the test rig. This can be achieved by turning off energy sapping equipment such the air conditioning; adapting the charging cycle of the alternator; eliminating temperature differences; using a cold air supply; or eliminating certain load conditions.

This affects both the behaviour of exhaust gases and fuel consumption. The consumption testing that new cars are put through clearly demonstrates the weakness of the standard test. In Germany for example, an unrealistic speed limit of 120 km/h is prescribed for rolling road testing.

In 2007, an auto motor und sport reporter stated “If you look closely at the NEDC road simulation profile, it is immediately apparent how far removed it is from reality. [...] The car completed a total route of 11.007 km at an average speed of 33.6 km/h. [...] It is for this reason that auto motor und sport performs its own efficiency testing for every test car, covering a total distance of approximately 2,500 km.über eine Gesamtstrecke von rund 2.500 Kilometern."

Further tests by auto motor und sport demonstrated differences of approximately 25% between lab-tested consumption and true consumption. In 71% of all vehicles tested, real-world fuel consumption was higher than that achieved during NEDC testing.

How does Volkswagen’s manipulation work?
As if all the legal loopholes weren’t enough, the VW models in question are also equipped with software that manipulates the results. The electronic motor control system is able to recognise that it is being tested through markers such as the position of the accelerator pedal and the fixed position of the steering wheel. The car then reduces the amount of diesel injected, increases the amount of air in each combustion stroke, and perhaps also alters the timing of each injection in order to optimise emissions readings. As load and comfort requirements are virtually non-existent on the dyno, the manufacturer doesn’t have to take power or performance into account.

Test recognition - legal or illegal?

One hotly debated aspect of the VW manipulation scandal is whether it is acceptable that cars recognise test conditions. Is it permitted, or is it forbidden? Vincenco Lucá of German testing body TÜV-Süd is clear in his response. “The car must be able to enter a ‘test mode’; this is necessary in order to switch off systems such as adaptive cruise control, ESP, ABS, and the activation of four wheel drive systems. This all goes to ensure safety during testing.

However, and this is the focus of the current discussion, whilst driver assistance systems may be deactivated, the engine control system may under no circumstances be tampered with. Changes to engine mapping are prohibited. In simple terms, only one engine mapping profile is permitted. This is the issue with the affected VW engines; they are fitted with a special program that recognises emissions tests and activates a separate engine mapping profile.

How was VW’s deception discovered?
The International Council on Clean Transportation (ICCT) had already provided results from comprehensive real-world road testing back in 2014. The tests were to demonstrate discrepancies between dyno and road test results, if any. The differences were enormous. There were vehicles that performed even worse than Volkswagen’s models.

Of all people, it was a German that set the ball rolling that eventually became the catastrophic avalanche for Volkswagen and the German motoring industry we see today. The ICCT’s Peter Mock suggested that the US versions of German diesel vehicles be tested. “The goal was to demonstrate that German cars in the US are cleaner than their European counterparts, as the standards in the US are stricter.” Mock told Manager-Magazin Online in an interview.

After VW models repeatedly demonstrated large discrepancies between emissions tests carried out on the dynamometer and on the road, experts became suspicious. They dramatically changed the dyno test cycle and combined two partial cycles into one. In this test, the VW diesels were proven to produce extremely high emissions, especially Nitrous oxides (NOx). The software didn’t recognise the new cycle as a rolling road test, and instead the standard engine mapping was used, in which the engine control system focuses on performance and efficiency, with little regard for emissions.

What are Nitrous oxides (NOx)?
NOx, or Nitrous oxide, is the collective name for molecular compounds composed of Nitrogen and Oxygen atoms. The two most important types are Nitrogen Monoxide (NO) and Nitrogen Dioxide (NO2).

Nitrogen oxides belong to a group of reactive Nitrogen compounds that can cause environmental damage in many different ways. Together with volatile hydrocarbons, Nitrogen oxides are responsible for the summer increases in ozone formation and also contribute to fine dust pollution, according to the Federal Environment Agency.

The effects of NOx are especially problematic for Asthma sufferers; higher concentrations can lead to bronchial constriction. Nitrogen Dioxide is particularly toxic to plants; effects range from necrosis (where the leaves turn yellow), to premature aging and stunted growth. Dissolved, Nitrogen Dioxide also contributes to soil over-fertilisation and acidification. This is also an issue in bodies of water.

How can NOx emissions be reduced?
There are three main methods to reduce NOx emissions from diesel engines to accepted levels: Exhaust gas recycling, NOx storage traps, and SCR (Selective Catalytic Reduction). The optimisation of turbo- and superchargers and injection timings can also help in reducing emissions.

A NOx storage trap works by trapping Nitrous oxide molecules on a surface in the exhaust system, most commonly made of a Barium compound. When the trap is full, the Nitrous oxides are converted into harmless Nitrogen (N2) and non-toxic Carbon Dioxide (CO2). Carbon Monoxide and Hydrocarbons from the exhaust gases act as reductants.

SCRs require ammonia (NH3), which is stored in an additional tank as an aqueous solution (AdBlue) and injected into the combustion process. This causes a chemical reaction, the products of which are water (H2O) and Nitrogen (N2).

Which VW models are affected by the current emissions scandal?
The US models in question (Golf, Jetta, Passat, Beetle, Audi A3) are all fitted with the EA 189 2.0 litre TDI motor, which is used across the entire Volkswagen group in many different models. In order to reduce emissions, this engine uses an NOx storage trap. The Passat is furthermore fitted with SCR. Although the readings from the Passat were better than those taken from the other models, emissions were still many times higher than the permitted levels.

Volkswagen has now admitted that this cheat software can be found in 11 million cars with this motor. The majority of these motors will be unaffected by the inclusion of the software, according to VW.

Why are the tests themselves part of the problem?
Rolling road tests make standards replicable, and results reproducible. Laboratory conditions are the same for all manufacturers, and make the results comparable. Manufacturers can therefore orientate themselves better to market benchmarks and legal limits. But, as with all tests and examinations, well-prepared examinees fulfil the tested parameters exclusively. That is to say, the development of exhaust technology is not focused on producing the lowest amount of dangerous emissions possible, but rather cars that can pass the tests. More is made of consumer-relevant factors as efficiency, performance and comfort. None of this can be held against car manufacturers; they are operating entirely within the legal limits.

That isn’t the case with VW. The 2.0 litre TDI doesn’t achieve the legal standards; only with the help of the cheat software can the motor manage this. Volkswagen crossed the line between optimising engine control to pass the test and fraud. This was achieved using special software installed specifically to complete the test cycle. Essentially, the cars driving on the road are different beasts to those completing the test.

One problem is that all cars demonstrate significantly worse emissions readings on the road. This issue was recognised by the Baden-Württemberg State Institution for Environment, Measurement and Conservation (LBUW) back in April 2014. Real-world road testing showed that the average NOx emissions of EU6 diesel engines were up to eight times higher than the legal limits. To compare: The VW diesels exCee’ded US legal limits by a factor of 40.

Environmental agencies have been demanding for years that mobile testing become the standard form of testing; after all, air pollution isn’t created in the lab, rather on the road.

Do other brands employ such illegal test manipulation measures?
Christof Gauss, Head of Automobile Testing at the ADAC Test Centre in Landsberg, makes his point clear. “We cannot rule out that other companies are using these cheats, even in Germany.” Previous real-world tests performed by ADAC demonstrated excesses of 300 - 700% over legal limits. Even the Volkswagen CC, currently undergoing long-term emissions testing, produces excessive NOx despite the regular activation of its SRC system.

Gauss is another expert that voices approval for Portable Emission Measuring Systems (PEMS) in order to monitor pollutants in real-world situations.

What does Dieselgate mean for VW?
Volkswagen now faces a catastrophe of its own creation, of which the scale constantly increases. The threat of fines of up to $18 billion is currently the least of its worries. Just through the drop in share price, the company has lost over $27 billion in value since 18th September. The share price of subsidiary company Porsche has also dropped by more than 30%. The first compensation claims from shareholders have started arriving too.

The US Ministry of Justice has also commenced criminal investigations against VW, personally addressed towards managers of the multinational. Furthermore, the first class-action lawsuit was filed on the 18th September by VW customers, claiming that the affected cars have lost thousands in value. The German Transport Minister has called for VW cars to be emissions tested by an independent body, and the EU has announced it will be taking a particular interest in emissions values of the entire automobile industry.

What does the VW emissions scandal mean for the diesel?
According to Christof Gauss, Head of Automobile Testing at the ACAC Test Centre in Landsberg, the diesel will continue to have a future, despite the current issues with emissions limits. He explains that HGVs face very strict NOx testing, however thanks to the use of SCR systems, legal limits are only exCee’ded by up to a factor of 1.5 when road tested as opposed to lab tested.

Florian Flaig, Spokesman for Bosch, is also certain of the diesel’s future. “Thanks to its efficiency, the diesel will continue to be a valuable tool in the fight to curb CO2 emissions.” The technology to ensure legal limits are also adhered to in real-world usage already exists. The ICCT tests (International Council on Clean Transportation), which provide the basis for the US tests that the VW models failed, have proven that this technology works: the BMW X5 performs especially well in real-world ICCT testing.

Emissions limits may however continue to prove a problem for diesel cars, especially in the USA. EU6 allows 80 mg of NOx emissions per kilometre, whereas the legal limit in California is only half of this. Highly compressed engines such as the diesel, which produce high amounts of Nitrous oxides are rarer in America. Some interpret the strict limits imposed on this type of engine as a policy to benefit domestic manufacturers, who flood the market with vehicles powered by giant petrol engines that burn through oceans of fuel and thereby emit especially high amounts of CO2. Conversely, on the other side of the Atlantic, European CO2 limits are becoming ever stricter. The frugal diesel engine is therefore especially popular there. But the automobile industry would be well-advised to dramatically reduce NOx emissions of these engines; the link to fine dust pollution in cities has been proven time and time again.

It is this fact that could facilitate the breakthrough of concepts such as plug-in hybrids and electric cars in the not too distant future. After all, they are the more expedient option, in terms of the future. Burning fossil fuels not only produces noxious gases, but also masses of CO2. This could be avoided by using renewable energy sources to provide the electricity for our vehicles.

It is entirely possible that we will look back on this episode in 20 years, not as the beginning of the end of the diesel, but rather the combustion engine in general.

Author
Gerd Stegmaier, Uli 

Thursday, October 1, 2015

VW fix would have cost $335 per vehicle




Since the Volkswagen diesel kerfuffle began, Bosch, the world's largest auto supplier, has been hooked up to a bullhorn trying to make sure everyone knows its side of the story. Bosch supplied VW with the engine management testing software, including delivery and metering modules, that VW then used to skirt emissions laws in the US. Bosch told VW in 2007 that it was illegal to use the software in cars it planned to sell yet VW did it anyway, according to reports coming out in German newspapers Bild am Sonntag and Frankfurter Allgemeine Zeitung.

That first warning came two years after VW started developing the small-displacement diesel, around the time that the two men pushing its development, then-brand chief Wolfgang Bernhard and engineer Rudolf Krebs, were telling their superiors that the engine needed AdBlue urea injection to pass US emissions. VW cost controllers wouldn't approve the AdBlue solution because it would add 300 euros ($335 US) to the cost of the vehicle. Bernhard and Krebs left the same year that Bosch advised VW about the software, two years before the engine went into production.

That's when things get cloudy. A report in Automotive News says that when Martin Winterkorn took over in 2007 as head of the VW Group and brand, he asked Ulrich Hackenberg and Wolfgang Hatz to keep working on the engine, and "[the] engine then ended up in VW Group diesels" with that problematic software still intact. No one has yet pointed any fingers at this latter chain of command, but like a game of Clue, right now they're the professors in the library holding the candlesticks.

Warnings didn't only come from the supplier: Frankfurter says VW's initial investigation has found that an engineer issued the same caution to the company in 2011. Neither Bosch nor VW would comment on the reports.

 By: Jonathon Ramsey

Wednesday, September 23, 2015

Statement from the Executive Committee of Volkswagen AG's Supervisory Board



In a meeting on Wednesday, September 23, the Executive Committee of the Supervisory Board of Volkswagen AG discussed in detail the manipulation of emissions data of Volkswagen Group diesel engines and came to the following conclusions:

1. The Executive Committee takes this matter extremely seriously. The Executive Committee recognizes not only the economic damage caused, but also the loss of trust among many customers worldwide.
2. The Executive Committee agrees that these incidents need to be clarified with great conviction and that mistakes are corrected. At the same time, the Executive Committee is adamant that it will take the necessary decisive steps to ensure a credible new beginning.
3. The Executive Committee has great respect for Chairman Professor Dr. Winterkorn's offer to resign his position and to ask that his employment agreement be terminated. The Executive Committee notes that Professor Dr. Winterkorn had no knowledge of the manipulation of emissions data. The Executive Committee has tremendous respect for his willingness to nevertheless assume responsibility and, in so doing, to send a strong signal both internally and externally. Dr. Winterkorn has made invaluable contributions to Volkswagen. The company's rise to global company is inextricably linked to his name. The Executive Committee thanks Dr. Winterkorn for towering contributions in the past decades and for his willingness to take responsibility in this criticall phase for the company. This attitude is illustrious.
4. Recommendations for new personnel will be presented at the upcoming meeting of the Supervisory Board this Friday.
5. The Executive Committee is expecting further personnel consequences in the next days. The internal Group investigations are continuing at a high tempo. All participants in these proceedings that has resulted in unmeasurable harm for Volkswagen, will be subject to the full consequences.
6. The Executive Committee have decided that the company will voluntarily submit a complaint to the State Prosecutors' office in Brunswick. In the view of the Executive Committee criminal proceedings may be relevant due to the irregularities. The investigations of the State Prosecutor will be supported in all form from the side of Volkswagen.
7. The Executive Committee proposes that the Supervisory Board of Volkswagen AG create a special committee, under whose leadership further clarifying steps will follow, including the preparation of the necessary consequences. In this regard, the Special Committee would make use of external advice. Further details about this will be decided at the Supervisory Board meeting on Friday.
8. The Executive Committee is aware that coming to terms with the crisis of trust will be a long term task that requires a high degree of consistency and thoroughness.
9. The Executive Committee will work on these tasks together with the employees and the Management Board. Volkswagen is a magnificent company that depends on the efforts of hundreds of thousands of people. We consider it our task that this company regains the trust of our customers in every respect.

In a statement, Winterkorn said:

"I am shocked by the events of the past few days. Above all, I am stunned that misconduct on such a scale was possible in the Volkswagen Group.

As CEO I accept responsibility for the irregularities that have been found in diesel engines and have therefore requested the Supervisory Board to agree on terminating my function as CEO of the Volkswagen Group. I am doing this in the interests of the company even though I am not aware of any wrongdoing on my part.

Volkswagen needs a fresh start - also in terms of personnel. I am clearing the way for this fresh start with my resignation.

I have always been driven by my desire to serve this company, especially our customers and employees. Volkswagen has been, is and will always be my life.

The process of clarification and transparency must continue. This is the only way to win back trust. I am convinced that the Volkswagen Group and its team will overcome this grave crisis."

Tuesday, September 22, 2015

Volkswagen's emissions deception brings more scrutiny to entire industry


NHTSA Chief Wonders If Other Automakers Employ Same Tricks - By - Pete Bigelow


Volkswagen's emissions deceptions have hurt the entire auto industry's credibility with federal regulators. Days after the world's largest automaker confessed to installing software that circumvents emissions standards on approximately a half-million diesel vehicles in the United States, a top federal safety official says the company's dishonesty will force government officials to view the entire auto industry with heightened skepticism.

"Your first question has to be, 'How extensive is it through the whole industry?' You don't know if it's a unique case or if other people are doing it," said Mark Rosekind, administrator of the National Highway Traffic Safety Administration. "The unfortunate part is you're not going to worry about one person. It's extended to the entire industry. If they did it, someone else could do it."
"They tell you one thing, you question it." - Mark Rosekind
Rosekind's agency doesn't bear responsibility in investigating the emissions cheating. That falls to the Environmental Protection Agency, which served Volkswagen with a Notice of Violation on Friday that alleged the company's diesel vehicle equipped with 2.0-liter engines contained a defeat device that allowed the cars to detect when emissions testing was taking place. In normal driving situations, the cars spewed pollution at as much as 40 times allowable thresholds.

But because of the emissions cheating, NHTSA wonders if the German automaker has been cutting corners on safety standards or disingenuous on safety-related discussions. Speaking at an auto-industry event in Novi, MI, on Tuesday, Rosekind indicated no information can now be taken at face value. He used the phrase "Question assumptions" several times in discussing the case.



"Of course, question assumptions means, 'Is there some other safety element there that we're now going to have to investigate?" he said.

As it did in the General Motors ignition-switch probe, the Department of Justice has initiated an investigation of Volkswagen and the House Committee on Energy and Commerce announced it will hold hearings on the cheating. For NHTSA, criminal cases complicate matters. The agency core function is to regulate safety, not conduct criminal investigations. But in the early going, their investigators may be the first ones to spot wrongdoing.

Rosekind came to NHTSA after a five-year term as a board member at the National Transportation Safety Board, the independent federal agency charged with investigating transportation accidents. In that time, he said there was one investigation that involved a cover up.

"When you're on a safety investigation, it's a whole different look than a criminal one," he said. "So that's one of the problems here. Our folks found stuff, and it's not their job to look for criminal activity. That's one of the biggest lessons learned, to question assumptions. So to be clear: They tell you one thing, you question it."



He was not the only one dismayed about Volkswagen's conduct. In speaking about both the GM and Volkswagen criminal cases, Sen. Richard Blumenthal (D-CT) said Tuesday that he welcomed a criminal investigation into the German automaker's conduct. "Our auto-safety laws have been the province of industry lobbyists for far too long: We must rebalance the law by putting in place real and meaningful criminal and financial penalties," Blumenthal said, "a true deterrent against automakers concealing information that threatens human life."



Rosekind was making his first public appearance since the Justice Department announced it had reached a $900 million settlement with General Motors in its criminal probe of the company's conduct throughout the ignition-switch crisis, which claimed the lives of 124 motorists and injured hundreds more. Asked if he thought justice was served with the settlement, Rosekind paused, before replying, "I'm going to highlight the NHTSA part, which is that the DOJ validated everything that we found in the NHTSA investigation."