Author: kurt

Or, at least, to watch the above commercial over and over again. It was approved for Canada, but the shocking intimation of lipstick lesbianism proved too much for U.S. censors, who felt certain that it would corrupt the minds of television viewing audiences. Watch it at your own peril.

We gave you the rundown and a few photos yesterday, but here’s Porsche’s press release video on the 918 Hybid Concept they’re showing in Geneva. I still don’t believe the performance numbers quoted by their marketing people, but at least they stopped short of saying that the 918’s trunk held a shark that fired laser beams from its eyes. It’s still car porn of the finest order, and at least you get to see it move in the video.

Another sexy Geneva concept car was unveiled yesterday, this time from Alfa Romeo. Dubbed the “2uettottanta” (two-etto-tanta, say it with me), the name is an homage to the storied Alfa Romeo Duetto, one of the all time classic roadsters. More pics after the jump.

No word on power from the turbocharged 1.75 liter motor, but the layout appears to be front engine, rear drive. Dimensionally, it’s a little bit bigger than the pictures make it look. Compared to a current generation Mazda Miata, the 2uettottanta is about 8 inches longer and 3 inches wider, with a slightly longer wheelbase.

Now that we’re likely to see Alfa in the US again, I say build it but keep it simple. We really don’t need the weight or complexity of a power retractable hard top; a simple cloth top will do just fine, thanks. Build a base model with a six speed manual and cloth interior and price it below $25k. Make a premium model with a leather interior and more farkles (heated seats, Bluetooth,etc.) and price it just below $30k. I suspect there are enough of us gear heads with a soft spot for Alfa Romeos that you’d sell them by the boatload.

General Motors has announced the recall of 1.3 million Chevrolet and Pontiac models sold in the U.S., Canada and Mexico. The recall was prompted by complaints of power steering motor failure, and effects the following vehicles:

2005 to 2010 Chevrolet Cobalt
2007 to 2010 Pontiac G5
2005 to 2006 Pontiac Pursuit (Canada)
2005 to 2006 Pontiac G4 (Mexico)

A power steering motor failure would not result in a loss of steering, but it would increase steering effort at low speeds. A failure is indicated by a warning light and chime.

GM is targeting older models first, as the failure usually occurs after 20k to 30k miles of driving. As you’d imagine, it will take GM some time to build up parts inventory before they can begin accommodating all customers.

A new California regulation will require vehicle manufacturers to reduce heat absorption through vehicle glass by using reflective glazing on 2012 model year vehicles. Deemed the “Cool Cars” law, its purpose is to reduce the interior temperatures, thus reducing the demand on vehicle air conditioning systems and (in theory, at least) reducing greenhouse gasses.

Problem: the reflective glazing blocks solar radiation, but it also blocks signals from cell phones (a good thing, unless you’re dialing 911) and GPS-tracking devices worn by felons (a bad thing). Forget about using windshield mounted transponders for toll booths or security gates, because they won’t work through the reflective glazing, either.

Automotive paint and glass technology is expected to improve by 2015, so the California Air Resources Board is only requiring reflective glazing until 2016. If you routinely use a cell phone or a toll transponder in your car, you may want to hold on to that 2011 model a few years longer than usual. On the other hand, if you’re planning on fleeing the police with an ankle transponder in place, the 2012 models may be looking rather attractive.

Source: Gas2.0

A few weeks back, I ran a piece on the “Uncoolest Cars of All Time”. While feedback was generally positive (which means I got fewer death threats than usual), several readers pointed out that the list was entirely generated from the perspective of an American driver and writer. Who dislikes hatchbacks. And forgot the Gremlin, Aztec, Pacer, Scion Xb, or whatever car you personally deem uncool.

Guilty as charged, though I actually like hatchbacks and didn’t forget the cars you mentioned. I’ve driven all kinds of cars in a lot of different countries, but that’s not the same thing as being a local and understanding why, for example, a Citroen DS should make the list while a Ciroen BX should not. Why a Lancia Stratos is cool but a Lancia Delta is just a rebadged Fiat.

So here’s your chance: I’m working on a list of the ten coolest cars of all time: tell me five cars your country (or hell, your continent) has produced and why thet’re cool. If I agree, they’ll make the list; if I don’t, you can flame me when the list is published for ignoring your suggestion. A few words about each would be good, too, so I don’t have to try and figure out what the hell a Mosley-Nagant-Drophead-Shooting-Brake with a steam injected Otto cycle foursquare motor is.

Porsche held an ace up their sleeve, unveiling the 918 Spyder Hybrid Concept days before the opening of the Geneva Motor Show. The 918 is a mid engined V8 plug in hybrid, which produces over 500 horsepower. Per Porsche’s press release, the V8 works in conjunction with front and rear electric motors, which produce another 218 horsepower. A PDK 7 speed transmission delivers power to the rear wheels, while the electric motors power the front wheels directly via a fixed ratio. Lithium ion batteries provide current to the electric motors, and the car takes advantage of the Kinetic Energy Recovery System (KERS), converting recovered braking energy into electricity.

I stopped believing the press release when Porsche claimed that the 918 would hit 60 miles per hour in 3.2 seconds yet yield a average fuel economy of 78 mpg. Since we’re fantasizing here, can you give it a range of 500 miles and sell it to US customers at an MSRP below $20k?

Even if all the content is BS cooked up by Porsche’s marketing department, the body style is stunning. I see some Carrera GT in there, but I also see an homage to the Porsche 904, one of their most beautiful designs. I don’t care what you put in it, but build this car and make it affordable. Trust me, the buyers will come.

Source: Straightline

GM is supporting a Texas congressman’s push to require event data recorders in all vehicles sold in the United States. Event data recorders (EDRs) capture multiple data streams from a vehicle prior to the deployment of air bags. In some cases, EDRs record much more data and (in the case of Nissan GT-R owners) have been used to void warranty claims.

While no one would argue that EDR’s will assist with accident reconstruction and could potentially improve vehicle safety, there is a down side to capturing data that can be accessed by anyone with a subpoena. Say, for example, you’re stretching the legs of your ZR-1 Corvette when you lose control and total the car. If the events leading up to the crash were captured on an EDR, what happens when your insurance company subpoenas the data from the EDR? Do you think they’re going to honor your policy when it’s revealed that you were driving at 2x the speed limit?

Even if you feel no sympathy for the reckless Corvette driver, what happens when you rear end the car in front of you in rush hour traffic? Sure, you were only going 30 mph but you were distracted by the sun in your eyes and couldn’t stop your Buick in time. What do you think the insurance company will say when they get the EDR data and demonstrate that you were tailgating? “Coverage voided,” would be my guess.

Today, insurance companies aren’t allowed to deny coverage based on EDR data. How long do you think this will last? Today, EDR’s generally record only the last few seconds before a crash. As flash memory increases in capacity and decreases in cost, what will stop manufacturers from building EDRs that record days, weeks or months worth of data? How long before this data will be used against you to deny warranty claims, issue citations or void insurance coverage?

Am I paranoid? Perhaps, but I can’t help but wonder who’s really behind the push for EDRs in all vehicles. If you dig deep enough, I’m sure you’ll find an insurance company link.

The USA broke a 62 year old gold medal drought in men’s bobsled when it took the four man bobsled gold in Vancouver. The driving skills (and sheer mass) of Steve Holcomb were essential to the team’s victory, as was the sled built by Bo-Dyn Bobsleds. While you may not have heard of Bo-Dyn Bobsleds, you’ve probably heard of one of its owners, NASCAR racer Geoff Bodine.

Geoff Bodine founded Bo-Dyn Bobsleds with partner Bob Cuneo, of Chassis Dynamics. Familiar with the engineering and materials necessary to build competitive race cars, Bodine approached Cuneo after watching the U.S. bobsled team struggle with their foreign made sleds at the 1992 winter olympics. Bo-Dyn Bobsleds was founded the same year, with a mission of incorporating current race car technology into a domestically designed and manufactured bobsled.

The initial results weren’t promising. The U.S. national team began using Bo-Dyn sleds in 1994, but struggled without a victory until the 2002 Winter Olympics in Salt Lake City. The Salt Lake City games saw the U.S.take two medals in four man bobsled (silver to USA 1, bronze to USA 2) and a gold in the two woman category. After 8 years of effort, it appeared that Bo-Dyn was on the right track.

Differences between a Bo-Dyn sled and one from their foreign competition aren’t readily apparent to an untrained observer, and Bo-Dyn doesn’t publish any information that would help their competition. As close as Bo-Dyn comes is admitting that their sleds are significantly quieter than the competition’s; could this indicate an advantage in runner technology? Aerodynamics? Shell stiffness or composition? Bodine isn’t saying.

After eighteen years of effort, Bodine’s passion for the sport of bobsledding hasn’t dimmed; he was trackside at Vancouver to see Holcomb drive Bo-Dyn’s Night Train to a track record and olympic gold medal. In an effort to raise money for the USA Bobsled Team, Bodine sponsors the Geoff Bodine Bobsled Challenge each January, where race fans can watch their favorite NASCAR, IRL and NHRA drivers compete in a weekend of bobsled racing and general hoonage. Bodine also raises money via donations and the sale of Team USA merchandise. Want to sponsor a sled or buy a Night Train t-shirt? More info here.

The Liguri Border Comb Route, known locally as the LGKS, is a former military road that winds along the Italian – French border in the southwest corner of Italy. Built as a military road, it’s original purpose was to support military installations strategically located along its 39 mile length. Today, the forts are abandoned and the LGKS serves as a mecca for off road enthusiasts on two and four wheels. The trail leaves little room for error, so it is not for the novice rider or driver as the above video illustrates. More vids after the jump:

As you’d expect, the Ligurian Alps are also crossed by hiking trails. What do you do when you’ve ridden the Liguri Border Comb Route a few hundred times and are in need of a new challenge? Why, ride the hiking trails, of course!

If the first video gave you vertigo, don’t even think about watching the next two. On the other hand, if you want to admire some spectacular scenery and watch some unbelievable off-road riding skills in action, take a look at the vids below. Besides, it’s Monday – you really didn’t think you were going to be productive today, did you?

Congrats to Ken Block, Alex Gelsomino and the Monster Energy World Rally team for taking the win in this weekend’s 100 Acre Wood Rally. The victory is Block’s fifth consecutive 100 Acre Wood win, but his first win in the event driving a Ford.

Despite a challenging first day that left Block behind Travis Pastrana’s Subaru and the Mitsubishi of Antoine L’Estage, the Monster Energy team was able to make up lost time in the second stage. L’Estage was penalized for a water crossing issue and Pastrana broke a rear control arm, allowing Block and Gelsomino to move into first place.

There are a lot of good things about living in the USA, like driving on the correct side of the road or being able to own guns. On the other hand, living in the UK has its own unique advantages, besides being able to buy a Ford Focus RS.

Take, for example, the spokesmodels used to sell us insurance in the US. We have the Geico gecko (pictured above), Flo the uber annoying Progressive pitch woman and Erin, the disturbingly hot Esurance cartoon character.

Britain, on the other hand, has Bennets babes. Their job, it appears, is to convince you to purchase motorcycle insurance through Bennets. I can’t even buy their insurance, yet I’m strangely convinced it’s the correct coverage for my needs.

If we agree to drink tea, watch cricket, call a trunk a ‘boot’, use lorries instead of taxis and call our friends ‘mates’, will you send us a few proper insurance spokesmodels?

Source: TwoWheels Blog

Writing a “How to Drive” series is like trying to write a “How to Skydive” series. What sounds easy (jump out of the plane, count to ten and open your parachute) is really quite difficult. Many of the things I could teach you about driving require practice under the eyes of a trained instructor. You cannot learn threshold braking simply by reading about it; likewise, if you aren’t doing it properly, all the practice in the world will do you no good. Also, I can’t give specific advice unless I know what you’re driving and what your expectations are; therefore, I’ll need to make this as generic as possible.

With these points in mind, the sole purpose of this ongoing series is to answer some questions about driving that you may not even know you have. I’ll try to make it an enjoyable read, and there will not be a quiz afterward. I’ve got to give you the standard disclaimer as well – driving is dangerous, and while my goal is to make it slightly less so I can’t guarantee this. Read on and drive at your own risk.

Understeer

Understeer, or “push” in racing lingo, refers to the tendency of a vehicle to continue in a straight line when the wheels are turned. Understeer is the natural handling characteristic of front wheel drive and most AWD cars, for several reasons:

• The majority of vehicle weight is carried over the front wheels
• The front wheels must drive the car, brake and steer

Vehicle engineers consider understeer more “recoverable” than oversteer. Drivers with experience behind the wheel prefer their vehicles more neutral. So how do you turn your front wheel drive, understeering pig of a vehicle into a more neutral, better balanced car? Here are a few pointers:

• Tires. Most OEM tires suck monkey ass, and are on the vehicle because one of the major manufacturers bid lower than the others. Scrap your stock tires and spring for something a little stickier. Tire pressure is also critical here. RTFM when it comes to your correct tire pressure, then add two or three pounds to the front and rear. On a front wheel drive car, the fronts should carry at least two pounds more air than the rears.

• Shocks or struts. These things don’t last forever, people. In fact, it’s not uncommon for struts to wear out in as little as 30k miles. If your struts are weak, NOTHING you do will improve handling. Go for a premium aftermarket brand like Koni, KYB or Bilstein.

• Sway bars. Generally speaking, the stiffer the rear sway bar, the less the car will understeer. Unless you’re building a track car, don’t waste your money on “adjustable” sway bars because chances are you’ll just set ‘em and forget ‘em. Solid sway bar ends (as opposed to the stock, rubber mounted ones) also help firm things up noticeably.

• Suspension Bushings. As long as comfort isn’t a concern, consider changing your stock (rubber) bushings to polyurethane ones. Prepare to lose fillings regularly if you do, but isn’t that a small price to pay for better handling?

So, what do you do when you turn into a corner and your car keeps going straight? Simple. Do less of whatever you’re doing – turn less, brake less, accelerate less, etc., and the car will eventually regain traction. Don’t forget that understeer takes some room to correct; as much as you may like Ken Block, don’t practice this where the runoff area includes trees, OK? ?

Oversteer

Those of us who are old enough to have owned rear wheel drive cars as our first rides are WELL acquainted with oversteer. For those of you weaned on VW Golfs and Honda Civics, oversteer may not be familiar to you.

Oversteer (or “loose” in racing terms) refers to the back end of a car coming loose, usually quite suddenly. If corrected poorly, oversteer will most likely result in a spin.

In rear wheel drive cars, oversteer is generally caused by a lack of traction at the rear, coupled by a turn of the front wheels or uneven application of power to the rear wheels. Many things can cause oversteer, but slippery conditions, jerky steering wheel movements and inappropriate braking are usually the root cause.

Mind you, even front wheel drive cars can oversteer. Example? Sure – when first learning how to race cars, yours truly rented a Mitsubishi Eclipse from a local agency. Fast forward to the track day; I’m ten laps or so into this track, have the corners down pretty well and am building up my speed. Down the back straight, past my braking marker (“No problem,” says I, “it’s a front wheel drive car. I’ll just brake harder and take a later apex”). I’m hard on the brakes as I turn in; suddenly, my world is a blur and I feel like an astronaut in lateral G training. I’ve got one complete rotation in and I’m working on my second, when I realize that I’m not going to save this. Key point here: In a spin, both feet in (depress the clutch to the floor and depress the brakes as hard as you can if you know you’re not going to recover a spin). Since the car was an automatic, it was one foot in, but you get the point. OK, So I’m not gonna save it – lock the brakes and slide to the outside of the corner (away from traffic). Other lesson learned? When renting cars for track days, ALWAYS take the LDW insurance.

Anyway, now that you know about Mr. Oversteer, what do you do when he pays you a visit? As with understeer, slightly less of what you’re doing. Gently release some pressure from the brake or gas pedal, whichever your foot is on. Sudden, abrupt movements are very, very bad here. Now, steer the wheel (smoothly) in the direction that the back end is coming around. Feel that? That’s the rear of the car regaining traction. Congratulations! You’ve just caught your first slide.

For practice on catching slides, go to a deserted dirt or snow packed parking lot. In a straight line, accelerate to 20 mph or so. Now, turn the wheel hard left or hard right. What happens? You plow straight: this is understeer. Next, do the same thing, but turn the wheel and pull up the handbrake at the same time – this, my friends is oversteer. Practice catching slides until you get proficient at it, and you’ll learn to love oversteer too.

“Damn,” thought Dave, “there has to be an easier way to replace rear door speakers.”

Source: That Will Buff Out

Is your Ferrari Enzo not getting you the attention it once did? Has your Lamborghini Murcielago started to blend in with the others at your favorite restaurant? Concerned that you’ll see another Bugatti Veyron parked at your country club?

If it’s attention and exclusivity you crave, look no further than the Pagani Zonda Tricolore. Based on the Zonda Cinque, the Tricolore is a special edition built for a Spanish importer. Like the Zonda Cinque, it features a carbon fiber body and a 678 horsepower Mercedes V12. Unique on the Tricolore are the stunning translucent blue finish, the three color (hence the name) Italian flag striping, the triangular brake cooling inlets at the rear and the vertical stabilizer behind the cockpit.

How many Tricolores will Pagoni build? One, so you’re guaranteed the ultimate in supercar exclusivity. How much is it? About $1.75 million. If you want it, you’d better move quickly.

Source: Carscoop

Yesterday, Microsoft used a Digital Millennium Copyright Act (DMCA) takedown notice to demand that a copy of the “Microsoft® Online Services Global Criminal Compliance Handbook” (the Compliance Manual) be removed from Cryptome, a security website. As a result, Network Solutions felt obliged to takedown the entire Cryptome.org domain, a repository for thousands of important and controversial documents.

As is often the case, the ensuing uproar simply called more attention to the document in question. Yesterday evening, Microsoft wrote to Network Solutions and withdrew its takedown demand, while insisting that its copyright concern was nevertheless legitimate.

We appreciate that Microsoft acted quickly to correct its error, but are still disappointed that Microsoft nonetheless insists that, in the words of Evan Cox, outside counsel for Microsoft, “Microsoft has a good faith belief that the distribution of the file that was made available at that address infringes Microsoft’s copyrights.”

To the contrary, as we explain below, Cryptome’s publication of the Compliance Manual is a clear fair use under the Copyright Act.

To determine whether a use of a work is fair, courts engage in a case-by-case analysis, starting with the four factors set out in the Act: the purpose and character of the use; the nature of the work; the amount and substantiality of the work; and the harm to the market for the work.

On the first factor, Cryptome used the manual for a noncommercial, transformative purpose—to educate the public on how the government and Microsoft work together and to illustrate how much information is available about internet users. Cryptome did not stand to profit, and was not seeking to exploit the work for money.

Cryptome’s use is also transformative because it does not merely supersede original, but instead “adds something new.” Cryptome took a work designed to inform law enforcement how to work effectively with Microsoft, and, by putting it in a new context, formed the basis for newsworthy criticism of Microsoft and its compliance practices.

The “nature of the work,” factor also favors fair use: factual works like the Compliance Manual receive only thin protection under copyright law, especially where the material has been published.

The extent of permissible fair use copying varies with the purpose and character of the use, and, as the Ninth Circuit has held, “[i]f the secondary user only copies as much as is necessary for his or her intended use, then this factor will not weigh against him or her.” While Cryptome copied the whole work, the whole work was necessary for the public to understand Microsoft’s policies for allowing the government to obtain personal information about them.

The market harm factor balances the benefit the public will derive if the use is permitted and the financial gain the copyright owner will receive if the use is denied. Here, the public, many of whom have personal information stored by Microsoft, benefits by being informed of Microsoft’s compliance practices. And, since Microsoft does not sell or license the manual, posting it on Cryptome didn’t cost Microsoft a penny. As explained by the Supreme Court, a “use that has no demonstrable effect upon the potential market for, or the value of, the copyrighted work need not be prohibited in order to protect the author’s incentive to create.” This factor favors fair use as well.

The four factors are balanced in light of the purposes of copyright. And here, Microsoft does not need any copyright incentive to create the manual—it has plenty of business incentives to create a guide that will reduce the costs of its interactions with law enforcement. At the same time, Cryptome’s publication serves the welfare of the public by allowing the public to know how their information may be involuntarily disclosed to the government.

Evaluating all the factors together, a court should find that Cryptome’s publication of the Compliance Manual is a fair use.

Last week we introduced you to the glamourous world of tuner and local car show girls. We gave you a glimpse into their world of small town convention centers, unemployed boyfriends and endless attempts at upskirt photos from kids and adults alike. At RideLust, we recognize that some women want more from a career in auto show representation, so in this installment, we’ll cover the next step up the Car Show Girl Ladder: Umbrella Girls, aka Grid Girls, aka Paddock Girls.

What, you ask, is an Umbrella Girl? An Umbrella Girl is an ambassador of motorsports, a walking billboard and a tireless provider of portable ultra-violet protection for some of the best car and motorcycle racers on the planet. The key job of an Umbrella Girl is to provide temporary shade for racers as they sit on the grid, prior to the start of the race. Umbrella Girls must be strong enough to hold an umbrella for hours at a time, in sweltering heat, with a permanently affixed smile. They must be ideal physical specimens, as corporate logos will be prominently displayed across their perfectly formed chests and buttocks. Above all, an Umbrella Girl must never perspire, even if this requires her to seal every pore in her body with KrazyGlue.

You would think that Umbrella Girls have plenty of free time before the grid assembles and after the race begins. Sadly, this just isn’t the case. An Umbrella Girl is on the clock from the second she zips up her go-go boots or straps on her stiletto heels, until after the last drunken spectator has been dragged across the parking lot by his slightly-less-drunken friends. The ongoing job of an Umbrella Girl is to get as many spectators as possible, male and female alike, to stare at her chest. Pictures with hormonally crazed teenagers are strongly encouraged, as are photos with middle aged husbands reliving their glory days. The more people who stare at your chest, the better – that’s where the sponsor logos are.

The good news is that Umbrella Girls are actually paid by the companies they represent, in currency other than oxycontin, Pabst Blue Ribbon and fast food cheeseburgers. Yes, you still have men undressing you with their eyes. Yes, you still have teenaged boys burping the worm to your photos. Yes, you still have drunken women silently (or sometimes, vocally) calling you names because you’re far hotter than they’ll ever be. Here’s the good news: at this level, you’re dealing with a higher class of riff-raff. Depending on the racing series or event, the people slipping you their phone number will actually have jobs, and in some cases good jobs. Instead of being taken out to dinner in a 300 horsepower Civic with a rattle can primer paint job, you could be taken out to dinner in a late model Corvette, Porsche or even Ferrari.

Still, the life of an Umbrella Girl isn’t for everyone. You must look amazingly hot in lycra that’s really too small for a Barbie doll; the second you don’t, the agency kicks you to the curb for someone ten years younger. You must be willing to work at venues like the “Des Moines Pig Farmers Association Presents The Hog Slop 250” before you’ll be thigh to thigh with Valentino Rossi at the Grand Prix of Spain. It’s not intellectually stimulating work, since you’re not expected to know about the products, series, teams or drivers you represent.

If you’re good at staring into space with a vacant smile and want to travel the world getting drooled on by men of all cultures, a career as an Umbrella Girl may just be a good fit for you. If you want more, but still want to be linked to cars and motorcycles, there’s still hope: next time we’ll talk about auto show models.

Author’s note: So You Want To Be A Car Show Girl will be a semi-reoccurring piece on RIdeLust. It’s written tongue-in-cheek and should in no way be taken seriously. Except the part about sending us bikini or underwear pics if you’re over 18. We meant that. And we’re still waiting.

Need proof? How about some in car and on course video of Ken and navigator Alex Gelsomino shaking down their Monster Energy Ford Fiesta in preparation for this weekend’s 100 Acre Wood Rally in Missouri.

I love speed as much as the next guy (probably more), but four wheel drifting a car at triple digit speeds on a muddy farm road, a few feet away from tree line isn’t exactly my idea of fun. Mad props to Ken and the other Rally America and WRC drivers and navigators. I’ll take a stab at driving any race car on pavement, but I’ll yield the driver’s seat when it comes time to haul ass through the woods.

It looks like Ford did the right thing by bumping the horsepower in the 2011 Mustang GT to 412 and bumping the horsepower of the base V6 to 305; pre-orders of the pony car have approached 11,000 units in the first month. That’s three times the number of pre-orders that the “refreshed” 2010 Mustang received.

The base V6 pre-orders are up by 19%, and now account for 50% of all Mustang pre-orders. That’s not surprising when you consider that the base model is now within 10 horsepower of last year’s GT, yet delivers 30 mpg fuel economy. Think about that: the new V6 is putting out 95 more horsepower than last year, yet still getting 25% better fuel economy. Those are some mighty impressive numbers.

Source: Left Lane News

I’m not aware of a vehicle sold in the US today that doesn’t use throttle by wire technology. What is it? The videos below will explain that in as much detail as you could possibly want. To briefly describe it, throttle by wire uses sensors and motors to open and close the fuel injection’s throttle body. Previously, on both carbureted and fuel injected motors, this was done via a cable linkage between the accelerator and the carburetor or throttle body. Why go to throttle by wire? Theoretically at least, it’s more reliable, more precise and allows greater monitoring capabilities of emission control systems and engine performance.

Where did throttle by wire originate? In aircraft, where it was originally called “fly by wire”. As any DC3 pilot will tell you, muscling a big plane with cable activated ailerons, elevators and rudder takes some strength and endurance. As planes got bigger, heavier and faster, it became necessary to develop flight controls that used servo motors to do the hard work.

So if they’re used in aircraft, where safety is paramount, they should be bulletproof in other applications, right? The car manufacturers, Toyota especially, would like you to believe that. I have a friend who’s a flight control engineer on military aircraft, and he’s less than convinced. In his words:

“ To be honest, I’ve always thought it to be the height of arrogance by the car companies when they claim that (failure) COULDN’T be electronic. I work with aircraft flight controls. We use quad redundant electronic systems (when you take into account internal modeling, it is more like 8x redundancy) and monitor hundreds of parameters in clock cycles measuring in ms. We STILL get cases where we have failures that cause strangeneess in the air and our fleet is measured at around 1500 aircraft.

Take a car, with far less rigorous maintenance, working on a dual redundant system and tens, if not hundreds, of thousands of copies and I’d be shocked if there weren’t annunciated electrical failures.”

In any case, here are the videos, courtesy of Toyota. While produced by Toyota, they’re still relevant to other manufacturers, who use the same technology, albeit with slightly different hardware and software. Hat tip to Brad for the heads up on the videos.

Electronic Throttle Control Overview

Electronic Throttle Control System Animation

Electronic Throttle Control System Animation: Diagnosis

Electronic Throttle Control System Animation: What If?

Still have questions? Still want answers from Toyota? The following webinar, source of the above videos, was held on February 22. It goes into a bit more detail about Toyota’s testing process to counter RF and EM interference, and includes a Q&A session with the press. It’s about an hour in length, so make sure your coffee cup is full before you hit play.

Toyota Throttle Control System Webinar

Source: Toyota