Girl on Cars

Sir Stirling Moss at the Concours d'Elegance

(Credit: Nathan Lang)

Formula 1 has long been considered the pinnacle of automotive and motorsport technology. Many advancements on road cars, including paddle shifters, traction control and improved tire technology, have come out of the development of these engineering marvels.

Sir Stirling Moss, who drove in 66 Grand Prix races between 1955 and 1961, was an honorary judge at this year's Concours d'Elegance at Pebble Beach. While he was carefully studying the lines and mechanics of this year's competitors, we had a chance to ask Moss, now 77, a few questions about his role in racing and how today's cars have changed.

For one, the sheer number of races in a season was far greater when Sir Moss was racing. In the 1955 season, there were 7 races that counted toward the world championship title, and 16 non-championship races. In Moss' final year, there were 8 championship and 36 non-championship races. Today, F1 drivers only have to compete in 17 races per season.

"Back then we had many more races a year," Moss said. "And we still had time to chase pretty girls."

Current Formula 1 cars are some of the fastest in the world. The 2.4 liter, naturally-aspirated V8 engines are mandated to rev at 19,000 rpm (although they're capable of more) and can reach speeds of nearly 220 miles per hour. But being on the forefront of technology doesn't come cheap. Today's teams spend between $57 million and nearly $420 million on the sport annually.

So what does Moss think of these contemporary carbon-fiber speed demons?

"I think they're just staggering," Sir Moss said. "In the old days, you'd just buckle yourself in. It's quite different now."

A survey released today says the 2008 model year will yield the highest percentage of gadget-filled cars in history.

2008 BMW 5 Series: Techiest car in the world

The study, conducted by Telematics Research Group (TRG) and based on 100 cars announced for the 2008 model year, says almost 70 percent of cars for sale in North America will offer voice-activated, hands-free Bluetooth phone support. Navigation systems will come standard in 80 percent of announced MY08 models.

Portable music player support will also be at an all-time high. According to TRG's Technology Availability Index, 50 percent of cars will have direct iPod connectivity, and 90 percent will have auxiliary input and/or flash memory interfaces. (Not too long ago, those of us wanting to connect our iPods directly to our cars had to shell out around $300 for a stereo shop to install a third-party solution.) Some automakers are also taking a chance on the growing popularity of USB; 20 percent of upcoming models will offer support.

Other technology becoming more widespread in new cars includes safety systems like parking assistance; 60 percent of cars will have ultrasonic park assist as standard or optional equipment. Camera-assisted parking will be available on 30 percent of MY08 vehicles.

TRG named the 2008 BMW 5 series the most technologically advanced vehicle in world for that model year. According to the survey, it has the highest number of electronic features and gadgets available as standard or optional equipment. The German car beat out the Lexus LS-460, which led the pack in the '07 model year.

Availability of features for 2008 model year

Chevy Tahoe hybrid

General Motors is banking on the increasing demand for fuel-efficient cars by launching hybrid versions of two of its full-size SUVs: the GMC Yukon and the Chevy Tahoe. And although the cars aren't slated to go on sale until this fall, GM is already busy building buzz.

The new models, available in both two- and four-wheel drive, use a "two-mode" powertrain designed jointly by GM with BMW and Daimler-Chrysler. This Hybrid Operating System (HOS) allows the car to operate either on electricity or gasoline, depending on the power needs of the car.

Allocation of electric power versus gasoline power is determined by a combination of factors, including driver input, speed and terrain. GM claims the Tahoe can run with gentle throttle input (that is, no punching down on the gas pedal) up to about 32 miles per hour purely on electric power. If the driver reaches higher speeds, accelerates quickly or starts up a steep grade, the internal combustion V8 engine will kick in to deliver more power. The two-mode system also provides enough juice to tow up to 6,200 pounds.

Like other hybrids, the Tahoe and Yukon use regenerative braking to help recharge the car's 300-volt nickel-metal-hydride battery when the car stops or slows down. Two electric motors power an electronically variable hybrid transmission.

GM hasn't released numbers in any detail yet, but the company claims the new hybrids are 40 percent more fuel-efficient in city driving alone, and 25 percent more fuel-efficient overall than their nonhybrid counterparts. The big discrepancy between city and overall performance is due, in part, to the fact that the car relies more heavily on electric power at slower speeds, and because city driving requires more braking, which charges the battery more often.

GMC Yukon hybrid

While the two-mode system seems to provide ample power, it's hard to believe the typical full-size-SUV owner would use these cars in a manner that would achieve maximum fuel efficiency. Passengers and cargo, as well as towing, affect gas mileage drastically. Even with a light load, fuel efficiency can vary greatly from driver to driver -- lead-footers will see that fuel gauge needle drop much faster.

Even under optimal driving conditions, a mere 25 percent overall improvement in fuel quality is a little disappointing. The 2007 nonhybrid models of the Tahoe and Yukon are rated between 15 and 22 miles per gallon, depending on the trim level. That means, at their best, the new hybrids will perform 3.75 to 5.5 miles per gallon better overall (although GM says city driving alone yields an improvement of 6 miles per gallon).

That said, continued consumer demand for horsepower and a simultaneous increase in environmental awareness must make it incredibly difficult for designers and engineers to strike a balance between fuel efficiency and performance, especially with vehicles this size. With these seemingly conflicting interests in mind, the Tahoe and Yukon do a fair job pleasing some without alienating others. And while GM's hybrid models are a step in the right direction, the reality is, at this point in time, gigantic SUVs still aren't good for the environment.

GM plans to unveil hybrid versions of other cars and trucks over the next couple of years, including hybrid Saturn and Cadillac models. Could a fuel-efficient Escalade be on its way?

One big yellow bus is going green in Napa County. The Northern California school district today received a plug-in hybrid diesel-electric school bus -- the first of its kind in the state.

The move is part of a nation-wide initiative aimed at reducing school bus emissions and cutting costs by improving fuel efficiency. The program is led by Advanced Energy, a non-profit corporation based in Raleigh, N.C.

The bus, which doesn't look terribly innovative on the outside, is built by IC Corporation, the largest school bus manufacturer in the country. It uses a hybrid drive technology dubbed a Charge Depleting System, or "Plug In," created by Enova Systems. The manufacturers claim their bus will deliver 70- to 100-percent better fuel economy than traditional school buses, depending on the route.

The bus runs on a diesel engine and a 25/80-kilowatt hybrid-electric power train incorporating a transmission, batteries, and an electric motor. And while the diesel engine is still the bus' primary source of power, the electric battery activates when needed to reduce the amount of fuel required. The hybrid bus can also run on biofuel blends, giving it the potential to be even more eco-friendly.

The program sounds great in theory, but so far only 19 buses are scheduled to be delivered throughout the country by the end of the year. With up to dozens of school buses running in each district in every state, it's hard to gauge whether the handful of new hybrids will make a significant difference.

School districts in Washington, Arkansas, Pennsylvania, Florida, and North Carolina have already purchased and received their buses. Other states slated to get the hybrid bus include New York, Iowa, Texas, Virginia, and South Carolina. Most districts have ordered one bus each; a few districts have ordered two.

For more information on the Plug-In Hybrid Electric School Bus Project, visit www.hybridschoolbus.org.

Tesla Motors CEO Martin Eberhard was in Los Angeles today to give members of the Motor Press Guild the story behind the making of its cars. For the past couple of years, the Bay Area-based company has gotten oodles of press coverage, much of it on the merits of its technology. But until this afternoon I wasn't entirely convinced. First, some background:

A year ago, I stood on Peter Hay hill at the Concours d'Elegance in Pebble Beach with a rather prominent car designer. Not too far in the distance, hordes of spectators gathered around a pair of sleek, sporty little roadsters.

As a gearhead, tech enthusiast, and former Silicon Valley resident, I'd already heard the buzz about the $100k electric sports car built on a Lotus Elise chassis. But it was the first time I'd seen the car in person, and I wasn't the only one who was staring. Those cars, parked in the lush grass near the Lodge, were stealing the show from much more powerful automotive heavyweights. Sure, the cars looked good. But could the company last? I'd seen too many dot-com sob stories in the 1990s to believe in fairy tales.

I asked the aforementioned designer what he thought of it all. He shrugged his shoulders and said he was sure some people would buy the roadster, but at the end of the day, electric cars were not practical, long-term solutions. Besides, he added, all those batteries would go into a landfill at some point, trading one environmental problem for another.

In the months that followed, I kept an eye on the media circus surrounding the small automotive startup, but remained skeptical about Tesla's ability to change the world.

Boy, was I wrong.

Here are some things I learned about the Tesla Roadster today:

• The car, while based on the Lotus Elise, was almost entirely redesigned for Tesla. Only the front end of the Elise chassis was kept in the retooling. So my racing buddies and I apologize for snickering when the car won the Gold International Design Excellence Award. Although, to be fair, the designer is Barney Hatt, principal designer for the Lotus Design Studio, so Lotus should still share some credit.
• The door sill in the Tesla Roadster was lowered considerably from that of the Elise, to make the car easier to get in and out of. To compensate for the height difference, the side rails had to be made much stiffer and stronger. Even though Tesla's version has lost that sitting-in-the-bathtub feeling, it's still fun to watch tall, middle-aged men struggle to extract themselves, one leg at a time, from the tiny cockpit. (Here's a hint, guys: Swing both of your legs over the sill at the same time, then push yourself out. I gave someone a demonstration in the parking lot after the meeting.)
• The Tesla has custom headlights. They're really expensive.
• The lithium ion battery pack used in the roadster is estimated to have a lifespan of about 100,000 miles. Not only that, Tesla has partnered with a recycling company that will shred and re-appropriate those battery components when they've given up the ghost. Eberhard also explained that a liquid cooling pack in the car keeps the batteries at room temperature for maximum performance (unlike the average laptop battery that only lasts a couple of years, thanks to its proximity to a scorching hot processor).
• The Tesla Roadster redlines at 13,500 RPM. Dyno testing took the engine up to 18,000 RPM. That's almost on par with Formula One cars. Bernie Ecclestone, are you paying attention?

So, I realize this stuff is hardly breaking news. With Tesla securing $45 million in Series D funding back in May, it's obvious that the Important People already had faith in this fledgling venture. I was just late to the party. I was quite pleased to discover that Tesla really is doing its best to make a positive contribution within the automotive industry.

One major problem still exists, however: How I'm going to afford one.

A small group of automotive journalists gathered recently in Southern California to watch an unusual sight: A fully functional Volkswagen Touareg that could be controlled without anyone in the driver's seat.

The custom-made SUV was part of a special showcase hosted by Volkswagen, where a select few got a glimpse at some of the stunt driving skills used in the making of The Bourne Ultimatum, the third and newest installment of the Bourne films. The movie's stunt team developed a special cockpit attached to the top of the Touareg, complete with a seat, steering wheel, and pedals that allowed the driver to control the car from the roof. With the stunt driver "hidden" on top, camera crews had the freedom to shoot the actor in the driver's seat from any angle without obstruction.

Each of us got a chance to ride along on a choreographed chase in the driver's seat of the custom-made Touareg, dubbed a Remote Driven Vehicle (RDV) by its creators. The car had to be put in gear from the inside, but once the RDV was in drive, we passengers were completely at the mercy of the madman--er--professional up above. It was exciting (and a little disconcerting) to watch the driver's steering wheel turn by itself as we chased a nimble GTI though a series of narrow, makeshift alleyways of cardboard boxes.

After the RDV demonstration, we got personalized instruction from the professional drivers on how to do a variety of car-control moves, including J-turns, reverse 180s, and power sliding into a parallel parking spot. Needless to say, a lot of cones were killed in the process.

Watch official video of the RDV and other behind-the-scenes action from The Bourne Ultimatum here.

Welcome to Girl on Cars, a new destination for tech-savvy motoring enthusiasts. Here you'll find information (and lots of opinion) on a variety of automotive-related topics, including new car models, aftermarket accessories, design trends, fuel efficiency, and racing.

Beyond news and product reviews, this blog celebrates the lifestyle of cars and car culture. Sneak a peek into exclusive industry events, from new product launches to the making of Hollywood chase scenes.

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Laura Burstein writes on a freelance basis for Forbes Autos, Edmunds.com, and Jalopnik (part of Gawker Media).