• دانشجویان کالج فنی نیسان سه مفهوم را برای سالن خودرو توکیو 2025 آماده کرده اند.
• این کانسپت شامل یک نیسان Z استیشن است که عناصری از سه خودروی مجزای نیسان دارد
• این مجموعه همچنین دارای یک نیسان بلوبرد بسیار تیونینگ شده و تفسیری مدرن از نیسان اسکای لاین دوران Kenmary است.

دانشجویان کالج فنی داخلی نیسان سه مفهوم را برای سالن خودرو توکیو در ژانویه 2025 آماده کرده اند که یکی از آنها یک نیسان Z استیشن است.

کالج فنی نیسان نسل بعدی متخصصان خودرو را پرورش می دهد و دارای پنج پردیس در سراسر ژاپن است. این برنامه های تخصصی مانند آموزش نحوه ارائه می دهد آسیب های تصادف را تعمیر کنید یا در خودروها تغییراتی ایجاد کنید، در کنار برنامه های استانداردتر تعمیر و نگهداری خودرو. مفاهیم محدود شده برای سالن خودرو توکیو، یک جشنواره تیونر در مقیاس نمایشگاه سالانه SEMA در لاس وگاس، توسط دانشجویان شرکت کننده در یک دوره بدنسازی آماده شده است.

واگن Z، به طور رسمی Z Lealia، برای ارائه یک تجربه رانندگی اسپرت طراحی شده است و در عین حال می تواند تا حدی عملی ارائه دهد. نیسان گفت این برای والدینی است که ممکن است آرزوی داشتن یک ماشین اسپرت Z داشته باشند اما به وسیله نقلیه ای نیاز دارند که بتواند خانواده را حمل کند. سال گذشته دانش آموزان یک SUV Z ساختند.

آخرین مفهوم، که نام آن ترکیبی از کلمه سرب با familia، کلمه لاتین “خانواده” است، شش ماه طول کشید و در واقع بر اساس نسل M35 نیسان استیجیا واگن پرفورمنس که توسط نیسان بین سال‌های 2001 تا 2007 ساخته شد. برای اصلاح، مسیر عقب برای ارائه حالت عریض Z تعریض شد، در حالی که دریچه عقب که دارای آخرین نوار مشکی Z با چراغ‌های عقب یکپارچه است، از یک لیف الکتریکی گرفته شده است. ماشین پس از تکمیل، خودرو با همان رنگ زرد ایکازوچی ارائه شده در Z رنگ آمیزی شد.

نیسان نگفته است که این کانسپت از چه پیشرانه ای استفاده می کند، اما Stagea که بر اساس آن ساخته شده است با گزینه های مختلف V-6 از جمله یک توربوشارژ 2.5 لیتری V-6. درایو به صورت استاندارد به چرخ‌های عقب منتقل می‌شد، اما گزینه تمام چرخ متحرک در دسترس بود.

مفاهیم اضافی آماده شده توسط دانش آموزان شامل NEO Skyline و Bluebird Kiwami است. همانطور که از نام آن پیداست، NEO Skyline تفسیری مدرن از پلاک Skyline نیسان است، به ویژه دوران Kenmary Skyline در دهه 1970. این خودرو بر اساس نسخه کوپه نسل یازدهم نیسان اسکای لاین ساخته شده است، خودرویی که در ایالات متحده به عنوان اینفینیتی G35 کوپه اصلی، و دارای جزئیات امضای Skyline مانند چراغ های عقب گرد است.

Bluebird Kiwami بر اساس سدان نیسان بلوبرد نسل PU11 است که در دهه 1980 فروخته شد. کیوامی در زبان ژاپنی به معنای «نهایی» است و دانش‌آموزان آن را برای این کانسپت انتخاب کردند تا منعکس‌کننده تمایل آن‌ها به کامل‌تر کردن تمام جنبه‌های خودرو، از بیرونی تا داخلی و حتی عملکرد آن باشد. در میان اصلاحات، یک مسیر عریض قرار گرفته در گلگیرهای پمپ شده، یک ستون B حذف شده (که نیاز به رول کیج سفارشی داشت) و یک سیستم اگزوز ورزشی است.

سالن خودرو توکیو برای 10 تا 12 ژانویه در Makuhari Messe توکیو برنامه ریزی شده است. نیسان کانسپت‌ها و مدل‌های تولیدی دیگری را به نمایش می‌گذارد، از جمله R32 Skyline GT-R که توسط تیمی از مهندسان skunkworks به یک خودروی الکتریکی تبدیل شده است.

President James Earl “Jimmy” Carter Jr. died on Sunday, December 29, 2024 at his home in Plains, Georgia, at 100 years old. Carter will be remembered as a consummate humanitarian and Nobel Prize winning statesman who spent his retirement years building houses with Habitat for Humanity and all but eradicating a truly terrible parasite, the guinea worm, from the planet.

He will also be rather unfairly remembered as a weak, ineffectual leader, relegated to a single four-year stint in the White House; a rarity among modern presidents. It’s a reputation pushed by the Greed-is-Good Reaganites who immediately followed Carter’s single-term presidency. But looking back, it’s clear that Carter’s presidency included plenty of far-reaching changes that could have drastically altered the course of America — specifically, our dependency on cars and foreign oil, and our rate of toxic pollution output — if only we had stuck with his plans.

It is far beyond anyone’s ability to sum up such a man, even with a few thousand words to work with, but here’s how Carter biographer Jonathan Alter describes his subject:

With skills ranging from agronomist, land-use planner, nuclear engineer and sonar technologist to poet, painter, Sunday School teacher and master woodworker, Carter was the first president since Thomas Jefferson who could rightly be considered a Renaissance Man.

He was also the first since Jefferson under whom no blood was shed in war. And his record of honesty and decency — once seen as minimum qualifications — have loomed larger with time. At a farewell dinner just before leaving office, his vice-president, Walter F. Mondale, whose job Carter turned from punchline into a position of real responsibility, toasted the Carter Administration: “We told the truth. We obeyed the law. We kept the peace.” Carter later added a fourth major accomplishment: “And we championed human rights.”

Carter served as president from 1977 to 1981, during a time when the U.S. alone consumed one-third of the entire planet’s energy production — much of that going towards fueling the large, criminally inefficient cars of the era. Carter created ground-breaking policies that attempted to reverse this trend, many of which Regan dismantled quicker than a solar panel on the White House roof. Even so, there were some deeply-felt lasting effects of his administration. Carter wrote in his autobiography:

The Congressional Quarterly reported that since 1953 Lyndon Johnson, John Kennedy and I ranked in that order in obtaining approval of legislation proposed to Congress. The Miller Center reported that my record exceeded Kennedy’s.

Indeed, he got his legislative way in Congress 76.6 percent of the time, according to Politifact. He left a deep mark on this country, especially when it comes to the environment and the automotive industry. Carter was the first president to bail out an American automaker, Chrysler, with a $1.5-billion Treasury loan. He was the first to attempt to get oil companies to pay their fair share of taxes during times of record profits (and record gas-pump prices) and the first leader in the world to address global warming, and humanity’s role in it, as a reality.

Carter looked at our wasteful, energy-hungry American culture and struck a solemn — occasionally scolding — chord, imploring us to build toward a brighter future. But such a vision is not sexy, and it’s not fun. It’s certainly not part of what we think of as the go-go 1980s culture. Instead of seriously investing in innovations that would reduce our dependence on carbon-emitting oil from hostile countries, America chose to proceed in an entirely different direction, made clear when the electorate chose Ronald Regan by a landslide in the 1980 presidential election.

“Carter also envisioned electric cars by the mid-1980s, and would have used his power to push automakers in that direction, as he did on CAFE standards,” Carter biographer Jonathan Alter told Jalopnik. Alter believes that a second Carter term would have been much better in a lot of ways. “Starting with more compassion domestically and less saber-rattling abroad, where he would have likely completed the unfinished business of Camp David, namely some comprehensive Mideast peace deal that included an eventual Palestinian state. Carter told me this was his biggest regret about losing.”

Carter won the Nobel Peace Price in 2002, the committee citing his groundbreaking work towards peace throughout his career, both as president and as a private civilian. The Camp David Accords ended 30 years of hostility between Egypt and Israel and remain the longest-lasting peace agreement since World War II.

That’s not to say Carter was without fault. As president, Carter saved Chrysler (and the automaker paid off its debt to the American people seven years early), but the Carter administration also helped establish an emboldened corporate America where workers still regularly bear the burden of highly-paid CEOs’ mistakes. He created a new tax that would directly result in the rise of the SUV, inspiring automakers to revamp their ’70s gas-guzzler shortsightedness for the 21st century. And he led a White House that seemed chaotic and directionless when America yearned for strong leadership.

Let’s take a look at where this influential president went right — and where he went wrong — in his dealings with the American automotive industry.

Taking on Fuel Economy and Big Oil

By 1977, the concept of the modern suburb was only about 25 years old, but had overtaken the American way of life. By the 1970s, the number of cars on American roads had quadrupled in two decades, to 118 million vehicles, and the number of miles traveled by car had doubled. This was the Malaise Era of cars — a time of inefficient, poorly built, uninspired land yachts. The rise of in-car air conditioning shaved even more miles off the U.S. economy average, costing new car owners about two and a half miles per gallon.

Carter addressed this waste in his first address as president:

We have learned that “more” is not necessarily “better,” that even our great Nation has its recognized limits, and that we can neither answer all questions nor solve all problems. We cannot afford to do everything, nor can we afford to lack boldness as we meet the future. So, together, in a spirit of individual sacrifice for the common good, we must simply do our best.

The country was still reeling from the 1973 Gas Crisis, caused after the Organization of Petroleum Exporting Countries placed an embargo on U.S. oil sales in response to the U.S. re-supplying Israel during the Yom Kippur War. This caused a spike in gas prices and shortages in fuel across the country. OPEC ended its embargo in May of 1974, but fuel prices remained high while oil companies profited immensely.

To prevent another painful energy crisis, Carter’s predecessor, Gerald Ford, had signed into law the first Corporate Average Fuel Economy standard. This policy would eventually be expanded by the energy bill Carter promised in his inaugural address. Passed in 1978 as the National Energy Act, the collection of eight bills created the Department of Energy, pushed renewable energy goals, raised fleet average MPG requirements, reduced oil imports by supporting the U.S. oil industry, and imposed a gas guzzler tax which would increase as CAFE standards tightened.

Carter called the previous administration’s energy crisis the “…moral equivalent of war,” and he planned to come out with both guns blazing. His new Department of Energy would be put to the test just a year after its creation when, in 1979, Carter faced the moral war of his own energy crisis.

The Iranian Revolution and the subsequent hostage crisis sent oil prices soaring from $13 per barrel in mid-1979 to $34 per barrel by mid-1980 — despite the loss in oil supply being estimated at only four to five percent. Long lines at fuel pumps were once again angering Americans. But folksy Carter was famous for facing moral struggles. The president sequestered himself at Camp David for 10 days to consider the energy problems facing America. He met with leaders in business, science and faith, and spent hours alone studying and writing.

After this period of reflection, Carter believed he had identified the problem. In what would later become known as Carter’s Malaise Speech, he cut to the heart of U.S. consumerist culture:

The erosion of our confidence in the future is threatening to destroy the social and the political fabric of America. . . .

In a nation that was proud of hard work, strong families, close-knit communities, and our faith in God, too many of us now tend to worship self-indulgence and consumption. Human identity is no longer defined by what one does, but by what one owns. But we’ve discovered that owning things and consuming things does not satisfy our longing for meaning. We’ve learned that piling up material goods cannot fill the emptiness of lives which have no confidence or purpose.

The symptoms of this crisis of the American spirit are all around us. For the first time in the history of our country a majority of our people believe that the next five years will be worse than the past five years. Two-thirds of our people do not even vote. The productivity of American workers is actually dropping, and the willingness of Americans to save for the future has fallen below that of all other people in the Western world.

While certainly not wrong, saying as much is kind of a bummer. Amazingly, Carter’s incredibly low approval numbers received an 11-point bump after the speech, which was squandered a few days later when Carter fired five cabinet members. His presidency seemed scattered and chaotic heading into the 1980 presidential election.

In order to bring down gas prices, Carter would begin to deregulate domestic fuel markets even as he imposed a large tax on oil company windfalls during the nationwide gas shortages and price hikes. His policies would initially lead to an increase in domestic oil production of nearly 1 million barrels a day between 1980 and 1985, according to the Miller Center. However, the price of oil plummeted in the mid ’80s, and the tax became a significant hindrance to domestic oil production, while not raking in all that much dough for the federal government. It was repealed in 1988; politicians have been twitchy over the idea of taxing massive oil company profits ever since. President Joe Biden recently floated the same idea, which was almost universally panned as being doomed to repeat Carter’s failure.

Carter’s regulation of the auto industry wasn’t perfect, either. During his time in office, Carter expanded a tax on Japanese light-trucks in order to prop up domestic sales. Reagan would build on this policy in 1981, pressing Japanese automakers into “voluntary” export restrictions.

Further, light trucks were exempt from Carter’s strict new MPG standards, and continue to be exempt to this day. These little favors for the automakers would lead directly to the rise of deadly, dangerous and wasteful SUVs and trucks on America’s roads, setting us up for yet another energy crisis in 2022, when gas prices and inflation once again reared their ugly heads.

Carter told the Harvard Business Review he was proactive with automakers about building more fuel-efficient cars even before his own oil crisis. The heads of the Big Three were hesitant to get on board, however:

(…) I called in to my cabinet room the chief executive officers—the chairmen of the board and the presidents of every automobile manufacturer in the nation—along with the autoworkers’ union representatives. I told them we were going to pass some very strict air pollution and energy conservation laws. My hope was that they would take the initiative right then and commit themselves to producing energy-efficient automobiles that would comply with these strict standards. Their unanimous response was that it simply was not possible. I told them that automakers in Sweden and in Japan were doing it, so it was possible. But they insisted that they just couldn’t make a profit on it because their profit came from the larger automobiles. So they refused to modify their designs.

Eventually we passed a law that required them, incrementally and annually, to improve their automobiles’ efficiency and to comply with environmental standards. In the meantime, American manufacturers lost a lot of the domestic market. That was a case of the automobile industry being unwilling to look to the future. They could not see the long-run advantage, even though it might prove to be costly in the close-in years.

That delay would cost Chrysler dearly.

The 1979 Chrysler Bailout

That lack of long-term foresight Carter spoke of in his Malaise speech would send Chrysler spiraling towards something unimaginable in the post-war United States: The bankruptcy of a major American automobile manufacturer. And yet, in 1979 Chrysler faced half a billion dollars in losses.

At a time of rising gas prices and the emergence of stringent federal fuel economy standards, the American automaker was still churning out those poorly-built road yachts. No automaker built them quite as big (or as wasteful) as the Chrysler corporation. At the time, Chrysler was the third-largest automaker in the country, and the 10th-largest industrial manufacturer. By the time Carter took office, America had waded through five years of energy ups and downs, but Chrysler hadn’t changed its vehicles all that much. When the second gas crisis hit, along with the new regulations put in place by Carter’s energy policy, Chrysler fumbled.

The company had recently scooped up celebrity CEO Lee Iaoccoa, fresh off eight years of making money hand over fist for Henry Ford II. Iacoccoa was the fall guy for the Ford Pinto disaster, but had made few friends with his desire to push the company towards more fuel-efficient vehicles. As a sign of the serious situation Chrysler was in, Iacoccoa took a salary of only $1 in his first year as CEO. Iacocca then tried to move Chrysler towards smaller vehicles, but quickly realized his new employer would not be able to weather this financial storm alone.

Iacocca reached out to the feds for help. He persuaded lawmakers that Chrysler was too big to fail. Carter’s Treasury Department was on board, but in order to get enough support in Congress for a loan, the Carter administration would ask the company, and the UAW, to make deep concessions. Treasury Secretary G. William Miller proposed a $1.5 billion loan, then the Carter Administration’s Council on Wage and Price Stability testified before the Senate Banking Committee that such a loan would be consumed in three years flat, thanks to the automaker’s obligations to the UAW.

After a summer of bad press and congressional cajoling, the UAW eventually agreed to $525 million in concessions in late October 1979, along with a three-year wage freeze. Just before Christmas, Chrysler got its $1.5 billion loan in the form of the Chrysler Corporation Loan Guarantee Act.

The act did more than just bail out Chrysler. While Chrysler would be subject to more government oversight while paying off the debt — including $2 billion in cost-cutting measures and a three-year plan approved by Congress to get the company back on track — the special act also relaxed the brand-new gas mileage requirements updated by the 1978 National Energy Act. That alone gave Chrysler a much-needed boost, which Iacocca used to springboard the company-saving K-cars and, eventually, the minivan, which came to define the brand in the 1980s and 1990s. This bailout would be used as a blueprint by the Obama administration in 2008 when General Motors and Chrysler found themselves in the same situation Chrysler had faced in 1979.

While Chrysler employees weren’t the ones who made the bad business decisions in the ’70s, they would bear a great burden in the plan to right the company’s course. As they accepted major concessions, union members were painted by the media as selfish and lazy, willing to kill Chrysler to get their golden retirement funds. Even with steep concessions and wage freezes in the middle of historic inflation, Chrysler laid off 57,000 of its 134,000-strong production workforce, the Washington Post reported in a retrospective on the bailout published in 1984. All told, the auto industry as a whole would lay off 239,000 workers in one month in 1980.

Still, Carter biographer Jonathan Alter says saving Chrysler was worth it. “It was a binary decision: Save Chrysler and thousands of jobs or not, and he clearly made the right call for workers, for whom he had much more respect than did Reagan,” Alter told Jalopnik

The damage to unions would last much longer than Chrysler’s debt. The automaker managed to pay off its loan seven years early — mostly to get out from under federal oversight. The U.S. made $300 million on its investment in the company. While Chrysler would thrive in the ’80s and ’90s thanks to Iacocca’s simple, fuel-efficient K-cars and the popular minivan, union membership in America dropped precipitously as Right-to-Work laws swept the nation. And as union memberships stagnate, so do wages.

Carter Was Right

The energy crisis was a key issue to voters who tossed Carter out in favor of Ronald Reagan in a legendary landslide. Having fellow democrat Ted Kennedy challenge the sitting president for his party’s nomination was just one more nail in the coffin of Carter’s re-election campaign. His shaky administration didn’t look any more solid when the president lost consciousness during a 10K run.

Reagan didn’t chide the American public for their gas-guzzling cars. He didn’t ask Americans to spend less, or look deep within themselves and question consumerist culture — Reagan promised wealth, abundance and a revitalization of the American dream (for some, anyway). Once he took office, Reagan stripped the Carter-installed solar panels off the roof of the White House and tossed them in a basement. The dismantling served as a symbol of America rejecting Carter’s old energy policies wholesale. When the solar panels were found in 2010, they still worked.

Carter’s concerns about the U.S. didn’t disappear — we just put them on the back burner for a few decades. Now we’re facing challenges similar to what Carter attempted to address with his time in office: climate change; oil companies profiteering on the back of sky-high fuel prices; the runaway popularity of giant, inefficient vehicles; and detrimental consumerism on a scale familiar to anyone who lived through the 1970s.

So what if Reagan had lost the 1980 election? According to a New York Times op-ed, we might be living in a very different world:

According to a recent report by Amory Lovins of the Rocky Mountain Institute, if the United States had continued to conserve oil at the rate it did in the period from 1976 to 1985, it would no longer have needed Persian Gulf oil after 1985. Had we continued this wise course, we might not have had to fight the Persian Gulf war, and we would have insulated ourselves from price shocks in the international oil market.

Just before Carter left office in 1981, a member of his White House Council on Environmental Quality, Gus Speth, authored a presidential report as part of Global 2000, a process recommending action on global warming. It was the first such policy pronouncement anywhere in the world.

“Speth’s recommendations for tackling climate change in 1981 would be almost identical to the Paris Climate Accords some 34 years later. Such a report would have become part of Carter’s legislative agenda in 1980,” Alter told Jalopnik.

With Jimmy Carter’s death, America didn’t just lose an exemplary humanitarian who doubled the size of the National Parks system and signed 15 major pieces of environmental legislation, including the first toxic waste cleanup. We lost a reminder that our nation once had a head-start on solving some of the greatest problems we face today: environmental pollution, runaway oil consumption, rampant consumerism, a mental health crisis, climate change and Middle East violence. Carter envisioned a different, more responsible America, and he was rejected for it.

Carter’s most enduring legacy will be this: He tried to leave America a little better than he found it. He attempted to warn Americans about the challenges we’d face over the next five decades. Our own legacy shows we were completely unwilling to heed those warnings.

برای پایان دادن به سال 2024، از سه شکارچی سرعت سال پرمشغله‌مان خواسته‌ایم تا سه داستان مورد علاقه خود را در 12 ماه گذشته برجسته کنند – از ماشین‌های ویژه گرفته تا رویدادها و همه چیز در این بین. بیایید کارها را با آلن هاستا، مرد زمینی ما در اسکاندیناوی شروع کنیم.

ق: امسال، من به اندازه کافی خوش شانس بودم که تعدادی از کارهایی را که از زمان تبدیل شدن به یک شکارچی سرعت انجام می دادم، بررسی کردم…

اولا، اولاو هاگن هادال را متقاعد کردم که در جشنواره تابستانی گیتبیل در ژوئیه در سال 2024، من را با هیولای دریفت کلاس A مرسدس بنز خود سوار کند. سر خوردن در اطراف زمین بازی اتومبیل که Rudskogen Motorsenter است، بازی موش و گربه با ماشین های دیگر، یک تجربه فراموش نشدنی بود. نقطه برجسته در مسیر معروف پیست نروژی رخ داد، جایی که اولین چیزی که هنگام شروع دریفت می بینید، یک دیوار بتنی در حال ظهور است – قبل از اینکه سریعاً اصلاح شود و به سمت عقب به اولین گوشه حرکت کنید. چه سواری.

ویژگی را در اینجا بررسی کنید: Rowdy In Rudskogen: Gatebil’s Main Event 2024

سفر من به جایزه بزرگ سالانه تاریخی کپنهاگ در پارک Bellahøj در دانمارک یکی از نکات برجسته امسال بود. گرفتن دویچه تورنواگن مسترز (DTM) در دهه 1990 فرصتی نیست که اغلب پیش بیاید، حداقل برای من. تماشای نبرد این افسانه ها در مسیر تنگ و دشوار خیابان، با فریاد موتورها که از دیوارهای بتنی طنین انداز می شود، تأثیر ماندگاری بر جای گذاشت. این رویداد کنجکاوی را در مورد رویدادهای مشابه در سراسر اروپا برانگیخته است – من امیدوارم که در سال 2025 به چند رویداد دیگر برسم.

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در نهایت، آخرین عکسبرداری تابستانی من را به استکهلم برد، جایی که با دانیل زتروال و فورد اسکورت Mk1 او که با پدرش، متس ساخته بود، ملاقات کردم. چیز خاصی در مورد پروژه پدر و پسری معنادار است، اما این یکی حتی مهمتر بود. Mk1 تنها بازمانده آتش سوزی ویرانگر گاراژ است که هفت خودرو را نابود کرد که برخی از آنها دهه ها در خانواده بودند. اسکورت چیزی بیش از یک ساختار فیزیکی است – یادآور شب‌هایی است که دانیل و متس با هم در گاراژ گذرانده‌اند و چیزی را خلق کرده است که دانیل اکنون او را خود می‌نامد. “ماشین همیشه”

ویژگی را در اینجا بررسی کنید: مسائل خانواده: اسکورت فورد Mk1 با کراوات رالی

سال نو بر همه مبارک!

آلن هاستا
اینستاگرام: hazetaa

فورد دیگر خودروسازان را دنبال می کند توسعه یک سیستم فرمان به سیم، یک پرونده ثبت اختراع اخیراً کشف شده نشان می دهد.

پرونده مورد بحث توسط اداره ثبت اختراع و علائم تجاری ایالات متحده (USPTO) در 19 نوامبر 2024 منتشر شد، اما توسط فورد کمی بیش از دو سال قبل در 14 نوامبر 2022 ارائه شد. سیم به عنوان یک مفهوم، اما با یک عملکرد خاص برای یکی از این سیستم ها.

هدایت به سیم ارتباط فیزیکی را از بین می برد فورد در برنامه خاطرنشان می کند که بین فرمان و جاده، به این معنی که هنگام پارک خودرو هیچ مقاومت ذاتی روی فرمان وجود ندارد. این می تواند برای رانندگانی که هنگام سوار و پیاده شدن از فرمان به عنوان دسته دستگیره استفاده می کنند، مشکل ساز باشد، زیرا به راحتی می چرخد.

همانطور که در پرونده ثبت اختراع توضیح داده شد، راه حل فورد استفاده از حسگرها برای تعیین زمان ورود یا خروج راننده از وسیله نقلیه است که به یک محرک سیگنال می دهد گشتاور را روی فرمان اعمال کنید برای نگه داشتن آن در موقعیتی که راننده بخواهد از آن به عنوان دستگیره استفاده کند.

پس از معرفی اینفینیتی در سال 2013 بر روی سدان Q50، فناوری steer-by-wire به تدریج مورد توجه خودروسازان قرار گرفت. تویوتا سیستم خود را توسعه داده است که در حال حاضر در کراس اوور الکتریکی Lexus RZ در بازارهای خارج از ایالات متحده استفاده می شود. در ترکیب با یوغ فرمان. یک ثبت اختراع در سال 2023 نشان داد که تویوتا در نظر دارد این سیستم را به ایالات متحده نیز بیاورد.

این تسلا سایبرتراک نیز از فرمان به سیم استفاده می کندو اپل در سال 2019 یک درخواست ثبت اختراع برای سیستم خود به عنوان بخشی از پروژه EV که اکنون از بین رفته است، ثبت کرد.

FD3S مزدا RX-7 سی و سه سال پس از معرفی خود، یکی از جذاب‌ترین پلتفرم‌های تیونینگی است که از ژاپن پدید آمده است.

من برای اولین بار این FD خاص 1999 را در ماه مه، زمانی که در Wekfest Japan 2024 به نمایش گذاشته شد، دیدم. در آن زمان، موتور کاملاً تمام نشده بود، بنابراین با Masatsuga Chiba از شرکت X-Point Import، که نقش مهمی را ایفا کرد، برنامه ریزی کردم. نقشی در بازآفرینی آن، برای شلیک مزدا در اواخر سال. من مشتاق بودم که نگاه دقیق تری بیندازم و بفهمم این زیبایی 25 ساله به کدام سمت رفته است.

مانند هر چیزی که در فرهنگ عامه امتحان خود را پس داده است، فرمول های خاصی تمایل به تکرار دارند. به عنوان مثال، کیک مون بلان را در نظر بگیرید – از سال 1915 مورد علاقه بوده است، و در طول سال ها، دستور العمل های بسیار خوبی ایجاد شده است. وارد هر قنادی، در هر کجای دنیا شوید، یک توده ورمیشل شاه بلوط روی آن را با خامه فرم گرفته خواهید دید که روی نوعی شیرینی یا پایه اسفنجی قرار گرفته است. اما پیدا کردن یکی که تعادل کاملی از تلخی، شیرینی و بافت را به دست آورد – این یک داستان کاملا متفاوت است.

بیشتر ماشین‌های تیونر نوستالژیک که امروزه ساخته می‌شوند، بسیار شبیه مونت بلان، از دستور العمل‌های آزمایش‌شده در زمان پیروی می‌کنند. هیچ ایرادی در آن وجود ندارد – این ترکیب های آزمایش شده و واقعی از قطعات و نشانه های یک ظاهر طراحی شده به خوبی با هم کار می کنند. من خودم مقصرم، چون کیت پهن بدنه WRC را روی GC8 Impreza آبی و طلایی خودم انتخاب کردم.

به طور معمول، ساخت‌های FD RX-7 در ژاپن از فرمول مورد انتظار پیروی می‌کنند: پورت‌های جانبی سفارشی، توربوی بزرگ تکی، راه‌اندازی اینترکولر V-mount و کیت بدنه از TCP Magic یا RE Amemiya. این دستور العملی است که به طور مداوم یک ماشین خیابانی با ظاهری سخت و سریع ارائه می دهد. اما سوال این است که آیا هر یک از این ساخت‌ها واقعا روح دارند؟

اما چه چیزی به یک ماشین روح می بخشد؟ شاید به مالک گره خورده باشد، یا شاید نشانه‌ای از اصالت باشد – مانند مجموعه‌ای از چرخ‌های 30 ساله یا یک بال قدیمی – که به ماشین حس تاریخ و شخصیت می‌دهد.

RX-7 Seiya Inazu که با مروارید آبی خیره‌کننده نوول (نسل دوم رنگ هوندا NSX) ساخته شده است، از فرمول معمولی فراتر رفته است. این چیزی بیش از یک JDM FD3S دیگر است. این خودرو معادل یک مونت بلان لذیذ است، نوعی که ممکن است انتظار داشته باشید در یخچال هستون بلومنتال پیدا کنید.

جالب اینجاست که یک هوندا S2000 بیشتر الهام‌بخش خلق اینازو سان است.

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در داخل، خودرو به طرز فکری با جیر فراوان ارتقا یافته است. علاوه بر تمام موارد مورد انتظار بازار پس از فروش – از جمله صندلی‌های Bride XERO CS، فرمان Renown x RWB، سنج‌های Defi و دستگیره تعویض دنده BattleCraft – سطح راحتی دارد که تقریباً به نظر می‌رسد بخشی از طراحی کارخانه است.

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در خارج، ترکیبی از RE Amemiya aero و کاپوت هواکش Scoot Sports به این FD ظاهری تهاجمی و تقریباً شبیه به Dodge Viper می دهد.

اما جادوی واقعی زیر آن سرپوش اتفاق می افتد. مطمئناً، می‌توانید مجموعه‌ای از قطعات تیونینگ را به موتور توئین توربوی 13B-REW FD پرتاب کنید و انتظار نتیجه خاصی داشته باشید – این دستور العملی است که در تعداد بی‌شماری یافت می‌شود. اینستاگرام تغذیه می کند. اما هماهنگ کردن همه آن ها با هم به گونه ای که هم کاربردی و هم زیبا باشد، چالش دیگری است.

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این 13B در ابتدا توسط Mochi Racing اصلاح شد و دارای پورت های جانبی سفارشی، توربوشارژر غول پیکر HKS GTIII-4R، اینترکولر Trust/GReddy v-mounted، سیستم اگزوز تیتانیومی از Car Shop Glow و موارد دیگر است. با این حال، بعداً در X-Point تخریب و بازسازی شد، که همچنین با استفاده از مهار سفارشی Rywire Motorsport Electronics، سیم‌کشی و تراشیدن قسمت موتور را انجام داد. این مهار از ارتقای سیستم جرقه زنی پروژه احتراق (با بسته های سیم پیچ R35) و سیستم مدیریت موتور Link G4X پشتیبانی می کند.

چرخ ها در اطراف دزموند Regamaster EVO II هستند، بسیار شبیه به چرخ های ماشین 97GT که من چند هفته پیش شلیک کردم. واضح است که صاحبان هر دو FD3S RX-7 از دستور العمل مشابهی پیروی کردند.

اگر بخواهم این دو ماشین را با هم مقایسه کنم – که هر دو به خودی خود عالی هستند – می دانم کدام یک را به خانه می برم. اما شما چطور؟

توبی تایر
اینستاگرام _tobinsta_
tobythyer.co.uk

جنرال موتورز به دنبال راه هایی برای اضافه کردن است پیشرانه های چهار موتوره به وسایل نقلیه الکتریکی خود، با تمرکز بر عملکرد در داخل و خارج از جاده.

در یک پرونده ثبت اختراع منتشر شده توسط اداره ثبت اختراع و علائم تجاری ایالات متحده (USPTO) در 21 نوامبر 2024، و توسط GM در 17 مه 2023 ثبت شد، خودروساز درباره استفاده از یک کوپلینگ مکانیکی برای اجازه دادن به دو موتور الکتریکی صحبت می کند. همان محور را برانید.

کوپلینگ به هر دو موتور اجازه می دهد که باشند با هم قفل شده، طبق بایگانی احتمالاً از طریق بسته کلاچ. GM خاطرنشان می کند که این به ارائه حداکثر گشتاور در طیف گسترده تری از سناریوها کمک می کند.

به گفته جنرال موتورز، برای مثال، هنگام خارج شدن از جاده در سطوح کم کشش یا با یک چرخ از زمین، گشتاور ترکیبی هر دو موتور می‌تواند به چرخی با بیشترین چسبندگی ارسال شود. از طرف دیگر، جنرال موتورز می‌گوید که در پیاده‌روی،پایداری جهت ممکن است در پرتاب خط مستقیم بهبود یابد، که ممکن است منجر به بهبود عملکرد 0-60 شود، و در سرعت بالا، که ممکن است حساسیت بیش از حد فرمان را کاهش دهد.”

ثبت اختراع استفاده از جفت موتور در محورهای جلو یا عقب خودروهای الکتریکی را مورد بحث قرار می دهد که امکان پیشرانه چهار موتوره را فراهم می کند. جنرال موتورز در حال حاضر یک پیشرانه سه موتوره در GMC Hummer EV، با یک موتور جلو و دو موتور عقب، اما با کنترل های الکترونیکی به جای مکانیکی برای موتورهای عقب.

در میان دیگر خودروسازان، Rivian یک پیشرانه چهار موتوره ارائه می دهد در R1S و R1T خود، در حالی که BMW از سال 2022 نسخه خود را به طور عمومی آزمایش می کند. پیش بینی می شود در برخی کاربردها حداکثر قدرت 1341 اسب بخار را ارائه دهد، قوای محرکه چهار موتوره BMW احتمالاً در یک سدان اسپرت M3 الکتریکی استفاده خواهد شد.

2024 Intro

The annual SEMA Show showcases some of the world’s finest modified and custom cars, but even among the top 10 percent of builds each year, there are those that stand above. Cars where craftsmanship and attention to detail reach an entirely different level.

When Ringbrothers reveals a build at SEMA, you can expect something extraordinary, and 10 years ago, their 1966 Chevrolet Chevelle blew Dino’s mind. So, what’s the story behind the car named Recoil? Let’s revisit this half-million-dollar restomod in this week’s throwback post.

2014 Feature

I’ll get straight to the point here. I don’t normally shoot cars like this – I just don’t. My time in Japan is mainly spent featuring rides that are usually a collection of bolt-on parts, finished off here and there with a few custom touches – just enough to call the project unique. Granted, when we’re dealing with modern cars, there isn’t much else you can do. You rely on what the industry supports and backs you and tuners with and call it a day. But when it comes to the older stuff, that’s when we truly begin to see the actual skills in fabrication that a builder has. It’s then that you see a true transformation and a coherent theme come alive in a specific build.

Nowhere is this more evident than in the US, and especially so at the SEMA Show, where the latest and most badass custom builds are debuted. And at the 2014 event, one machine in particular stood out. So much so that it’s one of the few cars that I revisited multiple times to get a better look at and, of course, add to the top of my ‘to feature’ list.

Seeing that I do live on the other side of the world, I hadn’t heard much about Ringbrothers up until a few months ago. In my downtime, I always check out Jay Leno’s YouTube channel, and that’s where I first came to hear of these guys and be introduced to the type of work they do. Looking at the DeTomaso Pantera they took to Jay’s, I remember thinking that restomodding sure has evolved over the years – something that was further emphasised by actually seeing the car in person at SEMA.

But then I saw the other car they built, and my mind was blown.

Such is the level of detail in this build that it took a long time to go over the 1966 Chevrolet Chevelle and its underlying jet fighter theme. As you make your way through this story, you will see this for yourselves – a build where literally every surface, every addition, as well as every omission, works beautifully together to create something very special.

I guess this is the stuff you can achieve when you invest half a million dollars into a build, but like I’ve already said, I’ve just never seen this level of execution before. ‘Recoil‘ as the Chevelle is known, is nothing short of restomod perfection!

It’s almost hard to believe now, but back in June, this car was still in a bare metal state. Aside from showing just how fast Ringbrothers work, it also gives you an idea of where a full restoration process of this caliber has to start. It’s necessary to get the most important stuff right, and that starts with the bodywork.

Sculpting bodywork into a form that not only looks factory enough to fool the eye but at the same time contains subtle features that somehow make it look more modern, more flowing and with a lot more aggression is something that Ringbrothers are well known for. The way they have integrated the side-exit exhausts on each side of the rear lower flanks is a perfect example. All of this sits over a Roadster Shop custom chassis sporting the sort of goodies you would want to see on a car that’s been designed and built to hit the corners.

One quick ride in the car to sense the immediate and savage acceleration that the blown engine delivers is all you need to realise just how appropriate the Recoil name is. But let’s stick to those body details for a little longer because they’re what sets the visual tone of the reimagined Chevelle. Carbon fiber would probably be the last material you’d expect to find adorning an American muscle car from the mid-’60s, but literally, everything that was once chrome has been replaced with the composite. The vented bonnet is a work of art, from the way it’s designed and constructed to fall over the louvred intake to the way it’s been painted to highlight its composition. To keep things secure, it’s been pinned down with a pair of Ringbrothers billet bonnet pins, which are themselves little works of detailed art.

Take a look at the side mirrors, which again are built from a combination of carbon fiber and billet aluminium and are formed to further support the jet fighter feel.

And yes, there is a bullet-shaped RePlay camera mounted underneath each one. But look beyond the design it – enlarge this picture via presentation mode and savour the faultless fabrication and the quality of the billet aluminium parts that make up the support and main structure. Bolt-on catalogue parts eat your heart out!

Recoil sits low but at a purposeful ride height. AFCO shocks are fitted at each corner and support a C5 Corvette independently-sprung front end and a Roadster Shop 4-link setup in the rear.

It all allows the custom HRE wheels to tuck nicely inside the gently blistered fenders. These collaborative wheels – the second design the two companies have worked on together – are sized at 19×9.5-inch up front and a barrel-wide 20×13-inch out back. The grip is provided by Michelin Pilot Super Sport tyres – 275/35R19 and steamroller-sized 345/30ZR20 monstrosities front and rear, respectively.

Braking is taken care of by a quartet of Baer 6-pot callipers that bite down on big 2-piece rotors. The front-to-rear balance is easily adjusted through a Wilwood bias knob on the dashboard.

A custom car deserves a custom badge, and if you look closely enough, this one reveals a little secret. 1KHP. What do you think that refers to?

The motor, of course. Truth be told, it’s not quite 1000hp – 20hp shy, to be precise – but who the hell cares when it’s presented in a fashion like this?

Given the feeling I was getting from the car, I had high expectations lifting up the lightweight carbon hood for the first time – and I was certainly not let down. The Wegner Motorsports dry-sumped LS7 almost looks compact in the center of the Chevelle’s expansive shaved and smoothed engine bay. For pure function’s sake, it’s been positioned right back against the firewall to give the car great front to rear weight balance.

The LS7 is built around an RHS block and heads and features a forged bottom end that provides the bulletproof base that a blown setup like this needs to reliably churn out solid numbers. And that’s 980hp to the wheels let’s not forget!

Pump gas is provided by an Aeromotive pump and Holley fuel injection system, while forced air comes from a Whipple twin-screw supercharger that supplies boost from idle for instant throttle response. There is power and torque everywhere throughout the rev range – enough to light up the massive 345-section rubber through the first three gears!

As you can imagine, a motor like this will inhale air at an alarming rate once you start working your way up the rev counter. To ensure that it’s never starved of oxygen, Ringbrothers fabricated this airbox, of which the two louvered sections peak through the carbon bonnet.

I’m sure that at speed there is positive pressure being generated in there, and that in turn helps ram air into the blower.

Ringbrothers modified a set of Flowmaster stainless steel headers to get them to the specs they were after, and continued them on with the custom twin-exit exhaust we saw earlier on. The sound, as you might imagine, is pure thunder!

Here’s a further example of just how much work it took to not only allow the HRE wheels to sit just right with the custom suspension setup, but also allow them enough space to turn. And since fender wells tubbed in metal is just so last year, Ringbrothers executed these ones in carbon fiber. As you do….

I haven’t seen this quality of carbon fiber since I was at the Pagani factory in Italy last year. The hood is double skinned of course, and has structure to it and impressive rigidity. The center is protected with some metal because that blower gets pretty hot when the car is unleashed in anger around the track.

The details continue wherever you look. Check out these billet double-hinged bonnet supports, which have a little horizontally-mounted gas strut to even make lifting the hood a sensory experience. The good thing is, they are right out of Ringbrothers’ catalogue, so anyone with a period muscle car wanting to spice things up a little can head over to the website and put an order in.

980hp of fury may be nice and all, but somehow you need to channel all that power to the wheels. That’s why Recoil has nothing but the best in the driveline department, starting off with a reworked Tremec T56 from Bowler Transmission. The gearbox sends drive to a hefty John’s Industries 35-spline Ford 9-inch rear end, finishing off with Dynotech driveshafts.

With six ratios to play with there’s never a corner exit that Recoil isn’t able to exploit all of its grunt.

To get the feel of the car just right, paint was always going to be a tough choice. But after much debate, Ringbrothers decided that a custom mix from BASF was the only way to go. They call this military-inspired hue Sand Storm.

I always say that a good looking car should look its meanest from the rear three-quarter view. Well just look above… I rest my case! There is so much detail back there too – carbon bumpers and a custom smoothed out fascia that proudly wears the Recoil badge, all topped off with AM Hot Rod Glass taillights that are fixed in place with polished bolts for added contrast.

From a distance the trunk spoiler may look like a simple addition, but get up close and the level of fit and finish is totally in tune with all the other details we’ve seen.

And yes. it looks a thousand times better out on the open road! Thankfully we were able to get some action shots of the Chevelle doing its things around Las Vegas Motor Speedway’s access roads.

I’m pretty sure I’ve never posted a car feature with so many pictures, but like I said at the beginning of this post – I just don’t get to see this level of execution very often in Japan.

The time eventually came where I had to pull myself away from the exquisitely appointed exterior and actuate the Ringbrothers billet door handle on the driver’s side door. What followed next had my jaw on the floor…

And I thought I was impressed with the exterior! If the car executed some of the highest levels of craftsmanship on the outside, I’m unable to quantify the skill that has gone into designing and physically crafting the interior.

Recoil‘s cabin puts most concept cars to shame, and it’s here that the money involved in the build begins to make sense! Look at the door trim, the aluminium door handle wrapped in hand-stitched leather, the bicycle brake lever you need to pull on to open the door, and the round billet rotary switch that activates the electric windows.

Behind the jet-fighter-like front seats – which are impressively comfortable and supportive I should add – the rear bench has been deleted. But take a look at the aluminium metal work that wraps around the cabin, down to the sills and across the whole floor and transmission tunnel. Those are all handcrafted pieces with a hydrographically-printed pattern that almost looks like carbon fiber from a distance.

The dash has been shaved and there’s nothing there aside from a plastic panel with a Recoil logo on the passenger side. Behind the custom steering wheel and attached right onto the steering column is where all the instrumentation and switchgear is neatly arranged.

Yep, total concept car stuff right here! That illuminated start button is a Ringbrothers original product called the Terminator Touch Start System. You tap it with you finger and it senses your heat. One tap gets you into accessory mode, two taps starts the engine and a tap after that you kill the ignition. On the same tiltable and adjustable binnacle is where the back-lit Racepak LCD dash display and data logger is located. All you need is right there. Nothing more, nothing less.

The car is even fitted with an audio system and air conditioning. I won’t say more, just look at the details…

Nothing has been forgotten, and once you lift the carbon trunk lid you are treated to clean and simple space sporting the same aluminium metalwork we saw in the cabin. At the center of it all is the fuel tank with a centrally mounted filler. On the right side – and this is something that appears on most Ringbrothers builds – are terminals to connect a battery charger up to, because let’s face it – the cars they build aren’t the type that you’d drive on a daily basis. But you absolutely could if you wanted to…

If I had to choose one car that I could take away from the 2014 SEMA Show this is it right here. Once the Chevelle Recoil has made all of its show appearances across the country it will eventually be handed back to its owner, who I’m sure must be beyond anxious to get behind the wheel and drive it properly. It’s cars like these that exemplify what the tuning and hot rod scenes are all about – raising the bar by combining top-level craftsmanship along with innovation.

The Speedhunters
Instagram: thespeedhunters

Dino Dalle Carbonare
Instagram: dino_dalle_carbonare
[email protected]