For some reason, 3D printing seems to be wizardly popular. This is not to say that it isn’t an exceedingly interesting way that things can be produced, even geometries that couldn’t otherwise be at all produced, but there are some processes that are simply more effective, efficient and economical, especially when it comes to things needed at automotive volumes.
Like, for example, injection molding.
Which is predicated on taking a resin that flows and injecting it into a mold, where it hardens and becomes a part.
Ford announced, “Ford and HP Collaborate to Transform 3D Waste into Auto Parts, an Industry First.”
Which it probably is.
It not like there has been such a volume of 3D printed parts being made in auto that there is a whole lot of waste that can be turned into much.
But there is some powder used in 3D printing that doesn’t become a part. There are some portions of parts (e.g., supports) that are printed then eliminated from the final part.
Ford is collecting things like that.
But there is another waste stream: SmileDirectClub, which produces more than 40,000 teeth aligners per day on its more than 60 HP 3D printers.
The waste from the various operations is being collected by a company named Lavergne, which turns them into high-quality plastic pellets.
Which are then used to injection mold fuel-line clips for the Super Duty F-250 truck by supplier ARaymond.
This is a good thing.
But somehow the tying this to the magic of 3D printing is a far reach.
Who knew that it was as much of a concern as it is?
By Gary S. Vasilash
Seventy-three percent of Americans worry—“a great deal/fair amount” about energy availability and affordability according to Gallup.
This is up from 54% in 2020.
And what is surprising is that Republicans and Democrats are probably closer on this this concern than anything else: 77% of Republicans are uneasy about energy affordability and 73% of Democrats.
According to the Energy Information Agency, the average price of a gallon of gas in the U.S. the last week of February 2020—before the lockdown—was $2.55 per gallon.
The average price of a gallon of gas in the U.S. the last week of February 2021—when things were lifting economically from the pandemic—was $2.71 per gallon.
And this from the EIA is worth noting: “In February 2021, OPEC+ cuts, combined with supply disruptions in the United States, contributed to monthly global petroleum inventory withdrawals that EIA estimates totaled 3.7 million b/d, the largest monthly withdrawal since December 2002. The Brent crude oil futures price averaged $63/b in early March leading up to the OPEC+ meeting, and the OPEC+ announcement put further upward pressure on crude oil prices.”
Yes, OPEC+ metering out their supply and a blizzard in Texas had consequences.
Another surprising stat from Gallup: 53% think there will be “a critical energy shortage” in the next five years.
Were it not for things like blizzards, probably even better
Although it seems that new vehicle sales are an unstoppable force now that more people have become bored with COVID been vaccinated, according to Cox Automotive, in February there were 2.82-million cars, trucks and utilities on dealer lots—and in January that number was 2.79-million.
Turns out that things like winter storms not only knock out power grids but keep people from showrooms.
While 2.82-million may seem like a lot, back in normal times (remember those), the number was bigger: a year ago it was 3.41-million.
That’s for new. What about used?
Well, that part of the business is evidently better. There was an unsold supply of 2.59-million units on lots at the end of February. The number was 2.66-million in January, or a 70-million-unit difference.
And the difference between now and last year is notable: 12%. There were 2.97-million used vehicles ready to go in February 2020.
Still, whether it is one of the 2.82-million or 2.59-million, there is probably a vehicle that could have your name on it.–gsv
Last year they had to give it a pass. This year, the Jeep team is back in force
There are probably few people who work in the auto industry who have more fun than those who have the opportunity to work on developing Jeeps because in addition to doing their day jobs (as in “developing Jeeps”—that are destined for a dealership near you), they also do a sponsored side hack, which has them developing vehicles that are taken to Moab, Utah, for the annual Easter Jeep Safari.
Going to Moab March 27 to April 4 from Auburn Hills are (l to r) Jeep Red Bare, Jeep Magneto, Jeepster Beach and Jeep Orange Peelz.
(Odds are that once upon a time the vehicles that were snuck out garages and shipped to Moab were literally snuck out and cobbled together from an array of parts that these designers and engineers managed to accumulate; given the great reception that these vehicles have received from the Jeep Faithful, it is now a fully legit undertaking. Just listen to Jim Morrison, vp, Jeep Brand North America: “The Moab Easter Jeep Safari has long been our testing ground for both our newest Jeep 4x4s and for showcasing new Jeep brand concepts, Jeep Performance Parts and ideas that truly resonate with our most passionate customers — the die-hard off-road enthusiasts who attend this event every year.” The die-hard off-road enthusiasts who buy Jeeps as well as products from Jeep Performance Parts.)
While some have criticized Stellantis for being somewhat behind the curve when it comes to having electric vehicles on offer (hybrids, yes, EVs, no), for ’21 one of the vehicles for this year’s Safari is the Jeep Wrangler Magneto, not a nod to Marvel but a reference to the permanent magnet electrical generator. The motor in the Magneto is said to be equal to the output of a 3.6-liter Pentastar V6; it generates 285 hp and 273 lb-t of torque. What is unusual for an EV—though not for a Wrangler—is that it features a six-speed manual transmission. Of course it does.
Then there’s the Jeepster Beach, which started as a 1968 Jeepster Commando and was melded with a 2020 Jeep Wrangler Rubicon. Here’s a fun fact about Commandos: it was the first compact 4WD with things like roll-up windows and a roof as standard equipment. A roof. (Guess what the Jeepster Beach is shown without?)
The Red Bare Gladiator Rubicon is built for dealing with the tough terrain, with a 3.0-liter diesel, an eight-speed automatic calibrated for low-RPM shifts, and upgraded Dana 44 front and rear heavy axles. It has a 91:1 crawl ratio. If you don’t know what that means, you can know that it is impressive for those who crawl on the rocks at Moab.
And the Orange Peelz. This one has things like half doors and is without things like side and rear windows. But it does have a windshield made of Corning Gorilla Glass.
Robotaxis are what companies from Cruise to Zoox are assiduously working on, the mode of transport that will take the driver out of the equation.
According to market intelligence firm Guidehouse Insights, which has released a report titled Robotaxi Services Overview, this is why: “Removing drivers from ride-hailing operations is widely seen as an opportunity for the industry to reduce operating costs and ensure profitability.”
However, the firm also notes, “major players including Waymo, DiDi, Cruise and Uber have placed multibillion-dollar bets on developing automated driving technology and piloting robotaxi services.”
Seems like it is going to take a whole lot of rides to make an ROI of “multibillion-dollar” investments.
One of the assessments made by Guidehouse Insights is that more than 90% of all passenger miles traveled by robotaxis between 2020 and 2030 will occur in China, North America and Europe.
One thing: According to Sagie Evbenata, sensor research analyst with the firm, “Few commercial deployments are likely to be seen until 2028-2029, but this is likely to be followed by a period of extreme growth where robotaxis mainly replace human-driven ride-hailing services.”
If you have any doubt that EVs have a future in an arena mainly populated by things with pistons, watch this show
Rob Mantinan was a self-described “gearhead” growing up in metro Detroit. He had a Camaro when he was in high school. His dad was a UAW worker at a GM facility in Warren. He went to Kettering University. And started right out of school at GM. He has a mechanical engineering degree from the school with a specialization in automotive powertrain. Which is arguably what a gearhead would get.
But then, while working at GM, he pursued a graduate degree and obtained a master’s in energy systems engineering. He was working on things like the Chevy Volt and his focus began to shift.
The Bolt is quick. But probably not faster than an X-Wing. (Image: Chevrolet)
Which makes a whole lot of sense for what he is doing now: Mantinan is the program engineering manager for the Chevrolet Bolt EV and the Bolt EUV.
On the subject of going from one propulsion system to another, he admits, “I got converted pretty quickly,” adding, “I’ve turned from a piston guy to an EV guy. And I can’t see going back—other than as a toy.”
It is certainly good to be a strong believer in what you are doing. It makes doing it all the better and satisfying. And arguably results in a better outcome.
On this edition of “Autoline After Hours” Mantinan talks about the development and characteristics of the Bolt EUV, which is based on the Bolt EV platform, but stretched in terms of overall length (it is 169.5 inches long vs. 163.2 inches) and wheelbase (105.3 inches vs. 102.4 inches), with most of the addition space being used for rear passenger legroom (39.1 inches vs. 36 inches).
From a styling point of view, Mantinan says that the Bolt EUV is moving the Bolt “to the mainstream”: it resembles more of a crossover than a five-door hatch.
And the Bolt EUV is being offered with tech that is only otherwise available on. . .Cadillacs.
That’s right. On a vehicle that starts under $40,000 Super Cruise Level 2+ tech can be obtained.
One of the topics—which seems to come up whenever EVs are discussed—is the range. The Bolt EUV range is an estimated 250 miles. When asked whether they considered providing enough battery to allow a greater range, Mantinan notes (1) for existing Bolt customers, the range has not been a problem and (2) they wanted to assure that the Bolt EUV was accessibly priced for the buyer who isn’t interested in making the hefty payments that are associated with some other brands: This is a Chevy. (In addition to which, GM will be bringing out an array of EVs—including some with the bowtie on the front—that will be using its Ultium battery technology, but that’s in the future and the Bolts are now.)
Mantinan talks with “Autoline’s” John McElroy, Jeff Gilbert of WWJ-950, and me.
Then the three of us discuss a variety of subjects, including VW’s Power Day, Cruise Automation buying Voyage, Foxconn’s reported EV plant plans, and a whole lot more.
If you have to ask how much it costs, you probably can’t afford it
(Image: Bugatti)
This is the Chiron Pur Sport. It has a W16 engine (sort of think of what you get when you put two V8s together, which makes one wonder why a letter that looks like VV is pronounced “double U”).
The engine produces 1,500 horsepower and 1,180 lb-ft of torque.
Because sometimes you just need a little R&R in the limo
It generally occurs in a movie when the passenger of the limo raises the screen with the driver and the driver suddenly pushes a button that causes the passenger doors to lock with an audible “thunk” and from the air vents comes billowing clouds of knockout gas. . . .
Rolls-Royce has developed what it calls the “Phantom Privacy Suite” for its Phantom Extended motor car (a.k.a., “limo”).
Privacy screen in place. (Image: Rolls-Royce)
According to the company there is an electrochromatic glass screen that is either clear or opaque, depending on the passenger’s desire. In addition, there is a “frequency-specific compound [that] inhibits the transmission of conversations in the rear cabin to the front.”
This is a must for “Rolls-Royce Phantom clients—powerbrokers, titans of business and entrepreneurs.”
Should communication with the driver be necessary, there is a built-in intercom system. Should the driver need to speak with the passenger, “they are able to ‘call’ occupants in the Privacy Suite, who can choose to answer or reject the communication.” (Clearly the sort of feature that sometimes one wishes for in an Uber.)
In addition there is a slot that the rear passenger controls through which documents can be passed to forward and back.
Seems like the sort of thing that a knockout gas capsule might be dropped. . . .
Todd Lassa remembers the times he ran the second- and third-gear snake up and down the California coast, and realizes that it may need to change–significantly
Highway 1, the north-south highway in California that runs from Mendocino County in the north to Dana Point in the south, is crumbling into the sea. The road I have traveled countless times over the past three-and-a-half decades just to drive it is a victim of its own popularity, an irony worthy of a Twilight Zone episode.
To quote the February 28 front page of The Washington Post; “California’s shifting weather patterns are presenting new threats to this exotic road as wildfire reaches into places it has never been, leaving raw landscapes and fresh dangers in its burn path.”
For about five years during the Bush 41 era I drove up from Southern California, where I lived at the time, at least once a year.
MX-5 Miata. Ideal for Highway 1 driving. (Image: Mazda)
I had a 1987 Honda CRX, and I quickly learned that it was best to plan a trip from San Luis Obispo to Monterrey/Carmel on Highway 1 just after New Year’s in order to avoid long, slow lines of gawkers in rental Mustang convertibles, Midwest minivans and VW Microbuses full of Dead Heads. Not that I wasn’t a gawker myself, looking west at the Pacific past the cliffs below, while on one of the short straights. Virtually every such drive included a stop for lunch or dinner on the outdoor deck of Nepenthe, in Big Sur, with its aging hippie wait staff, extensive California wine selection, and perfect view of the highway just to the east and the coast to west.
My fin de siècle Highway 1 drive came long before I would wring out a test car on it for a magazine story, in September 1991. I drove all the way up the coast, past Bodega Bay, past the Oregon and Washington borders, past Vancouver, B.C. inland to Prince George and then east to Jasper, Alberta, and back (along inland freeways to make time during the return, sigh). In roughly 18 days, over 5,700 miles, the coastal road in Oregon and Washington, and the Canadian Rockies of Alberta certainly rivaled Big Sur for natural beauty, though no road was more fun than 1.
And now, it is all over. California’s highway department can keep trying to put it back together again, but for what – more CO2-spewing SUVs? No. The next Tesla sports car, or the Corvette E-ray, maybe.
If you happened to read my piece on how bicycle sales in the U.S. had a big year in 2020 – bigger than auto sales, even with inventory shortages, especially for urban/commuter bikes – and put that together with the headline here, you already know where I’m going with this. Highway 1 is ripe for establishing a roads-to-trails movement, like the 60-year-old rails-to-trails movement, in which bicycling and hiking enthusiasts turned old, abandoned railroad beds into gravel or blacktop trails.
Sure, we still need those mass expanses of multi-lane interstate, wide urban and suburban boulevards and two-lane rural blacktops between small towns just to handle current levels of automotive congestion. It won’t be long before those roads and highways are filled with autonomous electric vehicles. As much as I’d like a few more runs between San Simeon and Big Sur in something like a Porsche 718 or Mazda Miata, we are going to have to ban motor vehicles from Highway 1 in order to save it. Forget trying to return with a Miata, or Porsche Boxster or even a Tesla Roadster. My new goal is to get in shape so that I don’t have to resort to an e-bike to cycle up and down the road.
The first change for the French automaker since 2010
2021 is the year that automakers are changing logos, ostensibly to make them seem more relevant in a world of advancing technologies.
First there was Kia. It had its name spelled out with a font with awkwardly sized letter stems housed in an oval. It truly appeared as though it was something that would be affixed to a product in the Dollar Store rather than on some of the best-designed vehicles on the market. The new one is a digitally driven design with the sort of typographic flow that one would associate with advanced technology.
General Motors was not to be outdone (although arguably it was by Kia’s design), revealing a new badge that went from uppercase letters with a horizontal bar beneath them reversed out of a square blue background to two lowercase letters with the horizontal bar underlining over the “m” in a rounded square box (squircle?). While the previous badge was simply a statement of acryomic identity, the new version is meant to signify the electric future, as the shape of the “m” combined with the bar beneath it resembles an electric plug.
(Image: Peugeot)
Now Peugeot has made a change its logo. It is worth noting that Peugeot, which is 210 years old, first used a lion as part of its logo since 1847, so there is something to be said for consistency. (The original logo was used on steel products the company produced; it didn’t appear on a car until 1948, on a Peugeot 203.)
The new logo, designed by Peugeot Design Lab, a wholly owned operation within what is now part of Stellantis that designs everything from pepper mills to scooters, features a lion’s head within a badge form, with the name “Peugeot” in all caps, slightly curved to echo the curve at the top of the shield.
According to Matthias Hossann, Peugeot Design Director, “With over two centuries of history, Peugeot is a pioneer of mobility and a legendary brand for automobiles and bicycles. This emblem and this new brand identity are a link between our history and our vision for the future. This logo has been conceived, designed and developed in-house with the same stringent requirements that we apply to every detail of our vehicles: the quality of materials, the quality of execution and the quality of the finish.”
Although Peugeot is in the process, like seemingly all automakers, electrifying everything, notably this new logo doesn’t stress that change through some sort of potentially hokey maneuver like making the lion’s mane consist of lightning bolts.
More relevant to the purpose of a logo—to be widely seen and identified with a brand—is that the design team specifically worked on developing the marque such that it is optimized for digital use.
After all, where do you see more logos than in digital spaces nowadays?
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