Volkswagen and Volkswagen Sales, Car Audio try, Evolution Performance Driving School And Steering Wheels

Volkswagen

Volkswagen (VW) is an automobile manufacturer based in Wolfsburg, Germany. It forms the core of VAG, one of the world's four biggest car producers.

Origins in 1930s Germany

Though the origins of the company date back to 1930s Nazi Germany, the design for the car that would become known as the Beetle date back even further, as a pet project by car designer Ferdinand Porsche. Hitler's desire that almost anybody should be able to afford a car coincided with this design (1875–1952)—although much of this design was inspired by the advanced Tatra cars of Hans Ledwinka.

Hitler's changes to the original design included more fuel efficiency (to make it more economical for the working man), reliability, ease of use, and economically efficient repairs and parts. The intention was that ordinary Germans would buy the car by means of a savings scheme, which around 336,000 people eventually paid into. VW honored its savings agreements after World War II; Ford, which had a similar "coupon" savings system, reportedly did not. Prototypes of the car called the KdF-Wagen (German: Kraft durch Freude = "strength through joy"), appeared from 1936 onwards (the first cars had been produced in Stuttgart). The car already had its distinctive round shape and air-cooled, flat-four, rear-mounted engine, features similar to the Tatra.

Erwin Komenda, the longstanding Porsche chief designer, developed the car body of the prototype, which was recognizably the Beetle we know today.

The new factory in the new town of KdF-Stadt, now called Wolfsburg, purpose-built for the factory workers, had only produced a handful of cars by the time war started in 1939. Consequently the first volume-produced versions of the car were military vehicles, the Volkswagen Jetta and jeep-like Kübelwagen and the amphibious Schwimmwagen.

From Beetle to Golf

VW was in serious trouble by the end of the 1960s. The Type 3 and Type 4 models had been a comparative flop, and the NSU-based K70 also failed to woo buyers. The company knew that Beetle production had to end one day, but the conundrum of replacing it had been a never ending nightmare. The key to the problem was the 1964 acquisition of Audi/Auto-Union. The Ingolstadt based firm had the necessary expertise in front wheel drive and watercooled engines that VW so desperately needed to produce a credible Beetle successor. Audi influence paved the way for this new generation of Volkswagens, known as the Polo, Golf and Passat.

Production of the Beetle at the Wolfsburg factory switched to the VW Golf in 1974, marketed in the United States as the VW Rabbit in the 1970s and 1980s. This was a car unlike its predecessor in most significant ways, both mechanically as well as visually (its angular styling was designed by the Italian Giorgetto Giugiaro). Its design followed trends for small family cars set by the 1959 Mini and 1972 Renault 5—the Golf had a transversely mounted, water-cooled engine in the front, driving the front wheels, and had a hatchback, a format that has dominated the market segment ever since. Beetle production continued in smaller numbers at other German factories until 1978, but mainstream production shifted to Brazil and Mexico.

Relationship with Porsche

The company has had a close relationship with Porsche, the Stuttgart-based sportscar manufacturer founded in 1947 by Ferry Porsche, son of the original Volkswagen designer Ferdinand Porsche. The first Porsche cars, the 1948 Porsche 356, used many Volkswagen components including a tuned engine, gearbox and suspension. Later collaborations include the 1969/1970 VW-Porsche 914, the 1976 Porsche 924 (which used many Audi components and was built at an Audi factory), and the 2002 Porsche Cayenne (which shares engineering with the VW Touareg).

Source from: wikipedia | {top}

Volkswagen Sales, Operating Profit Rise on Europe

July 29 (Bloomberg) -- Volkswagen AG, the world's fourth- largest carmaker, posted its highest quarterly sales in at least four years and operating profit beat analysts' estimates as new Audi models and the revamped Passat sedan won buyers in Europe.

Volkswagen stock has risen 33 percent this year to almost a two-year high as Chief Executive Officer Bernd Pischetsrieder has started a 3.1 billion-euro ($3.8 billion) cost-cutting program. Carmaking accounted for second-quarter operating-profit growth at Wolfsburg, Germany-based Volkswagen in contrast to General Motors Corp., where only financial services was profitable. ``It's a pretty big improvement in operating results and it comes from the auto division, not financial services,'' said Juergen Pieper, an analyst at Frankfurt-based Bankhaus Metzler who has a ``buy'' rating on the stock. ``It's the core business that is improving.'' Net income fell 6.8 percent to 333 million euros, or 85 cents a share, from 357 million euros, or 92 cents, a year earlier, Pischetsrieder said on a conference call. Profit missed the 342 million-euro median estimate of 10 analysts surveyed by Bloomberg News. The automotive division's net income climbed 36 percent to 151 million euros.

Shares of Volkswagen in Frankfurt rose 97 euro cents, or 2.2 percent, to 44.76 euros, the highest since Nov. 15, 2003.

GM, Ford Losses

Earnings at Volkswagen's carmaking business compare with a $948 million second-quarter loss at General Motors' automotive unit and a $948 million pretax loss at Ford Motor Co.'s. Detroit- based General Motors, the world's biggest carmaker, has since 2002 made more money from car loans than from building and selling cars and trucks. Most 2004 profit at Ford, the world's third-biggest automaker, came from the car-loan division.

Volkswagen's financial-services division, which offers auto loans, posted a 26 percent decline in net income to 182 million euros. Ford's car-loan division's net income fell 18 percent to $740 million. General Motors' finance unit's profit fell 3.5 percent to $816 million. Second-quarter sales at Volkswagen rose 5.9 percent to 24.9 billion euros from 23.5 billion euros, exceeding analysts' 24.4 billion-euro estimate. Earnings before interest and taxes rose 75 percent to 911 million euros from 522 million euros. Analysts had expected operating profit of 676 million euros. ``Today's figures are starting to show that they're cutting costs faster than expected,'' said Henning Gebhardt, a fund manager at DWS Investment in Frankfurt who helps manage 146 billion euros including Volkswagen stock.

First-Half Profit Growth

First-half net income rose 5.2 percent to 403 million euros from 383 million euros a year earlier. Operating profit jumped 62 percent to 1.4 billion euros. Sales rose 1.9 percent to 46 billion euros. The North American first-half operating loss widened to 596 million euros from 503 million euros as sales fell 11 percent to 6 billion euros. The main Volkswagen brand's performance in the U.S. has been ``disastrous,'' Pischetsrieder, 57, said on the call. Volkswagen's discounts are about half of the average U.S. average, where automakers face intense competition, he said.

``We are not planning to achieve a break-even point in the North American region next year,'' he said. ``We cannot allow ourselves to drop in volume any further'' in the U.S. Volkswagen's luxury car units, boosted by demand for the Audi A6 and A8 and the Bentley Continental GT, posted gains in vehicle sales in the U.S., the company said today, without giving figures. The average U.S. industry incentive was $4,427 per vehicle, according to CNW Marketing Research.

Discounts vs Costs

``Volkswagen is increasing discounts in the U.S. and Europe, so they need to get their costs down to be able to make a profit even with those discounts,'' said Michael Rachor, a Munich-based fund manager with Activest Investment, which oversees $69 billion in assets, including Volkswagen shares. ``That's their biggest challenge.'' The carmaker offered as much as 13 percent off the sticker price to German buyers of the Golf compact car who traded in any Volkswagen model at least four years old during the first half. Touran compact-van customers got 2.5 percent rebates. The Audi AG luxury-car business's first-half operating profit rose 20 percent to 657 million euros. The Volkswagen division's operating profit more than quadrupled to 169 million euros from 33 million euros.

Savings Target

The carmaker achieved 1.7 billion euros in savings in the half and has pinpointed additional cutbacks to meet 2005's 3.1 billion-euro target, Pischetsrieder said. Volkswagen's goal is to boost pretax profit to 5.1 billion euros in 2008 from the 1.1 billion-euro figure posted in 2004.

Volkswagen's European vehicle sales rose 6.6 percent following the introduction of models including the Passat and the small, Brazilian-built Fox. Second-quarter worldwide vehicle sales rose 0.4 percent as 19 percent growth Germany made up for a 30 percent decline in the U.S. Operating profit in Europe in the first half rose 51 percent to 1.9 billion euros, the region's best ever, Pischetsrieder said on the call. Revenue rose 5.9 percent to 34.6 billion euros. ``The model mix has much improved, and this is what drives the contribution in Europe,'' he said. The company has been losing business in China, the world's fastest-growing automotive market, and in the U.S. to competitors including Toyota Motor Corp. Volkswagen's first-half sales in China fell 18 percent to 265,000 vehicles, and its market share fell by half over the past five years as General Motors and Toyota built more cars in the country and lowered prices.

Loss in China

Volkswagen had an operating loss of 23 million euros in China in the first half compared with an operating profit of 251 million euros a year earlier. The carmaker has stopped adding production in the country and wants ``dramatic'' changes to ``outdated'' joint-venture agreements, Pischetsrieder said. ``Volkswagen really has to address the issue of what models to offer the Chinese,'' said Stephen Pope, head of equity strategy at Cantor Fitzgerald in London with a ``sell'' rating on the Volkswagen stock. ``Input costs are high and will stay high. The path ahead is brighter but still stony.'' Prosecutors in Braunschweig, Germany, are investigating whether Volkswagen paid for pleasure trips to foreign countries for labor leaders in exchange for votes backing supervisory board decisions. They are also looking into whether two former personnel managers formed shell companies to win contracts from Volkswagen. The final cost to the company from the scandal will probably be less than 10 million euros, Pischetsrieder said today.

Source from: bloomberg | {top}

Honda Odyssey

Route 16 head-on injures 6

TAMWORTH — Three of six seriously injured motorists had to be airlifted to the Dartmouth-Hitchcock Medical Center with serious injuries on Thursday following a head-on collision on Route 16. The crashed involved a minivan full of children and a sedan and required authorities to close the heavily traveled roadway for close to two hours. Two helicopters landed on the road to rush seriously injured victims to the hospital.

The victims' identities had not been released at press time.

Authorities were called to the accident at 12:12 p.m. It took place at the junction of Route 16 and North Road, approximately a half-mile north the entrance of White Lake State Park. Tamworth Police Sgt. Frank Suprenard said authorities would not release the names of the victims in the crash because police had yet to notify all of their families. Suprenard did confirm that six people were hurt in the collision, with several receiving serious injuries.

The sergeant said the accident occurred when a Honda Odyssey minivan collided head-on with a Ford Taurus sedan. The impact of the crash crushed the front ends of both vehicles. Emergency responders had to extricate all of the victims, using hydraulic prying and cutting tools. The roofs of both of the cars had to be cut to allow them to reach the victims. Tamworth Fire Captain Dave Bowles said there was a mother and three children in the minivan, and he noted that one was an infant.

The sedan had two passengers.

Bowles said the driver of one of the vehicles and a passenger in the other were airlifted from the scene via the Dartmouth-Hitchcock Air Response Team. He said the youngest victim was not among those taken initially via helicopter. Crews shut down a small stretch of the road to allow them space to work the scene and establish a landing zone for the DHART helicopters.

The remaining victims were taken by ambulance to Huggins Hospital in Wolfeboro. It was confirmed that one of the victims taken to Huggins later was airlifted to Dartmouth-Hitchcock for further medical attention. Bowles said all of the victims were alive when they were removed from the accident scene; however Emergency responders said they had sustained serious injuries. The accident summoned personnel from the Tamworth Police Department, the Carroll County Sheriff's Department and the N.H. State Police. County Attorney Robin Gordon also responded to the scene.

Fire rescue crews from Tamworth, Conway, Madison and West Ossipee also responded.

Shock absorber

A shock absorber in United States parlance (sometimes damper Mechanic in British use) is a mechanical device designed to smooth out or damp a sudden shock impulse and dissipate kinetic energy. It is analogous to the resistance in an electric RLC circuit.

Applied to a structure such as a building or bridge it may be part of a seismic retrofit or as part of new, earthquake resistant construction. In this application it allows yet restrains motion and absorbs resonant energy, which can cause excessive motion and eventual structural failure.

In a vehicle, it reduces the effect of traveling over rough ground. Without shock absorbers, the vehicle would have a bouncing ride, as energy is stored in the spring and then released to the vehicle, possibly exceeding the allowed range of suspension movement. Control of excessive suspension movement without shock absorption requires stiffer (higher rate) springs, which would in turn give a harsh ride. Shock absorbers allow the use of soft (lower rate) springs while controlling the rate of suspension movement in response to bumps. They also, along with hysteresis in the tire itself, damp the motion of the unsprung weight up and down on the springiness of the tire. Since the tire is not as soft as the springs, effective wheel bounce damping may require stiffer socks than would be ideal for the vehicle motion alone.

There are several commonly-used approaches to shock absorption:

• Hysteresis of structural material, for example the compression of rubber disks, stretching of rubber bands, bending of steel springs, or twisting of torsion bars.
• Dry friction as used in wheel brakes, but using disks at the pivot of a lever, with friction forced by springs. Used in early automobiles such as the Ford Model T, up through many of the British sports cars of the 1950s and early 1960s.
• Fluid friction, for example the flow of fluid through a narrow orifice (hydraulics), constitute the vast majority of automotive shock absorbets. An advantage of this type is that using special internal valving the absorber may be made relatively soft to compression (allowing a soft response to a bump) and relatively stiff to extension, controlling "jounce", which is the vehicle response to energy stored in the springs; similarly, a series of valves controlled by springs can change the degree of stiffness according to the velocity of the impact or rebound. Some shock absorbers allow tuning of the ride via control of the valve by a manual adjustment provided at the Shock Absorber.
  
  In more expensive vehicles the valves may be adjustable, offering the driver control of the ride at will while the vehicle is operated. The ultimate control is provided by dynamic valve control via computer in response to sensors, giving both a smooth ride and a firm suspension when needed. Many shock absorbers contain compressed nitrogen, to eliminate the tendency for the oil to foam under a lot of rapid movement, which would temporarily eliminate the damping ability of the unit.
• Compression of a gas, for example pneumatic shock absorbers, which act like springs. In Aircraft landing gear these may be combined with hydraulic dampening to reduce bounce. Such struts are called "oileao" struts (combining oil and air).
• Inertial resistance to acceleration, for example the Cito?n 2CV has an additional pair of rear shock absorbers that damp wheel bounce with no external moving parts. The energy is absorbed by hydraulic fluid friction, but their operation depends on the ineria of an internal weight.
• Composite hydropneumatic devices which combine in a single device spring action, shock absorption, and often also ride-height control, as in some models of the Citro?n automobile.
• Conventional shock absorbers combined with composite pneumatic springs with which allow ride hight adjustment or even ride height control, seen in some large trucks and luxury sedans such as certain Lincoln automobiles. Ride height control is especially desirable in highway vehicles intended for occaisional rough road use, as a means of improving handling by lowering the vehicle when operating on improved high speed roads.

Pneumatic and hydraulic shock absorbers commonly take the form of a cylinder with a sliding piston inside. Spring-based shock absorbers commonly use coil springs or leaf springs, though torsion bars can be used to absorb torsional shocks as well. Vehicle typically employ both springs or torsion bars and hydraulic shock absorbers. In this combination, "shock absorber" (or simply "shocks") is reserved specifically for the hydraulic piston that absorbs and dissipates vibration. In this combination, the springs are not termed "shock absorbers".

Shock absorbers are an important part of automobile suspensions, Aircraft landing gear, and the supports for many industrial machines. Large shock absorbers have also been used in architecture and civil engineering to reduce the susceptibility of structures to earthquake damage and resonance.

Source from: fosters | {top}

Car Audio try

Technology has brought to fruition several choices for amplifying speakers in our car. Last month we took a peek at four very distinct amplifiers on our bench and noted that each was very unique in its own way. However, knowing that numbers don't always tell the story, we put the Alto Mobile ADP102, Genesis Profile Two Ultra, Tru Technology C.7AT, and a Zapco C2K-3.0X through the wringer once more--this time on a pair of $10,000 home speakers. Could we tell the difference? Let's find out.

The Speakers

We used a pair of Edgarhorn fullrange speakers (on loan from Dr. Bruce Edgar, himself) for this listening test. These 8-ohm drivers have an ungodly efficiency rating of around 105dB at 1watt/1meter, meaning that they will put out 105dB of sound with 1 watt of input power. The fact that we are testing amps ranging from 26 watts up to 400 watts is not a problem when you are only going to be using a few watts for the test. "But wait," you say, "I've heard that all amplifiers sound the same when operated within their limitations. Why aren't you running the amps to clipping?" Good question. First of all, I have never bought into the "sound the same" line of thought. Can you tell what something sounds like simply by looking at the specs? There are so many different measurements that make up accurate sound reproduction and several of them can be manipulated in the design. As an example, THD specs can be greatly reduced (less is better) by increasing the amount of negative feedback in an amplifier.

Too much negative feedback, however, causes the amp to sound "restrained." No, I don't know how to measure "restraint" in amplifiers, but that's exactly my point here. The numbers don't tell the entire story. Secondly, back to your question, the clipping characteristics of tubes vs. solid state have been well-documented over the years in an attempt to explain the sonic differences. Tubes clip "softly," causing a warmer, smoother sound, while transistor designs clip harder, sounding cold and harsh. Besides being efficient, the Edgarhorns are also extremely accurate and revealing, so any differences between the amps should show up quite clearly...{here have more about car audio try process, please chick in the car audio mag.}

Conclusion

We're asking two questions here: Can you tell the difference between classes of amplifiers and which one sounds the best? I think most people would have expected the tube amp to have a very distinct sound to it, but as you can see, that was not the case at all. None of the amps really sounded either tube-like or solid-state. Let's remove the blindfolds:

Strangely enough, the final impression scoring tends to match the pricing on these units. The TRU Technology amp received three of four first place votes, beating out the Zapco by a couple of points. The Genesis and Zapco offerings were close. Zapco took second place on low and mid frequency and imaging scores, while the Genesis had overall better staging scores. The Alto Mobile Class D amplifier brought up the rear with good low and mid frequency scores, as well as overall tonal balance. The imaging was pretty well centered with this amp, though not very wide, and there was no depth to the stage.

What does all this mean to you, the Car Audio enthusiast? In my opinion it is extremely difficult to accomplish a soundstage in the average vehicle. You have to use really good speakers and experiment with placement and crossovers. It can be done, I assure you, but not with an amplifier that won't reproduce that soundstage in an ideal environment. You have to step up to a higher-quality, higher-priced amplifier. If that soundstage doesn't turn you on, life will certainly be easier and less expensive for you. You can choose an amplifier based on your criteria--reliability, size, efficiency, appearance or features. The number of channels and power per channel are fairly easy choices as well. If you're after the Holy Grail of Car Audio, however, there is no substitute for quality.

Evolution Performance Driving School

"educating autocrossers, one second at a time"

Evolution Performance Driving Schools are hands-on, foot to the floor autocross driving schools. With programs designed to improve the driving skills of 16 year old novices to multi-time Solo II National Champions. No matter what type of car you drive, Evolution has a program for you. 8-time SCCA Solo II National Champion Jean Kinser Dana, has assembled a group of instructors nationwide who share her passion for autocrossing. These instructors are national caliber drivers, with years of experience, wins, and national championships to their credit in all different types of cars. To teach the student driver the finer points of autocrossing, while taking years off the learning curve. Instructors will share with students proven race winning skills and experiences, while building upon the students pre-existing skills to form a solid foundation to improve upon after completion.

Founded in 1994 by Jim McKamey and Jean Kinser Dana, the Evolution Performance Driving School is the country's only driving school with a curriculum based on the simple motto of making "you"; a faster autocrosser. Unlike many programs, Evolution works with the students individually to build upon their current skill level, improving their confidence and competitiveness. Students and instructors will both ride and drive, enabling instantaneous feedback. If you are asking yourself the following questions, driving Evolution is for you!

• How can I improve my driving and become more competitive?
• Is it the car or driver?
• What makes the "top" drivers fast?
• Where can I learn the limits of my car?

Evolution has a number of different programs designed to improve the skills of all drivers, both on road and track. Courses are held nationwide throughout the year. All Courses require students to provide their own vehicle, which must pass a basic safety inspection and be equipped with both driver and passenger seats. Since our business provides a service that requires 3rd party involvement there are things that are beyond Evolution's control. Items such as shipping or regions/club help or site requirements. Weather can also play into timing/electrical issues. Please keep this in mind.

Steering Wheels

The New York City Taxi and Limousine Commission, which only recently had raised concerns about the adequacy of leg room in hybrid vehicles, cleared the way yesterday for six hybrid models to be used as taxicabs as early as this fall.

The commission did not have much choice in the matter, because a City Council bill signed last week by Mayor Michael R. Bloomberg gave the panel 90 days to approve hybrid vehicles - considered better for the environment than traditional cars - for use on the city's streets. Even so, the commission's support was striking, because officials had indicated before that they felt none of the hybrids on the market had enough leg room. Before they met yesterday morning, the commissioners tested several of the vehicles, getting in the rear and front passenger seats and even behind the Steering Wheels. Peter Schenkman, assistant commissioner for safety and emissions, said they found the Toyota Highlander and Toyota Prius "surprisingly roomy," while the Honda Accord seemed "not as roomy as one would expect." The Honda Civic, he said, "does feel very confined." The commission's chairman, Matthew W. Daus, said that putting hybrids on the road promptly should be the priority. "Pardon the pun, but I think bigger cars need to take a back seat," he said.

Hybrid vehicles use both a gasoline engine and a rechargeable electric motor and generally have higher fuel efficiency and fewer harmful emissions than conventional cars. Several cities are already using them as taxicabs. San Francisco has approved the Ford Escape, and Boston and Vancouver the Toyota Prius, Mr. Schenkman said. In 2003, the Council passed a bill requiring the commission to set aside a proportion of new taxi medallions to be granted to vehicles that use cleaner fuels. Some cars that run on compressed natural gas are already on the road, but no cabs with the special medallions have been put in use. Environmentalists lobbied the Council to compel the commission to test hybrids.

One advocate of hybrids, Bob Muldoon of the New York City field office of the Sierra Club, said after the commission's decision, "Cabbies will now have the opportunity to use hybrids and take advantage of their quiet performance, tremendous fuel savings, and low emissions." The commission reviewed specifications for three sport-utility vehicles - Ford Escape, Toyota Highlander and Lexus RX 400H - and three four-door sedans - Toyota Prius, Honda Accord and Honda Civic. They range in suggested retail price from $19,900 for the Civic, a compact sedan, to $49,060 for the Lexus, a luxury vehicle. Fleet owners who buy several cars at once usually get a discount.

Even the Toyota Prius, considered the most spacious of the six models with 38.6 inches of rear leg room, has less interior space than the model most commonly used now, the Ford Crown Victoria, which has 45.6 inches. To make up for the reduced space, some drivers will be permitted to install a camera instead of the usual security partition, which takes up several inches of space in the rear.

Using a hybrid vehicle will be voluntary, and with 12,760 taxis in use, it is clear that the goal of lower emissions will take time to achieve. The commission expects to spend $15,000 to $20,000 to reconfigure one lane at its inspection site in Woodside, Queens, to test the hybrids. Several models use traction control, a feature that prevents the car from being measured on the site's dynamometers. Inspectors use the devices to check that the taxi meter is accurate and that the brakes are working. The next step is for the commission's lawyers to draft new rules that would create exemptions from the usual vehicle specifications to allow for the hybrids. That process, which will involve a public hearing and a formal vote of the commission, is expected to be completed by September.

Source from: det news | {top}

Antique Car

Time Machines 27th Annual Antique Car Show and Flea Market

Time Machines 2005, the 27th annual Antique Car show and flea market will take place on Sunday, July 24, rain or shine from 8am to 3pm at Coginchaug Regional High School in Durham.

This show is put on by the Connecticut Area Classic Thunderbird Club and benefits charities as well as supports a scholarship for a student attending a technical school program. This year they are celebrating Thunderbirds on their 50th anniversary. In addition, there will be many classes devoted to other brands, including trucks and fire apparatus. Show cars predating 1930 will be allowed free entry to encourage older car participation. Also new this year is a car corral featuring cars that are for sale. Numerous free door prizes will be awarded throughout the day by the DJ.

There are a total of 36 judged classes with a cut-off year of 1980. A class for special interest cars produced after 1980 is available, for display only on the field, but these will not be judged. Special trophies will be awarded to the best car of featured class (Thunderbird), best car of show and the three best un-restored cars. Last year the flea market had 200 vendor spaces occupied with various products, mostly auto-related.

The great food concession will again be run by the Coginchaug Benchwarmers and benefit high school sports. Tickets are $3 for admission, under 12 are free, and seniors are $2. Free parking is available. Show car registration is $8, and flea market space is $30. For additional information, visit the website at www.tbirdsofconn.org/timemach.html or call Fred Klaus at 203-239-2656 or Wendell Theriault at 860-585-8657. The main sponsors are Manchester Motor Car Company and Haggerty Insurance...{top}