Tag Archives: pushrod

Coolest, Classiest Electric? Mercedes SLS AMG eDrive

While at the Nurburgring for a first-ever drive of the coming 2010 Mercedes-Benz SLS AMG Gullwing, I also had the opportunity to sit down with Volker Mornhinweg as the AMG CEO showed-off some highlights of his next new vehicular baby: an all-electric version of the Gullwing.

The eDrive version, says Mornhinweg, “will use exactly the same white body as the gasoline-powered car. There’s plenty of room in the existing structure to put electric motors at each wheel and batteries on the floor, ahead of the firewall, and just aft of the seats. The only change is up front, where we’ll have to change the front axle to a pushrod suspension to accommodate the motors.”

Mornhinweg is clearly excited about the eDrive project. “This is not a concept car. The SLS eDrive will be on the road perhaps as early as 2013—certainly by 2015 at the latest.” As such, it’ll be a continuation of AMG’s goal to reduce fleet-average C02 emissions by 30 percent by 2012. “The challenge for the future is to deliver superb performance, but also social acceptance,” says Mornhinweg. “The internal-combustion engine is going to be around for a long, long time, but to improve its efficiency we’ll be using more and more direct injection, downsizing displacement while adding turbocharging, incorporating stop/start systems, and more. You’ll see more four-cylinder engines in the future, too.”

The AMG boss sees myriad benefits to the SLS eDrive. “The SLS’s lightweight aluminum body and structure will help to offset the heavy batteries we’ll need for maximum performance.” Zero to 60 mph, Mornhinweg adds, will take around 4 seconds flat, with a top speed of about 125 mph. Because each wheel will be driven by its own motor, electric four-wheel drive is inherently part of the design. “By tailoring the software that guides the motors, we can also do exciting things like torque vectoring and dynamic stability control,” Mornhinweg says.

The three modular high-voltage batteries in the SLS eDrive will be lithium ion—powering the four electric motors through two transmissions (one per axle). Peak output is equivalent to 526 horsepower (392 kW) and nearly 650 pound-feet of torque—the eDrive should be a formidable player in stoplight Grands Prix. Range won’t be outstanding—only about 95 to 110 miles—but the batteries will recharge to 80 percent of capacity in around five to six hours (plug in when you reach work if you have a long commute home). Plugging-in overnight will deliver a full charge. (Regen brakes, of course, will help to freshen the batteries when driving.)

Mornhinweg is confident that no major hurdles exist in bringing the eDrive to market. And he emphasizes that the eDrive will not replace the SLS’s 6.2-liter gasoline V-8; the two versions will coexist. “Our biggest challenge,” he notes, ”will be adding the emotion that’s so crucial to the enjoyment of a sports car. For instance, with electric drive there’s no vroom vroom during downshifts, which is a sound every enthusiast driver enjoys. So we’re experimenting with various ways simulate the experience using the two transmissions and the electric motors. I’m confident, though, that when we’re finished we’ll have what many enthusiasts will find a very desirable car.”

Which is to say, with its speed, those show-stopping gullwing doors, and that zero-emissions powertrain underneath, the SLS AMG eDrive promises to offer driving sex without the guilt.

Source : blogs.motortrend.com/6563064/editorial/coolest-classiest-electric-mercedes-sls-amg-edrive/index.html

Toyota Corolla E70

The Corolla E70 was the fourth generation of cars sold by Toyota under the Corolla nameplate.

The fourth-generation model released in 1979 in Japan, was boxy and was the last generation to have the entire lineup in rear-wheel-drive. Although most of the fourth generation was replaced by 1984, the station wagon and van versions were offered into 1987. In 1980 Corolla daily production reached an all-time high, averaging 2,346 units.

This generation (apart from the wagon) got a new rear coil spring five-link rear end with a panhard rod, and the wheelbase was longer at 94.5 in (2400 mm). A new underwhelming 1.8 L (1770 cc/108 in?) 3T engine was optional to some markets, while parts of the world retained the old 4K. The most notable engine advancement came in 1983, however, as Toyota began offering the 1.6 L (1587 cc/96 in?) 4A-C. The aluminum head, SOHC engine, although bulkier in size and weight than the K and T engines it was offered alongside, was a grand step up in performance. This would be the last generation of Corollas to use any pushrod or iron cylinder head engines, as Toyota made the decision to focus exclusively on aluminium head, OHC engine design from this point forward. This was the first generation to have power steering. In the USDM market, this was introduced in the 1982 model year.

Various facelifts were made during production. In 1979-80, a 4-round headlamp setup was used in most markets. A restyle for 1981 involved two rectangular headlamps. A more extensive facelift was given for 1982, involving wraparound headlights, remodeled taillights and new bumpers, which on some models were rubber moulded.

Design work was started in 1974 by Fumio Agetsuma. The goals he told his team were:

Quiet cars will have a definite edge. Conservation of both resources and fuel will be very important. Economy and value will also carry considerable weight.
Our new Corolla must be as aerodynamically perfect as the parameters allow. It must be comfortable, with enough interior room to move about in. It will need all the modern features that future customers will want as well.
Corolla must change. But we should never destroy the popular base upon which Corolla sales are built. Our new car must reflect the wishes of the consumer, the ordinary people who drive Corollas.
There should be no generation gap with Corolla. It should appeal to young and old alike. Corolla must also transcend national boundaries. It must perform as well in sub-zero temperatures as it does in the tropics or in the heat of the deserts of the world. Above all, Corolla must be a car that pleases.
Corolla has an illustrious tradition. Now, let us build our new Corolla on that tradition, the kind of new Corolla we know the drivers of the world will expect.

Japan
Japanese market engines:

4K-U ? 1.3 L (1290 cc) I4, 8-valve Pushrod, carb, 74 hp (55 kW)
5K-C ? 1.5 L (1495 cc) I4, 8-valve Pushrod, carb
3A-U ? 1.5 L (1490 cc) I4, 8-valve SOHC, carb, 80 hp (60 kW)
2T-G ? 1.6 L (1587 cc) I4, 8-valve DOHC, carb, 115 hp (86 kW)

North America
North American market engines:

3T-C ? 1.8 L (1770 cc) I4, 8-valve Pushrod, carb, 75 hp (56 kW)
4A-C ? 1.6 L (1587 cc) I4, 8-valve SOHC, carb, 90 hp (67 kW)
North American market chassis:

E-71 ? Sedan, 2-door/4-door (Std, DX)
E-71 ? Wagon, 5-soor (Std, DX)
E-71 ? Hardtop, 2-door (SR5)
E-71 ? Sports Coupe, 2-door (SR5)
E-71 ? Liftback, 3-door (Std, SR5)
E-72 ? Sedan, 5-door (Std, DX)
E-72 ? Wagon (Std, DX)
E-72 ? Sports coup? 2-door (Std, SR5)
E-72 ? Liftback, 3-door (Std, SR5)
E-72 – Hardtop, 2-door (Std, SR5)
E-75 – Hardtop, 2-door (SR5)
E-75 ? Sports Coupe, 2-door (SR5)
E-75 ? Liftback, 3-door (Std, SR5)

Australia
Australian market engines:

4K-C ? 1.3 L (1290 cc) I4, 8-valve Pushrod, carb, 65 hp (48 kW)
4A-C ? 1.6 L (1587 cc) I4, 8-valve SOHC, carb, 90 hp (67 kW)

?

Production
1979-1983

Assembly
Toyota City, Japan
Port Melbourne, Victoria, Australia

Body style(s)
2-door sedan
4-door sedan
2-door hardtop coup?
3-door liftback
3-door station wagon
5-door station wagon
5-door van

Layout
FR layout

Engine(s)
1.3L I4
1.6L I4 4A-C
1.8L I4 3T-C

Wheelbase
94.5?in (2400?mm)

Related
Daihatsu Charmant