Regional Motors is joining the Detroit maker movement: The firm 3D-printed an electric automobile at the North American International Auto Show, the 3-part printing procedure ushering in the company’s midcycle refresh of its Strati. The automobile was first unveiled at the International Manufacturing Technology Show in September.
Regional Motors expects to ultimately produce 30 Stratis and provide them in late 2015 at rates anticipated to fall in between $ 18,000 and $ 30,000, according to a spokesperson.
We previously reported that the Strati uses a Renault Twizy EV powertrain, however that will modify in the coming months as the Twizy bits are being phased out. “We have to solidify the powertrain,” said Neighborhood Motors COO Lee Herge. “We don’t intend to make [powertrains]. We’re creating a couple of platforms and speaking to everyone.” The Strati is produced of 80 percent ABS plastic and 20 % minced carbon fiber and weighs a claimed 1500 pounds.
The quick turnaround on its surface updates is made to demonstrate how swiftly the firm is capable of shifting its plastic production approach. “It’s to show its adaptability,” Herge stated. He stated the refreshed Strati attributes a reworked front end, headlights, taillights and fenders. When we had the opportunity to visit with Local Motors, the Detroit instance wasn’t very finished verify out the renderings under to see how it ultimately differs from the first-gen vehicle pictured up top. The new Strati was only in phase 2 of the 3-element production process at the time, possessing been delayed simply because the routing triggered disruptive noise for the duration of auto-show organization hours. The organization showed the very first-generation Strati at its booth and presented rides on the test track (more on that soon).
“We like to think of it as a Create-a-Bear mashed up with IKEA mashed up with Formula 1,” said Nearby Motors co-founder and CEO John B. Rogers, Jr. at the company’s Monday afternoon press conference. Rogers also announced the company’s plans to expand its crowdsourced operation. This year, it will open 2 new micro factories in Knoxville, Tennessee, and one particular at National Harbor, Maryland, just outside Washington D.C., exactly where the initial 3D-printed vehicles will be spit out, assembled, and sold. The organization also plans to open up the style approach via a contest in which 12 builders will have printed goods for show at the 2015 SEMA show.
Hard-core Corvette fans know Zora Arkus-Duntov and the contributions he bestowed over his 2-plus decades at General Motors. Anticipating the arrival of the next-generation C8 Corvette adorned with a ZORA nameplate, we provide this celebration of the life and times of America’s answer to Enzo Ferrari and Ferdinand Porsche.
Arkus-Duntov was born in 1909 to wealthy Russian parents studying in Brussels, Belgium. The following year, the Arkus family returned to Saint Petersburg in time to suffer through both World War I and the Russian Revolution. Young Zora, who was mesmerized by anything capable of moving under its own power, showed little interest in school. When the harsh times brought bread rationing, he armed himself with a revolver to safeguard the family’s food supply. A firearm also came in handy when a crosstown doctor had to be persuaded to come and care for his ailing mother.
Due to the severe economic conditions, Zora’s father Jacques Arkus stayed in the household following divorce and the arrival of stepfather Josef Duntov. Years later, in 1941, Zora finally had sufficient respect for his third parent to change his last name to Arkus-Duntov.
Inspired by Auto Union and Mercedes-Benz grand prix efforts in the 1930s, Arkus-Duntov dabbled in lower-level road racing before and after studying mechanical engineering at the University of Charlottenburg in Berlin. He met some top drivers and engineers but didn’t advance his dream of competing at higher levels through those connections.
Zora with Allard at Le Mans, for whom he drove in 1952 and 1953.
Watching conditions deteriorate in Germany through the 1930s, especially for those of Jewish descent, Arkus-Duntov and his wife, the former Elfi Wolff, hastily relocated first to Paris and then to America on a freighter converted to passenger service. Both found fortune in their new world—she as a professional dancer, he as a consultant before becoming a war-munitions manufacturer.
Postwar prosperity opened doors to new motorsports opportunities. The “Ardun” overhead-valve cylinder heads Arkus-Duntov manufactured to tune up Ford flathead V-8s were not initially successful, although they eventually became highly prized. After failed Indy 500 attempts, Zora met Sydney Allard, which led to drives at the 1952 and 1953 24 Hours of Le Mans. Mechanical failures doomed both Allard ventures, but Arkus-Duntov’s rising prowess as an engineer and driver gained Porsche’s attention. He was invited to pilot an 1100-cc 550 Spyder for the factory’s visit to the Sarthe, earning a class victory and 14th overall finish in 1954, followed by 13th overall in another 550 Spyder the next year.
Zora Arkus-Duntov (foreground) with Frank Burrell and Bill Frick at Le Mans in 1960.
Amazingly, Arkus-Duntov’s success on the world endurance-racing stage came after he had joined GM as a development engineer. Upon seeing Harley Earl’s Corvette prototype at the 1953 New York Motorama, he was instantly smit8. He unleashed the full brunt of his persuasive powers to convince Chevrolet boss Ed Cole and GM R&D director Maurice Olley that a production Corvette would be a “turning point” for GM and that his contributions could be instrumental in advancing any high-performance automobile’s cause.
READ MORE: From the C/D Archives: Our Original 1956 Chevrolet Corvette Road Test
Convincing Cole only a few weeks after joining GM that driving for Allard at Le Mans was in the company’s best interests reveals the depth of Arkus-Duntov’s cunning. Seconding that motion in 1955 became the cornerstone for the Corvette/Porsche respect and rivalry that exists to this day.
Testing at Pikes Peak in 1955 to prove the vitality of the new small-block V-8; Zora set a new sedan-class record in the then-secret 1956 Chevy.
Olley was less convinced that racing relationships with other carmakers were a wise idea. For punishment, he dispatched the Russian to the proving grounds to work on trucks. Cole had other ideas. After reading Arkus-Duntov’s memo pointing out how the hot-rod movement might help Chevrolet reach younger buyers, he gave his rabble rouser a challenging project: developing the fuel injection scheduled for introduction on the 1957 model year Chevrolet V-8. Building on existing Mercedes-Benz 300SL technology, Arkus-Duntov devised a means of measuring the mass of incoming airflow instead of using the SL’s simpler speed-density approach.
Unfortunately, Corvette sales were faltering and GM was pondering the early retirement of its sports car. Arkus-Duntov stepped in at the last moment to save the Corvette and to recast it as Chevrolet’s halo vehicle. His views won broad internal respect and the job of evolving the Corvette from a fashionable, gutless 2-seater into a world-class sports car.
His new authority only encouraged Arkus-Duntov’s speed exploits. He broke a couple of Pikes Peak records in a disguised Chevy sedan, and he topped 150 mph in a slightly modified Corvette at Daytona Beach in 1956. That success set the stage for a long run of experimental projects, which fed yearly performance improvements to production Corvettes.
1957 Chevrolet Corvette SS race car with Zora behind the wheel.
The 1957 Corvette SS originated a badge that Chevrolet still uses today. This purpose-built sports racer taught Arkus-Duntov an important lesson when it failed after only 23 laps at the 12 Hours of Sebring: that the best way to avoid cooking the driver is to mount the engine behind the cockpit. He earned his first real title at General Motors—Chevrolet’s director of high performance—later that year.
READ MORE: From the C/D Archives: Our Original 1959 Corvette Road Test
Taking that job seriously, Arkus-Duntov and his team created 5 mid-engine experimental cars to explore independent suspension designs, all-wheel drive, large-displacement V-8s, rotary engines, and aluminum body construction. He earned a patent for a new 4WD arrangement and nearly won approval to move the Corvette’s transmission rearward circa 1960.
With the 1960 CERV I show car.
Arkus-Duntov had to be an astute politician to rebuff internal forces that persistently drove Corvette in fruitless directions. R&D boss Frank Winchell constructed one prototype with a V-8 hanging out the back. Ed Cole and John DeLorean both suggested 2-plus-2 Corvettes. The magnificent split-window coupe, which Bill Mitchell’s design department created for the 1963 model year, was despised by Arkus-Duntov because of its impaired rear visibility and prodigious aerodynamic lift. He got rid of the glass partition after only one model year but never fully resolved the midyear (1963–67) Corvette’s poor aero performance.
Arkus-Duntov did score major wins with engineering advancements such as stiffer frames, independent rear suspension, and disc brakes. Power and performance climbed thanks to fuel injection, multiple carburetors, large V-8s, and tougher 4-speed transmissions. The second-generation Corvettes he masterminded not only sold well, they earned GM profits.
READ MORE: 1971 Corvettes: C/D and Zora Arkus-Duntov Compare the Entire Range
These accomplishments came in spite of modest engineering resources thanks to Arkus-Duntov’s ability to inspire his small team. According to Corvette development engineer Roy Sjoberg, who later became the Dodge Viper’s chief engineer, “Zora got your emotions involved and when that occurred, your commitment followed ad infinitum.” Years later, Ed Cole noted, “Zora managed to bootleg more things through Chevrolet than any other engineer I’ve ever known.” To throw him a bone, GM finally gave Arkus-Duntov the Corvette chief engineer title in 1967.
Zora and our own Patrick Bedard surveying 1971 Corvettes for this story.
The midyear Corvette chassis was such a stride forward that it supported the C3 generation for another 15 model years under Mitchell’s mako shark–inspired bodywork. That was not Arkus-Duntov’s intention. The mid-engine layout he longed for never reached fruition during his career for a host of reasons. Detractors insisted that Corvette fans didn’t want it and wouldn’t understand it. Sales were strong with the technology in hand. Engineering costs were also an issue; a new transaxle just for Corvettes would be expensive. When Arkus-Duntov reached the age of mandatory retirement in 1975, the glimmer of Chevy’s halo faded until a reengineered C4 finally arrived for the 1984 model year.
Departure from GM didn’t end Arkus-Duntov’s sensitivity to any harsh word spoken against Corvettes. Following a column I wrote in 1979, which characterized that car’s rear suspension as “ill-conceived,” he sued Car and Driver for defamation of character. The fact that his name wasn’t mentioned in the article and that his Corvette responsibilities had ended 4 years earlier made no difference in Arkus-Duntov’s mind. The suit was eventually dismissed.
Zora with Bedard in 1977.
Arkus-Duntov’s use of cigarettes as a fashion accessory eventually caught up with him. After surviving prostate surgery in 1967 and a stroke in 1969, he contracted lung cancer in 1995, even though he had given up smoking years earlier. He died in 1996.
The legacy of the man who championed Corvettes in general and a mid-engine version in particular will live forever when C8s hit the road with a ZORA—or ZoRa1—badge prominently displayed.
Many details in this story were sourced from author Jerry Burton’s insightful Zora Arkus-Duntov: The Legend Behind Corvette, by Bentley Publishers, from which we excerpted in 2002.
The continued increase of cheap tyres being ‘dumped’ from Far East Countries like China into South Africa through customs under-declarations, lack of service delivery, high electricity costs, increasing transport costs and the huge waste tyre fees have recently shed light on the challenges facing the 5 South African tyre manufactures*.
There are also additional issues such as one-sided labour laws and custom, the pending carbon tax, the high cost of tooling imports due to the weak Rand and reduced productivity that influence local manufacturing. But what is the true state of the industry?
Despite many challenges, the local tyre manufactures have been operating successfully, some for over 85 years, contributing close to R20 billion to the South African economy annually and providing decent direct jobs to at least 6,500 people nationally.
It is further a key contributor to the provincial economies including the Eastern Cape, KwaZulu Natal and the North West Province through its production of tyres for highway use, agriculture, mining and industries. Therefore the sustainability of this manufacturing industry is vital for the real growth of the South African economy, as approximately 32,000 indirect jobs benefit from the operations.
Manufacturing in SA is what really drives the economy.
In response to current challenges, the South African Tyre Manufacturers Conference (SATMC) is advocating for the maintenance of industry standards geared towards protecting human health and safety, conserving the business environment and fair trade based on reliable measurements to counteract the unbalanced market.
“The South African tyre market is fiercely competitive with many suppliers and a shrinking pool of customers due to the economy being basically in recession,” says Dr Etienne Human, Chief Executive Officer of SATMC. “South Africa is seen as a springboard to sub-Saharan Africa and is therefore a popular market for exporters, especially from the Far East, wanting to expand.”
As the expert voice of the South African tyre industry, the SATMC is changing gears, working closely with the Department of Trade and Industry’s (dti), the National Regulator for Compulsory Specifications (NRCS), The South African Bureau of Standards (SABS), the South African Revenue Service (SARS) and the International Trade Administration Commission (ITAC) to stimulate a fair trade base. Work is also progressing with the Department of Environmental Affairs (DEA) to rectify the extended producer responsibility issues and costs regarding waste tyres in SA.
“In order to be efficient an average of only 14% of all tyre volumes on offer by the 5 local tyre manufacturers in South Africa are imported from their international companies. This allows for longer production runs of the large volume items in the local tyre factories leading to improved quality and lower costs,” says Human.
“Over 85 years South Africa has developed an established tyre manufacturing base that has shown its resilience and potential to compete in the global market,” says Human. “Similar to what is happening in the USA, South Africa is also dealing with Chinese tyre dumping and wanting to restore even playing fields. The SATMC does not want to create barriers to entry for reputable competing manufacturers, but are rather aiming to promote a healthy competitive market based on sound standards and practices.”
By creating an equal playing field, the SATMC aims to create a bigger demand for tyres designed and manufactured for local conditions, which will stimulate South Africa’;s economic growth, will prevent job losses and will help to create more service provider opportunities to the factories.
“Locally manufactured tyres are specifically designed for the South African road and climate conditions, which make them safer and more durable. Very few items are as tough as a tyre dealing with what it has to endure on our roads,” says Human.
A big concern is also the huge number of passenger casings imported into South Africa every month. Although these tyres are by law required to be retreaded only, the majority of these tyre casing never see a retreading factory and are believed to be sold as second-hand tyres, many without proper inspections, to the unsuspecting public. ITAC Import-Export Control, a division of the dti, is to control the import permits issued only to operating retreaders.
“Unroadworthy second-hand tyres are the cause of unnecessary deaths on the road,” says Human. “It is estimated that the majority of all tyre blow outs can be attributed to defective second hand tyres fitted or tyres improperly repaired.
“It is an art to make a tyre that complies with such strict international specifications. Tyre builders are experts in what they do and have been trained over many years. The cost today to establish a tyre factory will exceed R1 billion with annual upgrades of around R100 million per annum to keep up with developments. Trends in the Western world indicate that once a tyre factory closes it will never open up again”.
The SATMC made a recent calculation and found that in generic terms, the cost increases mentioned in the introductory paragraph, far exceed all the incentives government endeavours to assist the industries. A good example is the waste tyre fees to fund an elaborate system that was instituted without involving the entire tyre industry. In the end it is reducing the viability of factories and straining the consumer who ultimately foots the bill without solving the real issues of job sustainability and creation.
For more information about the SATMC, see www.satmc.co.za or email to info@satmc.co.za.
*The South African tyre manufacturers are Apollo (formally Dunlop), Bridgestone, Continental, Sumitomo and Goodyear.
Do you favor the raw 80s hatches or their much more refined modern counterparts? Motor journalist Rob Griffin counts down the 6 best hot hatches of all time.
For petrolheads with much more modest budgets, the hot hatch has lengthy been the cost-effective dream.
Their effective engines and uprated suspensions have provided adrenaline-fuelled driving excitement for decades.
The term hot hatch first appeared in the 1980s when the trend began for giving rather pedestrian 3- and 5-door household hatchbacks a grittier edge.
It was an instant hit and these racy machines have been a part of the landscape ever since. We count down 6 of the ideal.
The greatest hot hatches no.6: Suzuki Swift Sport
It may possibly not be the most beautiful auto in its class but when it comes to functionality and worth for cash then Suzuki’s Swift Sport is quite difficult to beat. With a 1.6 litre engine – and selection of 3- or 5-door models – it can hit 60 mph in a respectable 8.7 seconds and has a prime speed of 121mph. The expense, based on the model selected, is around £13,000 and for that you will get loads of standard characteristics, such as keyless entry and climate manage.
The very best hot hatches no.5: Renault Mégane Renaultsport 265
This is what a modern day-day hot hatch is all about. Hard styling married to a punchy 2. litre turbo engine, with terrific handling thrown in for good measure. It has a rugged, muscular appeal with overall performance to back it up as it can carry you from -60mph in 6 seconds, up to a prime speed of 158 mph. The Mégane variety has been earmarked to appreciate a major facelift soon but you can still get your hands on 1 of these handsome machines for about £26,000.
The very best hot hatches no.4: Ford Fiesta XR2
An usually-overlooked member of the hot hatch loved ones. The second generation Fiesta arrived in 1983 and the XR2 version of this car featured a fashionable bodykit and a decent 1.6 engine. Okay, it wasn’t the quickest machine on the road but it definitely looked the portion and was a lot of entertaining to drive. There are not many accessible these days though if you appear cautiously it’s still possible to choose up a decent example for around the £3,000 mark.
The very best hot hatches no.3: Volkswagen Golf GTi Mk1
In numerous people’s eyes this is the original hot hatch. Volkswagen’s beautiful Mk 1 Golf set the benchmark when it arrived at the back finish of the 1970s. It enjoyed mass-industry appeal and was quickly in a battle for supremacy with rivals from the likes of Ford, Peugeot, Renault and Vauxhall. There are still some obtainable for a couple of thousand pounds, though actually great examples have been changing hands for an eye-watering £25,000.
The very best hot hatches no.2: Ford Focus ST
If you want the edginess of a conventional hot hatch combined with the modern day day creature comforts then the Ford Concentrate ST might fit the bill with its effective 2. litre EcoBoost engine and a variety of state-of-the-art characteristics such as climate manage and USB connectivity. There are 3 versions available – ST, ST-2 or ST-3 – based on how equipped you want it to be with costs ranging from £22,000 to £26,000.
The very best hot hatches no.1: Peugeot 205 GTi
Merely the granddaddy of hot hatches. This car had it all: speed, style and handling – and it appears just as good right now as it did back in 1984. Accessible in both 1.6 and 1.9 versions, the 205 GTi was a smash hit although sales had been hit in the early 90s as these wonderful machines have been also well-liked with thieves and joy riders. To relive these glory days will cost you among £2,000 and £20,000 – depending on how a lot enjoy and focus it has enjoyed.
Buy & enter for your chance to win a million pounds!Buy vehicle insurance coverage & enter the draw
Do you favor the raw 80s hatches or their much more refined modern day counterparts? Motor journalist Rob Griffin counts down the 6 best hot hatches of all time.
For petrolheads with a lot more modest budgets, the hot hatch has extended been the inexpensive dream.
Their powerful engines and uprated suspensions have supplied adrenaline-fuelled driving excitement for decades.
The term hot hatch 1st appeared in the 1980s when the trend began for providing rather pedestrian 3- and 5-door family hatchbacks a grittier edge.
It was an immediate hit and these racy machines have been a portion of the landscape ever because. We count down 6 of the best.
The best hot hatches no.6: Suzuki Swift Sport
It might not be the most stunning automobile in its class but when it comes to functionality and worth for money then Suzuki’s Swift Sport is quite hard to beat. With a 1.6 litre engine – and option of 3- or 5-door models – it can hit 60 mph in a respectable 77 seconds and has a prime speed of 121mph. The cost, based on the model chosen, is around £13,000 and for that you will get loads of common functions, such as keyless entry and climate control.
The best hot hatches no.5: Renault Mégane Renaultsport 265
This is what a modern day-day hot hatch is all about. Tough styling married to a punchy 2. litre turbo engine, with terrific handling thrown in for excellent measure. It has a rugged, muscular appeal with functionality to back it up as it can carry you from -60mph in 6 seconds, up to a prime speed of 158 mph. The Mégane range has been earmarked to get pleasure from a significant facelift quickly but you can still get your hands on one particular of these handsome machines for about £26,000.
The very best hot hatches no.4: Ford Fiesta XR2
An usually-overlooked member of the hot hatch family. The second generation Fiesta arrived in 1983 and the XR2 version of this car featured a stylish bodykit and a decent 1.6 engine. Okay, it wasn’t the fastest machine on the road but it undoubtedly looked the component and was a lot of fun to drive. There are not a lot of accessible these days even though if you look carefully it’s nevertheless achievable to choose up a decent instance for around the £3,000 mark.
The ideal hot hatches no.3: Volkswagen Golf GTi Mk1
In numerous people’s eyes this is the original hot hatch. Volkswagen’s lovely Mk 1 Golf set the benchmark when it arrived at the back end of the 1970s. It enjoyed mass-marketplace appeal and was quickly in a battle for supremacy with rivals from the likes of Ford, Peugeot, Renault and Vauxhall. There are nonetheless some accessible for a few thousand pounds, despite the fact that actually very good examples have been changing hands for an eye-watering £25,000.
The greatest hot hatches no.2: Ford Focus ST
If you want the edginess of a traditional hot hatch combined with the contemporary day creature comforts then the Ford Concentrate ST could fit the bill with its potent 2. litre EcoBoost engine and numerous state-of-the-art characteristics such as climate control and USB connectivity. There are 3 versions obtainable – ST, ST-2 or ST-3 – depending on how equipped you want it to be with rates ranging from £22,000 to £26,000.
The best hot hatches no.1: Peugeot 205 GTi
Simply the granddaddy of hot hatches. This vehicle had it all: speed, style and handling – and it looks just as good today as it did back in 1984. Accessible in each 1.6 and 1.9 versions, the 205 GTi was a smash hit even though sales had been hit in the early 90s as these great machines had been also common with thieves and joy riders. To relive these glory days will price you amongst £2,000 and £20,000 – based on how considerably love and focus it has enjoyed.
Get & enter for your chance to win a million pounds!Get vehicle insurance coverage & enter the draw
These days a lot of accusation and allegations revolved about none other than Chinese companies for not delivering up to the mark goods that are worthy of use and can go a lengthy way. The shoppers have faced quantity of concerns and some of the concerns somehow look genuinely authentic. Most of the complaints and issues had been raised from the American based customers, the companies at the other finish have anything that reflects to their statement really properly you get for what you pay, highly resilient tires does not come below range of every single one so consequently quality walks hand by hand with the costs.
Characteristically Chinese tires get in the worth finish of the industry exactly where price is king, so it gets back to you Buyer gets what ever they have paid for. Some Chinese merchandise were sued for precise copying the tread patterns from some popular tire makers in the industry. Possessing lookalike exact same does not assure that they will perform the very same when it comes to durability and reliability they undoubtedly fall short. The purpose becoming is the advance engineering lacks which are typically really high in the common brands.
Despite the fact that not ever brand can be labeled or tag as bogus, clearly there are people in the industry who knows and realize nicely for what the science and advance engineering literally implies. How to put in efforts with dedication and result orientation strategies along with top quality assurance. It usually becomes truly challenging to justify that there exist Chinese brands which are upto the mark like Giti, Triangle and Rodeo are in the mantle to deliver.
