The SCM (Speedometer Calibration Module) is an incredibly accurate digital speedometer recalibration controller that allows late-model electronic speedometers (those that use a pulsed signal input from a vehicle speed sensor) to be recalibrated for vehicle changes that affect the speedometer – namely changes to final drive gear ratio, wheel sizes and tire size.
With many late model vehicles, there are no simple means for recalibrating the speedometer. This is because the Powertrain Control Module (PCM) (sometimes called the Engine Control Computer) receives signals from the powertrain’s vehicle speed sensor and then sends digital or analog data to the speedometer. The only method for making speedometer corrections is to have the PCM reprogrammed with a custom speedometer recalibration.
In many cases, reprogramming is expensive, if it can even be done at all. This SRC module interrupts the electrical signal sent to the PCM and modifies the signal based on the adjustment value set by the user. This device can increase or decrease the speedometer signal from 50 to 175% in ½% increments. A setting of 100% would have the unit in ‘pass through’ and no adjustment is made. The SCM incorporates an onboard microprocessor executing proprietary computations and program algorithms to achieve this recalibration.
Installation is simple and is specific to make and model year. Regardless of the vehicle it is installed in, the SCM has four wires needing to be connected – 12 volt power, ground, signal in and signal out. Illustrations and clear explainations are given to assist with an installation-time that is typically 10 to 15 minutes.
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Aston Martin has released new details and photos of its forthcoming ‘Super GT’ car to replace the current DBS. It’s called the Vanquish AM 310, and aside from that sounding like a snappy new radio station on the low-frequency band, the materials used to ‘broadcast’ (sorry) this largely face-lifted, One-77-inspired addition onto the DB9 family platform are anything but mono-toned – The entire body is now clothed in carbon-fibre.
Keen eyes will also notice the beautifully-integrated rear spoiler and new wheels to go along with the more dramatic lines and pinches and bevy of creases that “represents the zenith of current Aston Martin design and engineering.” – according to the press release – which seems to signify that this is ‘the end’ of this current design language and that something anew is coming next year to mark Aston Martin’s centenary… ? Surely.
The interior appears to have been cleaned up in the dash/console area as well, which will come as a welcome benefit to those that have been flustered by the sheer onslaught of tiny switches that used-to inhabit Aston dashboards of recent times…
Full specs haven’t been released just yet, but the main headlines are that the 6.0L V12 has been uprated to deliver 573 bhp (up 56 bhp from the DBS’s 517 bhp) and an increased torque figure of 457 lb/ft up from a previous 420 lb/ft. 60 mph arrives just a couple of tenths quicker (irrelevant) than before and the AM 310 Vanquish will top out at 187 mph (again, mostly irrelevant).
Frustratingly, there’s no word on whether a manual will be offered in the gearbox/drive area of matters, but don’t count on it – The buying public appears to be fully transfixed now on everything being AutoMagic with some ‘sporty’ paddles behind the steering-wheel to flick away at with their lazy fingers when the need for evoking some ‘sporty driving’ occurs…
But then again, this is a GT car, so a quick-witted ZF-based Touchtronic system is more than adequate for handling those cross-Continental blasts across the earth. Speaking of GT pretensions, the ability to carry more within the luggage area of your AM 310 has increased as well – up to 60% more space than the out-going DBS – and therefore, ample room for your golf clubs… if that’s your motoring concern.
Expect deliveries of the Vanquish AM 310 to start at the end of this year with big plans awaiting on the horizon for the next generation of Aston Martins to come…!
BMW’s North American boss, Ludwig Willisch, has confirmed that the next M3 will ditch the current naturally-aspirated V8 in favour of the classic inline-6 configuration that has powered the M3 in past e36 and e46 chassis outings… Unlike past efforts though, this new inline-6 will undoubtedly feature 2, or possibly even 3, turbo chargers bolted on to harness (and of course, needlessly surpass) the extra grunt required in this day and age.
Rendering of the next M3
There were initial plans for a chopped/sliced/turbocharged V6 derivative of the current, free-breathing 4.0L V8 but those plans have now been set aside. All that’s left to squandor over now is just how much forced induction tech will be nailed onto the inline-6 to achieve the ever-ridiculous power-increase that is required to sell units… I mean, we’re seriously looking at 440-450 bhp… in an M3… that will probably tack-on more weight/bulk anyways (just like the latest, porky-pie M5).
The current (chunky) V8 M3 with the ‘Performance Pack’
It’s pretty safe to say that the M3 is entering into that shady area of motoring now where its massive power-output will soon become an un-accessible entity on normal roads, for normal drivers… As the true saying goes – More power, more weight, more grip = Less fun.
The naturally-aspirated (and mad fun) inline-6 e46 M3 CSL
Of course I’d be in the minority here, but I’d happily trade 3-400 kgs of shed weight from the next M3 (the current M3 is a porky-pants as well) and a gutsy, responsive, 375 bhp, naturally-aspirated inline-6 over some muted, tri-turbo variation dishing out more torque and power than 99% of the M3 drivers on the road can even handle or comprehend.
Not the most-favourite M3, but its naturally-aspirated inline-6 provided driving thrills to coincide with its chassis.
Sure, it’ll ‘go like hell’ but at what cost to the driving enthusiast who enjoys the reachable and exploitable nuances displayed by M3’s of yore… ?
I’d still take the original, 4-cyl. e30 M3 over them all…
Message to BMW re: the M3: We want lightweight FUN, not extra weight and massive power.
Ferrari has officially released details, photos and an annoyingly-spelled new name (the ‘F12berlinetta’ – lower-case ‘b’ and no spaces) for its new front/mid-engined V12 coupe flagship model… So, no longer ‘F620 GT’ as had been widely reported previously.
The new car boasts a power figure of 740 bhp and 509lb/ft of torque, can reach the magic 60 mph in under 3 seconds and do 0-125 mph in just 8.5 seconds… that’s mighty brisk. The new F12 has also lapped the Fiorano test-track in 1:23 – faster than any other Ferrari road car before and a whole second faster than the 599 GTO.
Ferrari also claims a somewhat irrelevant top-speed of ‘over 340 km/h’, which translates to somewhere north of 210 mph. Weight comes in at 1525 kg (dry) which is 70 kg lighter than the 599 GTB it replaces. Keeping up with the rest of the new and evolving Ferrari lineup, the F12 will also feature the proven twin-clutch transaxle gearbox as found in the 458.
The engine, seats and dash are also mounted lower in the chassis, thereby lowering the centre of gravity and shifting it rearwards for a 46:54 front-rear weight distribution figure. The F12 also highlights a 20% stiffer shell than the 599 and an impressive 76% increase in overall downforce, roughly giving 123kg of downforce at 125 mph. There’s also new fancy active brake ducts that open and close when required…
So what do we make of the looks…? As always, these things are ‘to-each-their-own’ and all… The in-the-metal debut happens soon at the upcoming Geneva Motor Show. Until then, have a pore over the large, wallpaper-esque photos.
Infiniti’s Emerg-e hybrid sportscar concept is set to be unveiled at Geneva next week. In the meantime, here are the official ‘internet-leaked’ images of their latest design study to pore over… No details have, Emerg-ed (sorry, had to) just yet but as is the usual case with flashy concepts, all of the whizz-bang wizardy shall be revealed come showtime..!
Mini has announced that the brand will encompass a 10-model portfolio by the year 2020. Specific details are, as predicted, a bit sketchy at this point in time but Mini boss, Dr. Kay Segler, did shed some light on the fact that the next-gen 2014 Mini hatch will be based on/around the new front-wheel-drive BMW Group platform.
Hopefully the Mini brand will utilise this ambitious new brand-stretching outlook by offering the public something smaller, rather than something bigger… which seems to be the general direction of its products at this point – How about just a mini-er… Mini…? (ie: Mini Rocketman concept from last year)
So lets run this down now: a coupe, a convertible, a hatchback, a roadster, the Clubman, the Countryman, the Countryman coupe (Paceman, coming in 2013) and then an additional 3 new models… Hmm… Genius marketing or an overzealous stretching of brand ideals… ?
Almost on-cue after yesterday’s spotlight on the legendary mid-engined Porsche 550 Spyder comes this: the 3rd-generation mid-engined Porsche Boxster for 2013. The longer, wider and slightly lighter (by 35kg) evolution of the firm’s entry-level Porsche appears to have followed suit with its 911-sibling by gaining more dimensional girth in almost every way.
Styling changes and revisions have predictably gone down the more gapingly aggressive route with even larger intake vents and wheels with headlamps that remind of the Porsche 918 RSR and a striking new rear-deck wing-extension that appears to draw inspiration from that of the aftermarket TechArt variant offered-up for the previous-gen Boxster. Now bigger in almost every way, it goes without saying that curiosity will be running high on the next-gen Cayman – I’m guessing it’ll look similar in size/dimensions to a 993-gen 911… ?
Inside, the cabin has also followed along with the new 911 and Panamera (via Carrera GT supercar) by incorporating a raised transmission console and edgier lines all throughout. More space inside as well, as is to be expected with the evolutionary themes of Porsche these days.
Behind the driver will sit two new flat-six engines on offer, both with direct-injection and the obligatory ‘Earth-saving’ (and rather annoyingly silly) stop-start tech: A 2.7-liter boasting 265bhp (up 10bhp from its larger predecessor) and a 3.4-liter unit fitted in the Boxster S good for 315bhp (up by 5bhp). A 6-speed manual is standard fare with the option of ticking the 7-speed PDK gearbox if flicking paddles is your thing…
New tech introduced on the next Boxster include electric steering (booo… hisss…), an electric rooftop (nice), the option of Porsche’s torque vectoring system and a mechanical limited-slip differential (yay..!)
Fuel consumption figures state 36.7 mpg and 35.3 for the Boxster S (all relative, of course) and the 0-60 dash is covered in 5.7 for the standard Boxster and 5.0 for the S version. Prices will start at $49, 500 for a base model (before ticking a lot of boxes) and $60,900 for the base S variant…. which seems like quite a lot when you factor-in that almost everyone will easily add-on $5000 in must-have extras without even blinking an eye… a Boxster S costing over $70,000 before taxes… ?!? yikes…
The new 2013 Boxster goes on-sale at the beginning of the Summer.
Most of us have seen our fair share of online Group B Rally videos (I recommend searching YouTube for the ‘pure sound- Group B’ volumes 1-3 for starters) and some of them are done rather well… yet most of them, err… not so.
Given the fact that 90% of all high-quality Group B footage was originally interspliced with period-era music or voice-overs/commentary, it’s a rare treat to be able to witness these monstrous engineering marvels ‘in the raw’ within decently-captured fan-videos that are properly re-edited and presented without all of the unnecessary fluff.
The excellent Lancia 037 - flapping its wings
YouTube user amjayes2, has once again ridden to the rescue with a fantastic 30-minute short-film documenting the 1983-86 Group B action within the stages of the legendary 1000 Lakes Rally in Finland – nothing but raw action and ferociously scary sounds and sights. And believe me, it’s worth making the time to watch…
The 2012 Detroit Auto Show in January will play host to the usual assortment of tasty new metal and burgeoning technologies but one of the most heavily-anticipated debuts will undoubtedly be the concept for what will become the replacement for the mid-engined NSX.
The original NSX
When the new sportscar hits showrooms in 2013 it will most-likely carry (again, mid-engined) V6 Hybrid power and Honda’s new Electric Super Handling All-Wheel-Drive setup that sees the bulk of the power being sent to the rear wheels while twin electric motors will work their occassionally-called-upon wizardry for the front wheels.
The old lightweight Type-R version - expect a similar 'hot' NSX
Honda is also keen to advertise that this new NSX replacement will receive a 7-speed twin-clutch gearbox. No word on a manual variant, but it would be a shame if one wasn’t offered.
Robert Downey Jr drove a swoopy Acura in Iron Man 2 - It will be interesting to see what (if any) styling cues translate over to the next NSX
The original NSX was in production for 15 years (1990-2005) and its sleek ‘n sexy styling (with pop-up headlamps, no less… well, until the facelift ) was an instant eye-grabber that openly proclaimed Ferrari-baiting breathe upon its introduction. It was also an engineering masterpiece, utilising some of the finest tech of the times.
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