For a lot of drivers, safety is something that they often forget to think about. The problem with that is that, if you’re not thinking about safety, you’re putting yourself and other people in pretty serious danger. Plenty of people only discover how important safety is out on the road when it’s too late. To help make sure that you avoid that fate, here are some ways to make sure that you’re staying safe while out on the road.


Think about safety when buying the car

It’s all too easy to get wrapped up in engine size, speed, and style when you’re buying a car. Those kinds of things are right there on the surface, and they’re specifically designed to get your interest. But it’s important not to ignore important details like safety when you’re actually thinking about putting money down on a vehicle. The best thing to do is to make sure that you’re buying from a reputable dealer like PaulMoakVolvo.com. You’re much more likely to end up with a car that isn’t safe on the road if you buy privately. Then you need to ask some of the less important questions. How well has it performed in safety test? What kinds of airbags does it have? Does is, have any safety features that don’t come as standard? Those kinds of questions might not seem particularly exciting, but they can end up saving more than one life in the event that something happens while you’re on the road.

Get your car serviced regularly

 

The biggest mistake that drivers often make is to simply assume that their car is working fine because they can’t readily identify a problem. The problem there is that, just because there isn’t oil leaking from the car or smoke pouring out of the engine, doesn’t mean there’s not something wrong. The best thing to do is to take it to a mechanic regularly just to make sure that everything’s working alright. It might seem like you’re wasting money, but it’s far worse to end up with your care suffering some kind of serious malfunction. When that happens, you might not just be facing a financial cost.


Drive defensively

No matter how safe your car is, the one thing that you can never account for is other people on the road. The best way to do that is to learn defensive driving. Defensive driving essentially means that you should be driving in a way that encourages you to predict and potential dangers so that you can avoid them as easily as possible. It’s all about an increased awareness so that you’re never caught off-guard by someone else driving irresponsibly.


In a perfect world, you’d never need to worry about safety, but sadly we don’t live in that kind of world. The best that you can hope for is that you take all of the right precautions and then never really need to put any of them into practice. That might seem like something of a waste, but it’s better than not taking safety seriously and then realizing, too late, that you should have.

McLaren is a car company with an impeccable pedigree. It doesn’t bother with the regular mass market. Instead, it is almost entirely dedicated to producing cars with extreme performance, as was demonstrated with the release of the P1 hypercar just a couple of years ago.

Since McLaren reentered the consumer market, after years in Formula 1, it’s been looking for ways to give car enthusiasts that clinical F1 feel. While other high-performance manufacturers, like Lamborghini and Ferrari, focus on the theatre of the driving experience, McLaren focuses on the science. This emphasis can be seen throughout everything the company does. Its facilities in Stoke are less like a dirty car plant and more like a semiconductor clean room. Everything is white, all the staff that work there have perfectly arranged hair, and lunchtime discussions focus on which company makes the best vacuum cleaners. There’s a yearning to understand how nature works to make better cars, regardless of aesthetics.

The most recent product of this strange and beautiful place is the 720S, designed to be the successor of the 650S, formerly known as the MP4-12C, which first hit the roads back in 2011. It’s McLaren’s new budget model, retailing at a mere £208,000.

If the 720S, showcased at this year’s Geneva Motor Show, is anything like its predecessor, it’ll be eye-wateringly fast as well as annoyingly tame. Take the 620S out on the track, and you’ll struggle to do anything in it, other than putting in perfect lap after perfect lap. Unlike its peers, the McLaren is built to be a masterpiece of technology first and an object of passion second. You can’t just swing the rear end out in the corners like you can on, say, a Lamborghini Huracan. And you can’t feel the thrill of oversteer like you can on so many other large-engined cars. Instead, the entire experience is moderated by the bank of computers under the hood, monitoring everything in real time and instantly reacting to problems and loss of grip. The end result is a car that never leaves the road and does pretty much whatever you want it to do, not matter how good you are at driving.

In many ways, this is a masterstroke by McLaren. They know that the vast majority of people who buy the car won’t be expert drivers. Instead, they’ll be successful businessmen, footballers and celebrities with lives of their own. They want a fast car, for sure, but they also want one that they can enjoy and not put their lives at risk. When it comes to putting celebrities’ lives at risk, McLaren hasn’t always had the best reputation. Rowan Atkinson, the man who starred in Blackadder and Mr Bean, famously crashed his McLaren F1, a car that was mind-bogglingly fast but also notoriously difficult to control. And so the 720S is meant to be a more market-friendly supercar – one that will take good care of its passengers.

McLaren has made a bunch of significant improvements to the 720S compared to the 650S. For starters, the car has lost weight and is more rigid, thanks to smaller pillars and a monocoque frame design. There’s also a new aero package which will increase the downforce produced by the car by more than 30 percent compared to the 650S, a significant bump. What’s more, McLaren has added better headlights and heavy-duty carbon ceramic brakes for extra stopping power.

It was clear in Geneva that McLaren wanted to get the 720S right first time. The company has recently invested more than £1 billion into research and development and hopes that the 720S will provide the base for more than fifteen different models it wants to add to its range by 2022. If McLaren can pull it off, they’ll experience a rise similar to that of Tesla, and their stock values will soar.

McLaren has heavily focused on engine technology in the new 720S. They claim that 41 percent of the components are new for the car and that they deliver a combined 69 bhp extra, compared to the old 650S. What’s more, despite the additional horsepower, improvements to the engine components using advanced manufacturing technologies mean that the car is more than 10 percent more efficient too.

All these additions mean that the underlying performance of the car is dramatically improved from the MP4-12C we saw six years ago. The new 720S, McLaren claim, will go from zero to 60 in 2.8 seconds and then on to 186 mph in just 10.3 seconds. It has a top speed of more than 212 mph.

Photo credit : Wikipedia

There has been a fair bit of confusion surrounding the Toyota GT86, Subaru BRZ, and the Scion FR-S. It is confusion which is entirely founded. Essentially there are three cars all running on the same chassis which all look pretty identical but have different badges on the front.

Scion FR-S has now been discontinued. However, Toyota has announced the Scion won’t be rebranded as the Toyota 86. Current plans are that the Scion will now be known as the Toyota FR-S. A fitting tribute to the Scion heritage, however a rather confusing name again.

So, we have decided to take a look at the Subaru BRZ and the Toyota GT86 (or FR-S) and see if we can find any worthy differences.


Starting with the Subaru. The 2017 BRZ has been updated from top to bottom; exterior, interior, powertrain, suspension, and safety, refining the driving experience while enhancing sports car appeal.

The Coupe shape remains but is improved with a wider, lower stance at the front end. The BRZ’s face is finished off with full-LED headlights, a Subaru first. New design rear lamps and aerodynamic pedestal spoiler top off the rear of the car, and the wheels are now a ten spoke aluminum design.

BRZ was built to deliver a linear driving feel, ensuring that the car responds exactly as the driver intended. Keeping this concept in mind, the BRZ’s suspension, engine, and drivetrain have been further refined to enhance its poised handling and driving experience.

For sporty drivers, the new TRACK mode increases the stability of the car and allows for more refined accelerator inputs when driving on race circuits. For urban drivers, there is a new type of Hill Start Assist (HSA) to help with uphill starts or downhill reversing.

The 2017 BRZ will be available in SE Lux trim only with either a manual or automatic transmission from Spring; you can check out all of the Subaru range including the brand new models here.

The Toyota GT86 isn’t a car for standing still however it hasn’t refreshed its line-up or style detail changes since 2016. At heart, it remains every inch the best driver’s car to be had for the money – and now for even less cash, thanks to a price reduction.

Wheels and colors are pretty significant on the features list, with the range-topping Aero model running on gloss black 18-inch rims and available with a hot GT86 Orange paint finish. In line with customer preference, Aero is exclusively available with six-speed manual transmission. The larger alloys are also newly available as an option on the core GT86 model.

The Primo model, entry point to the range, moves on to 16-inch alloys and comes with a lower price tag.

GT86 dynamic package and it’s proven combination of a normally aspirated 2.0-litre boxer engine, low center of gravity, rear-wheel drive and a beautifully balanced chassis continues to deliver the exhilarating and rewarding driving experience.

There are very subtle differences between the two. However, for us, with the heritage that Subaru has across so many different disciplines of motorsport. We think we’ll head for that!

The first cars in the late 1800s had brakes that functioned like the brakes on old horse-drawn carriages. You know, those brakes you see on the old Westerns where the stagecoach driver pulls a lever back and a pad jambs against the spoked wheel. (That and pulling back on the horse’s reins and yelling “Whoa.”) This sort of system may have worked for horse-drawn carriages but automobiles where faster and heavier and needed something a little more substantial.

Car Brakes

External brakes

The first more modern braking system is attributed to Ransom E. Olds. His system consisted of a single flexible, stainless-steel band wrapped around a drum on the rear axle. When the brake pedal was applied, the band contracted to grip the drum. It performed well.

But Old’s external brake demonstrated some serious flaws. On hills, for example, the brake loosened up and allowed the car to roll backwards. For this reason, chocks were an important piece of on-board equipment. It was a common sight to see the driver jumping out on a hill with wood in his hands to block the wheels. There was another drawback. External brakes had no protection from dirt so its bands and drums quickly wore. A brake job every 200 to 300 miles was not considered unusual.

Internal brakes

The internal brake was a superior design. As long as the brake shoes were under pressure, they stayed against the drums to keep the car from rolling. And, since brake parts were inside drums and protected from dirt, drivers could go over 1,000 miles between brake overhauls. This type of brake became known as the “drum brake” and most of the world’s car manufacturers adopted the design.

Hydraulic brakes

In 1918, a young inventor named Malcolm Lockheed applied hydraulics to braking. He used cylinders and tubes to transmit fluid pressure against brake shoes, pushing the shoes against the drums. In 1921, the first passenger car to be equipped with four-wheel hydraulic brakes was the Model A Duesenberg. It was followed by Chalmers cars in late 1923. Walter Chrysler was at Chalmers at the time and in 1924 he left to found Chrysler Motors. According to York Chrysler of Crawfordsville, a Chrysler, Dodge, Jeep, Dodge dealer in Crawfordsville, IN, the 1925 Chryslers offered four-wheel hydraulic brakes that were based on the Lockheed principle.

Carmakers as a group were not quick to adopt hydraulics. Ten years after the Duesenberg, in 1931, only Chrysler, Dodge, Desoto, Plymouth, Auburn, Franklin, Reo, and Graham had hydraulic brakes. All the others still had cable-operated mechanical brakes. It was not until 1939 that Ford finally gave in, becoming the last major manufacturer to switch to hydraulic brakes.

Disc brakes

In Great Britain, during the 1950s, disc brakes appeared. These brakes consisted of a disc that spun with the wheel and had opposing brake pads to slow down the car. Disc brakes became more or less standard on European cars during the ’50s, about 20 years before they were adopted by American manufacturers in 1973.

Power brakes

The first car to be equipped with a vacuum-operated power booster similar to those we have today was the 1928 Pierce-Arrow. It used vacuum from the inlet manifold to reduce the physical effort needed to apply brakes. Vacuum boosters from then to now have similar designs.

For over 100 years, internal-combustion engines have been the first choice for automotive power. Recently electric alternatives have been gaining popularity but they are just a small fraction of what’s on the road. Dethroning the internal-combustion engines isn’t going to happen anytime soon because they offer high power, practicality and low cost. However, these engines are being forced to evolve under federal and market pressures demanding they pollute less and deliver higher miles per gallon. To meet these challenges, a number of new internal-combustion engine technologies have been developed.

Advanced Cylinder Deactivation

Cylinder deactivation his isn’t a new concept. In 1981, Cadillac introduced cylinder deactivation on its V-8 engines. This technology could automatically switch off two or four cylinders when cruising to save gasoline. A good idea but Cadillac’s implementation wasn’t done very well. The “V-8-6-4 System” was far from a success.

Today, cylinder deactivation has been almost perfected. Engineers have added additional sensors and more accurate control algorithms. By the end of this decade, it is forecast that cylinder deactivation technology will have advanced to the point where V-6 and V-8 engines will reliably be able to cruise on just 2 cylinders. Estimates suggest that fuel consumption could be cut as much as 20 percent with this technology.

Electric Accessory Drives

Most of today’s engines drive alternators, water pumps, AC compressors and other accessories mechanically via a continuously running rubber belt.  Problem is that don’t all need to be running all the time. An obvious solution would be to drive these accessories via electric motors which could be shut off. The problem is that standard 12 volt systems make this difficult because not enough power in a 12V system to drive typical accessories.

A solution to this problem is to step up the 12V voltage used in cars to 48 Volts. This allows the construction of more efficient electric motors which could be shut off when not needed. A system such as this will eliminate belt-related parasitic loads and this may yield fuel efficiency of 10-15%. We are told that Volvo is about to release several models with 48 Volt systems. According to Patrick Volvo of Schaumburg, a local Volvo dealer in Schuamburg, IL, one of the primary reasons that Volvo is going to 48 Volts is because they will have an e-Supercharger (electric supercharger) on their engines.

Camshaft-Less Engines

Internal combustion engines use intake valves to allow fuel and air to be drawn into their cylinders and exhaust valves to purge exhaust gases out. The opening and closing of these valves is generally actuated by rotating camshafts and a timing chain or belt. That may soon be considered old-school. Several manufacturers are working on electric solenoids to open/close engine valves.  This allows two advantages: first, it takes far less energy for a solenoid to open and close a valve than a camshaft requires. Second, engineers can fine tune the opening and closing timing to match engine loads and speeds more accurately.

While research is quite promising, it’s looking like this technology is going to require the 48 volt systems that we discussed before. This technology is a few years away from implementation.

You may not know it but there are a lot of car-related apps out there. In this article, we asked a few of our car enthusiast friends at Patrick Collision of Naperville, a full service body shop in Naperville, IL, for some advice. With their help we have selected several mobile apps that will help you get the most out of traveling in your car.  The good news is that most of them are free.

MyMaxSpeed

If you’d like to keep closer tabs on the kids, this is a great app. The way it works is that you install this app on a phone that will be in the vehicle you wish to track. By using the cell phone’s internal accelerometer and GPS, the MyMaxSpeed app logs the speed and location of the phone (i.e. car) every five minutes. You can program it to send you via a text message if the phone travels outside a perimeter that you define or exceeds a preset speed. Sorry Kids, Big Brother is in your car now.

CarCorder

Dashcams are increasingly popular accessories for cars. As you likely know, they are very popular in Russia because quite a bit of the footage they record ends up on YouTube. It is said that being able to record your trip is a good thing in Russia and other former Soviet countries is a good idea in case you are in an accident. With CarCorder, a dashboard mount and a cell phone, you have a quite capable dashcam. CarCorder allows you to switch between multiple resolutions, track your location, and know when you’re driving too fast. It’s not as comprehensive as a dedicated unit, but it’s only $1.99.

GasBuddy

GasBuddy is a free app that allows you to find the cheapest gas near you. It shows you the closest gas stations to where you are (via GPS) and their gas prices.  The prices are determined by special GasBuddy members that get “points” for entering in the gas prices they see.  GasBuddy monitors some 110,000 stations at the present time and is one of the most popular car apps you can download.

Waze

If you commute to work in any location that occasionally has traffic jams, Waze is for you. Waze is the world’s largest community-based traffic and navigation app. With over 50 million users, Waze is a free app that keeps you informed of current road conditions. Best part is that you don’t need to take your eyes off the road, either. Waze offers voice-assisted navigation and road hazard announcements. Like GasBuddy, special members update the road conditions around the clock.

FindMyCar

You’ve been there, you park in a crowded parking lot and hours later return to go home. Problem is that you don’t remember where your car is. Ordinarily this wouldn’t be a big deal but its late and you are carrying 30 pounds of purchases. All the sudden, it is a big deal. Luckily there’s this FindMyCar. It uses GPS to store your location when you park, and when you are ready to leave, it uses the compass and GPS coordinates to help you find your car. Real simple.

Dynolicious

If you’re a gear head, you will want this app. It can calculate your 0-60 time, your 1/4 mile time and even your estimated HP. Dynolicious uses the iPhone’s accelerometer to calculate and display this information. Going to a track event in Willow Springs? Well, now you can use the skid pad feature to see how many G’s you’re pulling on turn 6! Wow.

During WWII, engineers within the Nazi regime devised some of the best and most-advanced weaponry of the time. One German fighter plane, the Focke-Wulf FW 190 for a time outperformed anything the Allies could put in the air. However, when the Hawker Typhoon and Hawker Tempest were released, the pendulum swung the other way and the Allies were in control of the sky.

One of the reasons that the Hawker aircraft were so superior was that they both contained sleeve-valve engines. These unusual engines provided brute horsepower that the Nazis were unable to match. It may not be a stretch to state that the sleeve-valve engine helped the Allies win the war.

Silent Knight

In 1901, Indiana-born Charles Yale Knight purchased a Knox automobile so that he could distribute his farm journal. However, spending lots of time behind the wheel, he found the clatter created by the car’s tappet valves to be a serious annoyance. So, he did what any self-respecting engineer would do, he set out to build a better engine. With support from a wealthy backer, he developed and prototyped an early sleeve-valve engine. By 1906, he had made enough progress to reveal his 4-cylinder, 40HP “Silent Knight” car at the Chicago Auto Show. The Knight, true to its name, was impressively quiet. The engine was a hit, and several manufacturers wanted to license the technology. Interestingly, most of the firsdt companies were British. A car historian friend of ours at Land Rover of Naperville, a local Land Rover dealer in Naperville, IL, told us that this included Jaguar, Triumph, RollsRoyce and Land Rover.

What’s a sleeve-valve

The engine gets its name from the metal sleeve that slides up and down within each cylinder during the combustion process. Typically, holes in the sleeve and in the cylinder containing it line up at predictable intervals to expel exhaust gases and suck in fresh air. Sleeve-valve engines are complex internally but they offer the advantage of volumetric efficiency. In other words, they’re much better than regular engines at getting air into and out of the combustion chamber. Also, the arrangement of the ports provides better swirl characteristics. That means they create turbulent air, causing the air and fuel mix to burn more efficiently.

Today

There’s a saying that goes like “What’s old is new again” and this applies to the sleeve valve engine. Pinnacle Technologies, a San Carlos, Calif.-based company, is working on a new engine is based on what the company describes as a four-stroke, spark-ignited, opposed-piston, sleeve-valve architecture. Pinnacle founder Monty Cleeves says his patented engine can yield a 30- to 50-percent efficiency improvement over current internal combustion engines.

Pinnacle says it isn’t worried about electric vehicles making its technology obsolete any time soon. Instead, it believes there’s a big opportunity to serve rapidly growing markets such as India and China. They and other developing countries want to curb greenhouse gas emissions while improving their citizens’ standard of living, through motor vehicle ownership. Since electric vehicles and hybrids are still very expensive, Pinnacle says its re-envisioned sleeve-valve is a good “bridge technology” until electrics become more affordable for everyone.

It used to be that shipping cars was purely a commercial activity conducted by car dealers, car manufacturers and others in the trade. It involved transportation companies, car carriers and brokers, and it cost a lot of money. Well, that’s all changed now. The internet has made it so that buyers and sellers are quite often hundreds, or even thousands, of miles apart. And the car transportation business has evolved along to meet the new realities of automotive sales. You can now buy a car anywhere in the world and have it shipped right to your door, and the rates are much more reasonable than before. So, have you been eyeing classic cars on eBay and wondered how you get one home? Here’s a quick guide.

New Car Home

Choose a carrier

Today, there are hundreds of companies that ship cars and trucks.  Just type “car transport” into Google and dozens will pop up. Getting a quote to ship a car is easy. Almost all of these companies have a form that you fill out and you get an immediate quote. Generally, all they ask is where the car is now, where it’s going to and some contact information. In an hour, you can easily have a dozen or so quotes.

Don’t jump at the cheapest one

As tempting as it is, be careful of accepting the lowest price quote.  There is often a reason that they are the lowest cost.  The carrier may not have insurance, for example, or they use sub-standard trucks for transport.  Some may not actually be professionals in the car transport business and are just filling in for a friend for the weekend. If there is any doubt in your mind, consider this story. A friend of ours works at Jaguar of Naperville, a local Jaguar dealer in Naperville, IL. Several years ago, he bought an unrestored Jaguar XK120 roadster on eBay. For shipping, he found someone on the web who quoted him a great price and he signed them up. Big mistake. During transport the car got rained on (in!) because it wasn’t “covered transport” as he had requested. The inside of the roadster was soaked. Bottom line: Get several quotes, read the terms, look at the reviews and make sure you are getting what you pay for.

Preparing your car for shipping 

If you are shipping a car, you are responsible for getting it ready. This usually just means getting the proper paperwork ready. Your car transporter should be able to assist you with information and the required forms involved. You may even find many of the forms on-line on the shipper’s website.

Insurance 

You definitely want insurance on a vehicle when it’s shipped. It’s not uncommon for damage to occur when cars are being transported. Things like tree branches, hail storms and even other vehicles can cause damage to a car when its being transported. If it’s your car being shipped to a buyer, check with your personal auto insurance company to verify whether your car insurance applies. If it doesn’t ask what they recommend. If you are buying a car and having it shipped to you, consult your shipper and check to see whose insurance is covering the vehicle.

Door to Door Service vs. Terminal to Terminal

Automotive shipping companies typically offer several levels of service. The most common service types are door-to-door and terminal-to-terminal service. Door-to-door service will be the most convenient and the most expensive.  Terminal-to-terminal means that someone must drop the car off at a shipper’s terminal and, after transport, pick it up at a terminal near your house.  If the terminal is within 50-100 miles of your house, you may find it is well worth the savings to go get it there.  Your shipping company will give you guidance.

Open vs Closed Transport

Open carriers are the type of car transporters you commonly see. These trailers leave the vehicle visible and open to weather and other conditions.  This sort of carrier is generally the cheapest method of transportation. Some customers do not like how dirty their vehicles appear after using open carrier transporters. If that issue concerns you, then shop for a carrier offering enclosed transport.

When your car arrives

Vehicle transport companies are rarely able to provide accurate pick-up and delivery times. Things like traffic and problems with deliveries before yours can cause delays.  Plan on taking the day off if you are having it delivered to your house. When the vehicle does arrive check it out carefully for any damage.

The internet has made vehicle extremely easy today but exercise common sense when dealing with shippers.  Accidents and unforeseen events can occur and you should make sure you covered for any potential problems.

In the 1920s, cars were getting bigger and heavier and, as a result, they needed more powerful engines. The problem at that time, was that the only reliable way to produce more power from an internal combustion engine was to increase the engine displacement. Higher RPMs wasn’t an option because the metallurgy and dynamic balancing of internal parts wasn’t nearly as advanced as it is today. In fact, 4,000 rpm was a redline speed for most engines of the time. Increasing cylinder compression ratios was also impractical because back in the twenties, the development of leaded gasoline hadn’t occurred yet. This limited the maximum compression ratio of contemporary engines to approximately 5:1 or so. Thus began Detroit’s drive to make engines with more cylinder displacement.

Bigger is not always better

The simple way to make engines displace more is to make the pistons bigger. But, there was a problem when you did that. As the displacement of each cylinder grows, so too does its potential for vibration. Here’s why: Each cylinder in a four-stroke engine fires only once every 2 rotations of the crankshaft and the cylinders do not fire at the same time. The result is that the power stroke of each cylinder pushes the block engine in a different direction. Depending on how the cylinders are arranged, those forces cause the engine to shake. The bigger the cylinders, the greater the forces generated by each power stroke, and the greater the resultant shaking.

More pistons

The ideal solution was to add more cylinders, generating a large total displacement, but keeping each individual cylinder relatively small. This accomplishes 2 things. First, you’ve got the big displacement you want for more engine power. Second, adding more cylinders also increases the frequency of the power strokes, which serves to damp the vibration of the engine. All else being equal, a V-8 engine is smoother than a four and a V-12 is smoother than an V-8. So, most of the car manufacturers initiated multi-cylinder engine designs for their bigger cars.

Cadillac leads the way

Quite a few of the manufacturers started work on V-12 engines but Cadillac, in secret, started work on a V-16 engine. The Cadillac V-16 was essentially two straight-eight engines sharing a common crankshaft. Since each cylinder fires once every 720 degree of crank rotation, the 45-degree angle between the cylinder banks gave even firing intervals. Its bore and stroke were modest, 3 inches and 4 inches, respectively. The overall overall displacement of was a whopping 452 cubic inches which was one of the largest engines of the day. Unlike conventional V-8 engines, most of which were flathead designs, the Cadillac V-16 had overhead valves and used hydraulic valve lifters to eliminate valve clatter. The result was an engine that ran as smooth as silk.

Leaded  Gasoline and the Great Depression

The Cadillac V-16 was introduced in 1930 and production continued until 1938. By the late 1930s, 12 and 16 cylinder engines were becoming extinct. Two things contributed to the demise of these massive motor. First, Tetraethyl leaded gasoline was introduced in the early 1930s but it wasn’t for several years that it reached wide distribution. This “leaded gas” allowed higher compression ratios so more power was available from smaller engines. The second factor was purely economic. The Cadillac V16-powered cars and others were the top-of-the-line models. The Great Recession hit in the late 1920s and the demand for ultra-luxury cars sagged severely.

Chrysler gets involved

Want to stop a car guy (or girl) in their tracks. Mention the existence of a “V-16 Hemi.” Yes, there was such a thing – six of them, in fact.  Button of Kokomo, a Chrysler, Dodge, Jeep, Ram dealer in Kokomo, IL, told us the story.  During WWII, Chrysler was given a grant to develop an internal combustion engine that developed 2500 HP for aircraft use. Called the XIV-2220, this monster of an engine was built and tested near the end of the war. It was over 10 feet long! However the XIV-2220 never went into production. It was a fine engine, well designed, but by early 1945 the war just about to end, and a parallel design process various other companies were developing the turbo-jet engine.

All drivers love their cars. However, they will tend to pick up a few cosmetic issues over the months and years. After all, the average driver now travels more miles than in any previous generation. Moreover, with more cars on the road, there are more potential dangers than ever before too.

Whether you’ve suffered a car crash, been the victim of vandalism, or suffered wear and tear doesn’t matter. Restoring your car to its former glory should be top of the agenda. Frankly, doing this can bring a long list of benefits. Here are some of the best.

Improve Your Feelings Towards The Car

First and foremost, fixing those cosmetic problems with the car will actively boost your relationship with it. We all want to drive the best car we can afford, and that means keeping it in top condition. After all, the aesthetic beauty plays a major role in the appeal of any vehicle.

In truth, those looks are probably one of the main reasons you chose this car in the first place. Meanwhile, cosmetic upgrades like new seat covers can increase your enjoyment behind the wheel.

Fixing those problems is far easier and cheaper than searching for a better car that offers the same joys without upgrading to a newer model.

Both financially and practically, giving your vehicle the necessary TLC is advised.

Prevent Further Damage

It can be tempting to dismiss a cosmetic issue as being unimportant. But while it may be purely cosmetic right now, leaving it could lead to more serious problems. Not only will this reduce performance and safety, but it will end up costing you a lot of money too.

Therefore, car dent repair and similar cosmetic jobs should be completed at the earliest stage possible. Otherwise, the running costs may creep up while the dents could be putting pressure on internal parts. For the sake of protecting your financial asset, as well as your love of the car, ignoring those needs would be foolish.

At the very least, completing the work now will prevent the purely cosmetic issues getting worse. Unless you want your vehicle to move even further away from its potential, acting soon is the only answer.

Make Driving Safer

We all have desires of an enjoyable drive. Most importantly, though, all motorists should want to reach their destinations in one piece. Unfortunately, untreated cosmetic damage can reduce those odds significantly.

The road statistics show that this is not a matter to be taken lightly. It’s not only the case of preventing damage either. Adding new tech may feel like a luxury purchase. But those navigational and communicational tools can remove certain distractions. In turn, this could prevent frustration behind the wheel as well as various accidents.

As a responsible driver, you owe it to your passengers and fellow road users to take note. Give your vehicle the little tweaks and additions to keep it in great health and appearance. In return, you’ll be a far safer and happier motorist.