The mid-engine C8 Corvette’s clean-sheet redesign resulted in just a couple of parts carried over from the C7 generation, but there is enough “baseball and apple pie” in the sports car to keep it in the Top 10 of the 2020 American Made Index as compiled by Cars.com.
Chevrolet landed two vehicles on the 2020 List with the Corvette coming in at a very appropriate 8th place and it was joined by the Colorado that landed in 10th place. They were the only two GM vehicles to make the list.
The American Made Index, or AMI, “is an independent annual list that ranks the new vehicles that contribute most to the U.S. economy based on criteria ranging from U.S. factory jobs and manufacturing plants to parts sourcing.” Manufacturers are required by law to annually report the percentage of US and Canadian parts and that information appears on the window sticker of all new vehicles sold in the USA.
The AMI studied 91 vehicles and the ranking looks at four key factors:
- Origins of the engine and transmission
- Origin of parts in the car (as reported by the American Automobile Labeling Act)
- Final assembly location
- U.S. manufacturing workforce relative to production footprint
The were some new additions to the list for 2020 with the Ford Ranger leap-frogging the Jeep Cherokee to #1 while Tesla landed three vehicles on the list.
Cars.com says that 70% of shoppers consider a car’s impact on the US economy a significant or deciding factor in their vehicle choice and the COVID-19 pandemic has increased the desire of Americans to “buy local.” The survey found that nearly 40% of consumers report they are more likely to buy an American-made car due to the current health and economic crisis, while just 4% said they were less likely. A whopping 26% said it was “unpatriotic” to buy a non-American-made car, compared to just 18% in 2019.
“This marks the 15th year we have released the American-Made Index, and for the first time, we are ranking a full, comprehensive list of qualifying American-made cars available in the U.S. Of some 350 cars on the market for 2020, 91 models qualified for our index,” said Kelsey Mays, Cars.com’s senior consumer affairs and vehicle evaluations editor. “The auto industry is highly globalized, but these 91 models bring jobs to America and investments to our local communities — a growing concern for Americans in the current climate.”
here and in Part 2 next month.
here and in Part 2 next month.
New engine configuration changes everything
GM engineering went into preliminary design knowing they’d be working on a mid-engine vehicle — the first production Corvette in eight generations to sport that configuration. “We evolved the front-engine architecture as far as we could for performance, so shifting to a mid-engine design was the next logical step to improve an already great car and be the segment leader,” explains GM’s Tadge Juechter, executive chief engineer-Global Corvette. Equipped with the Z51 performance package, the 2020 Corvette Stingray can accelerate 0-60 mph (0-97 kmh) in 2.9 seconds and reach top speeds of 194 mph (312 kmh). Pushing the engine toward the vehicle’s rear affected many things, including the car’s center of gravity, the relative position of occupants, transmission location and design of underbody panels and trunk storage. The mid-engine design also introduced higher operating temperatures and noise to new areas of the car.
The eighth-generation Chevrolet Corvette — all eight generations (C1-C8) shown above, left to right respectively — from General Motors Co. started production earlier this year. This mid-engine sports car is not only impressively fast, and the most composites-intensive Corvette yet, but it features an array of genuinely innovative composites applications. Source | General Motors Co.
“Because of the mid-engine, we had to do things differently,” explains Ed Moss, Corvette body structure engineering group manager. “From the start, we had so many discussions about how to lay out the body structure. At one point, everything was on the table as we discussed the best way to design and build each system. For example, we debated metallic versus composite for wheelhouses. If we’d kept the C7’s composite wheelhouses, we’d have to bond to the hinge pillar [A pillar], which is immediately adjacent to the front wheel in a mid-engine vehicle, leaving very little package space. We went with metal there. We even briefly discussed metal versus composite body panels. However, it would’ve been economically infeasible to create the C8’s styling lines in metallics.”
“A real challenge we faced was how to handle air induction,” recalls Chris Basela, Corvette body structure lead engineer, explaining the need for a different method to funnel cooling air into and across the naturally aspirated, 495-horsepower, 6.2-liter V8 engine, which generates 470 foot-pounds (637 Newton-meters) of torque. “We tried all kinds of designs that forced air to take really torturous paths, creating eddies and flows we didn’t want. It took lots of iterative work with the powertrain team to develop the best path for airflow because the car needs to breathe freely with no restriction. We also needed access to the air box and had to work around rear trunk space. Another issue was heat and engine noise in the passenger compartment, because occupants no longer sit behind the engine but are positioned directly in front of it. And we were especially conscious of cabin air quality as laws had changed in Europe and elsewhere since the C7, so we worked really hard to reduce VOCs [volatile organic compounds].”
“Even working out how to assemble the car was a challenge,” adds Moss. “With a front-engine design, you have a long hood and large engine compartment, providing operators plenty of room to build the car from inside the compartment, even with the front bumper beam already welded on. On the mid-engine Corvette, with its very short front clip, we keep the front of the car open as the vehicle is built out, then bolt on the front bumper.”
“It was quite a balancing act to get the proper shapes, while ensuring our suppliers could produce the parts and our team in Bowling Green [GM’s Kentucky-based Corvette assembly plant] could assemble them,” continues Basela. “In the end, there was only one carryover composite from the C7’s body to the C8.” This was tough Class A, 1.2 specific gravity (SG) sheet molding compound (SMC) developed for the 2016 Corvette and used in a variety of exterior closures on the new vehicle.
For four generations (C5-C8), Corvettes have featured a three-layer, multi-material body structure: the frame, usually a mix of aluminum or steel — this time with a carbon fiber-reinforced composite (CFRP) part; the body structure, which is largely bonded composite to capitalize on design and manufacturing flexibility; plus bolt-on closeouts (body panels), which have been composite since Covette’s June 1953 debut. This layered hybrid structure not only provides affordable lightweighting in high production volumes — particularly for cars of this performance class — but also permits multiple vehicle variants to be produced at low tooling investment. In fact, for the current C8, GM managed to produce all Class A composite body panels (bonded inners and outers) on both the base model coupé and convertible using just 20 tools.
GM and its suppliers have already won many awards for innovative composites use on the 2020 Corvette Stingray. Among those standing above are key GM engineering team members at last November’s 49th annual Automotive Innovation Awards Gala, where GM won SPE Automotive Div.’s Vehicle Engineering Team Award. A number of composite parts on the vehicle also were finalists or category winners at the event. Source | SPE Automotive Div.
In addition, Corvettes have always been engineered with an open-roof architecture, regardless of whether they are actually convertibles or coupés with fixed or removable roof panels. Because open-roof vehicles are generally less stiff than those with fixed roofs, an important focus for each Corvette’s engineering is always to create the stiffest foundation possible to improve suspension and steering. Historically, tunnels(housing transmissions and driveshafts on front-engine vehicles) have dominated Corvette body structures and have been key enablers for achieving high torsional rigidity. In the case of the new Corvette, GM achieved even higher rigidity. With the roof removed, the C8 body is 53.78% stiffer than a benchmark high-performance mid-engine competitor, 29.27% stiffer than a second high-performance mid-engine competitor, and 13.79% stiffer than the C7. Two composite parts made important contributions to vehicle stiffness—one directly attached to the frame structure (rear bumper beam) and another attached to the underbody (lower tunnel closeout).
The C8’s frame is largely aluminum alloy with one CFRP part developed to meet GM’s stringent dollar-per-kilogram targets. In contrast, the C7 frame was all-aluminum and the C6 was mostly steel.
The only composite part directly mounted to the frame that travels with the body-in-white (BIW) through the electrophoretic rust-coat process (which GM calls ELPO), is a unique CFRP rear bumper beam. This part helps stiffen the frame and contributes to rear-impact performance. Its curved shape — possible thanks to a novel process called radius pultrusion developed by Thomas GmbH + Co. Technik + Innovation KG (TTI, Bremervörde, Germany) — enables it to match rear styling cues and fit in limited package space while maintaining dimensional integrity close to engine-bay heat. As the auto industry’s first curved pultruded part (see our full feature on this part in the CW May 2020 issue), the hollow, two-chambered beam was produced by Shape Corp. (Grand Haven, Mich., U.S.) on equipment developed and built by TTI. The beam weighs just 1.3 kilograms and features a bonded/bolted tow-hook eye capable of 25 kilonewtons of pull-out force.
An auto industry first, the 2020 Corvette sports a curved rear bumper beam in pultruded carbon fiber composite produced with 87 individual carbon tows and eight carbon fiber non-crimp fabrics (NCFs) impregnated with polyurethane-acrylate resin. The hollow, two-chambered beam is 66% lighter than the outgoing aluminum beam and met GM’s demanding dollar-per-kilogram targets. Source | Shape Corp.
Body Structure: part A
Virtually all of the C8’s body structure components are composite and are bonded and/or bolted to the frame after the latter undergoes ELPO. Notable composite parts at this level include structural underbody closures and the floor — which we’ll cover in this issue — and front and rear trunks, induction ducts and the rear surround and bulkhead — which we’ll cover, along with body panels and trim, next month.
This hybrid-composite, lower-tunnel closeout is produced using a variant of liquid compression molding. It eliminated secondary attachments, lowered mass by 3 kilograms and reduced labor, tooling and capital costs vs. aluminum. Source | SPE Automotive Div.
The removable lower-tunnel structural closeout on the C8, which acts as an access door, contributes more than 10% of the vehicle’s torsional rigidity and acts as a primary load path during a crash. This hybrid-composite panel consists of three layers of glass fiber preform. These consist of continuous/woven and chopped/random fibers at 38% fiber volume fraction (FVF), with veils added to top and bottom face layers on each stack for improved surface finish. Glass preforms are interleaved with two layers of preforms made using Toray (Tokyo, Japan) T700 12K standard-modulus carbon fiber in the form of NCF biaxial fabric at 21% FVF and a vinyl ester (VE) matrix. The closeout is produced by Molded Fiber Glass Co. (MFG, Ashtabula, Ohio, U.S.) using its proprietary PRiME (Prepositioned Reinforcement ensuring Manufacturing Excellence) process, a type of liquid compression molding (LCM).
Aside from a single aluminum closeout near the rear wheels that is part of the engine cradle, the remaining underbody panels consist of either compression molded SMC or injection molded thermoplastics. Among other benefits, these panels reduce underbody turbulence and drag, improve fuel efficiency and keep moisture, dust and stones out of the vehicle’s engine and driveline. Further, they provide the dimensional foundation for multiple exterior and interior interfaces.
The low-density but structural SMC panels feature new formulations (in this case, 40% FVF chopped fiberglass/unsaturated polyester (UP) resin) developed by MFG. The material is called “float” SMC because each panel’s density is less than 1.0 (average SG=0.97) and thus can float in water. MFG produced all structural SMC and LCM’d parts on the car.
An important contributor to vehicle lightweighting on the C8 is the extensive use of “float” SMC. With specific gravity values less than 1.0, this low-density but structural SMC developed by MFG is used in a variety of non-Class A parts, including underbody panels, the dash panel, air-induction ductwork and the front trunk. Source | Molded Fiber Glass Co.
The vehicle also sports a hybrid floor optimized for torsional bending and side-pole impact protection (engaging the rocker panels and tunnel, to which it is joined). Floor panels feature cabin-facing stamped aluminum bonded to sheets of road-facing 1.5-SG composite (60 wt-% continuous and woven glass fiber/VE) produced via the PRiME process. Before heat-bonding both layers with Pliogrip 9100 polyurethane structural adhesive from Ashland Global Holdings Inc. (Wilmington, Del., U.S.), MFG cleans and preps the materials.
All composite parts directly bonded to the C8 frame are first subjected to laser ablation, a process developed by GM, MFG and Adapt Laser Systems LLC (Kansas City, Mo., U.S.) for the 2016 Corvette, and adapted from a composites industry method for mold cleaning. Laser ablation replaces hand sanding and reduces labor, time and cost, eliminates dust and improves repeatability. Laser path, angle of attack and energy level are customizable for each part’s material and geometry. To maximize manufacturing flexibility, the entire underbody, including the floor, is connected to the frame and itself via bonding and screws.
In the August issue of CW, we’ll continue covering composites innovation on the new Corvette, resuming with additional components at the body structures level and finishing with exterior closures (body panels), plus additional trim and upgrades.
Peggy Malnati for Composites World
In football, a team’s playbook is guarded with nearly manic effort by everyone in the organization, and woe be to any coach or player who loses one — much less the Benedict Arnold who for some reason might give a copy to the opposition.
But in today’s U.S. auto industry, playbooks are like the gospel: They’re meant to be given away and shared as widely as possible, with the more readers, the better.
That’s because the playbooks in question these days are the detailed, voluminous guides to how auto manufacturers are re-opening their plants with Covid-19 health and safety protocols. And in that regard, General Motors CEO Mary Barra and Jim Glynn, the company’s vice president of worker safety, are hoping their jointly authored, 48-page guide, “Returning to the Workplace with Confidence: Covid-19 Employee Guide,” reaches every corner of the industry.
It’s free to all, but that’s not the reason GM’s playbook seems destined to become a best-seller. Every company in the vast, deep network of the U.S. and global automotive supply chain is eager to rejoin the working economy again, but to do so their leaders must not only be careful in restarting but also take great pains to avoid any early misstep. Expertise like that provided by GM’s guidebook — and by those also produced by other companies, such as Tier One supplier Lear — can be invaluable not only to automotive manufacturers but also to thousands of other factory operators across the country.
“We knew we had to get this right ourselves and clearly articulate our requirements and what to do at every site,” Glynn told me. “Then we had to think about our supply base to help make them equally successful; we’ve had several seminars for a total of literally hundreds of suppliers wondering what we were doing to prepare for restart.” GM also, he said, has “shared our ideas with other companies and with competitors and with industry councils so we can learn from them as well and incorporate all the best practices into our documents.”
General Motors is re-starting its U.S. factories this week, so the company is taking every step leaders can think of to ensure that managers enact and follow the protocols, that employees and the United Auto Workers are comfortable with their requirements, and that everyone embrace the guides as a significant enabler for the company and the industry to restore production, sales, profits and renewed prosperity as quickly as possible.
To that end, Barra even directed a “care package” be sent to every GM employee last week that included a flyer with the highlights of the playbook, a letter signed by her, and five face masks that were manufactured at a company facility in Warren, Michigan. Her personal touch was reinforced by the fact that the package contained not just a single medical-grade mask but enough for a typical family.
Barra “wanted to make sure early on in this pandemic that every people leader in GM understood the protocol intimately,” Glynn explained. “And she recognized right away that, whether someone works in a plant or in a lab or in our technical center [in Michigan], or at an office in the Renaissance Center” headquarters of GM in downtown Detroit, “they are going to have some apprehensions about the virus and whether they’ll be safe. That was her focus.”
So the playbook is “meant to very comprehensively, and in as much detail as we could, provide help so that our people leaders can be as knowledgeable about our protocols as any medical or safety professional,” Glynn said. “Because they’re who people are going to turn to.”
GM’s protocols themselves demonstrate two advantages over much of the other information out there. One is an attribute enjoyed by some other OEMs and major suppliers: They’ve already learned and applied health and safety lessons from the restarting of their Asian plants a few weeks ago. Another edge is enjoyed by only GM and Ford, which is the fact that each of them reopened a U.S. plant a few weeks ago to shift quickly to production of pandemic-fighting medical equipment.
“Some of the ‘whats’ applied pretty well for the couple hundred people entering the site” at GM’s Kokomo, Indiana, electronics plant, which it refitted to produce ventilators, Glynn said. “But it gets more difficult when you’ve got 1,000 people coming into a [different] plant for a shift. So we are scaling up our approach so that, instead of just one entrance, we are duplicating our [screening] efforts at two or three entrances to the plant.”
The needs for new protocols, redesign of many plant-floor processes, and an overall abundance of caution can be counted on to slash productivity that most auto plants enjoyed pre-Covid 19. Yet at first, that shouldn’t be an issue because auto sales, and the entire manufacturing supply chain, will take a while to creak back to life.
And Glynn said that he expects factory productivity to rise rapidly anyway, after an initial orientation period. Even something as simple as donning a mask can pose a complication to an auto worker who wears glasses – or, as many do, safety glasses – by fogging them, for example.
“But we’ve learned tips and tricks to prevent that from happening,” he said. “We’re doing all of these things to protect people and help them be comfortable in the workplace. Once they understand that, productivity takes care of itself pretty quickly.
“Everywhere we’ve put this into place,” such as plants in Asia, Glynn said, “people get on it it and get back to normal productivity. They like the routine; they have a sense of accomplishment; and it feels comfortable for them to be back at work.”
Source: Dale Buss
(CNN)General Motors and Ford laid out plans for restarting their US factories while, at the same time, attempting to protect workers from the coronavirus.
Both companies detailed how they would thoroughly clean facilities and allot extra time between work shifts to do so. The automakers said they will also screen employees with questionnaires before they leave for work and temperature checks as they enter a plant or other facilities.
Employees who have recently been exposed to someone with the coronavirus or exhibit a high temperature or other Covid-19-related symptoms will be sent to local clinics for testing before they are allowed to return to work.
While in factories, employees will work at least six feet apart from one another whenever possible, the companies said. Employee workstations will be separated by clear plastic panels. Workers will also wear surgical-style face masks and clear plastic face shields whenever they’re required to work close to one another.
These practices are based on the experiences the companies have had at their factories in China and, in GM’s case, Korea. Ford executives said 90% of the employees at their plants in China, which started reopening in mid-February, have now returned to work. Ford also recently reopened a plant in Thailand that it operates with Mazda.
“Absolutely I would feel comfortable sending my family to work at Ford,” said Jim Farley, Ford’s chief operating officer, when asked how confident he felt in the steps the company was taking.
A Ford of Europe employee wearing protective equipment similar to that US employees will be required to wear.
Both Ford (F) and GM (GM) have also been operating a few plants in the US in order to make personal protective equipment and ventilators for healthcare workers. Ford has also been manufacturing face masks for its own workers around the world. Both companies also have some warehouses operating to distribute parts for repairs. Workers at those US plants have also been trying out the safety protocols and equipment that will go into wider use in the US as factories reopen.
Employees at Ford’s currently operating US plants will be sharing their experiences with other employees. Among other things, they will describe what it’s like working with masks and face shields on and the best ways to wear and use them, said Kiersten Robinson, Ford’s chief human resources officer.
Both companies will also make changes to how “common areas,” such as dining areas, are used in order to keep employees apart from one another.
GM expects to restart operations in mid-May, according to an executive familiar with the plans. A Ford executive declined to provide a specific timeframe for restarting the company’s factories, but said decisions for each factory will depend on local conditions and requirements. The company said it is closely monitoring conditions in areas where it has factories.
The United Auto Workers Union, which represents assembly line workers at Ford, GM and Fiat Chrysler (FCAU), is asking for more coronavirus testing of employees.
“Our position is that we employ as much testing as is possible at the current time and commit to full testing as soon as it is available,” UAW president Rory Gamble said in a statement.
Peter Valdes-Dapena, CNN Business
“This is our saving grace, and if we can save one person it’ll all be worth it.”
Penni Cox wakes up before dawn, taking her coffee to-go as she makes the 10-minute drive down the road from her home to the General Motors campus in Kokomo, Indiana. She arrives at the Engineering Resource Center as the sun rises.
Until recently, its three stories stood empty; auto work in Kokomo has steadily drained, and the absence of opportunity has meant indefinite layoffs. Then, as the coronavirus swept across the globe, the building surged to life, reopening to make much-needed ventilators for the nation’s sick.
“It has been nonstop, and a whirlwind of emotions,” Cox told ABC News.
She was laid off on March 13, out of a job after nearly 14 years — three generations of her family, a part of the United Auto Workers. Her aunt, mother, grandmother, all worked at GM; her son will now join making ventilators; her grandfather worked across the street at Fiat-Chrysler. Before being laid off, her husband also worked at that FCA plant, where in late March, a fellow UAW worker tested positive for COVID-19 then died.
“It’s scary. The virus is scary. Not knowing our plant’s future is scary. But we won’t give up,” Cox said. “Work has slowly declined, we’ve been losing people to layoffs for a while, and unfortunately I was one of them.”
“You teach your children to help others. But when the time comes and you can finally do it — when they call you and say, ‘Hey, do you want to make ventilators?’ It’s like — well yeah!”
Her work ceased just as the virus flared, and hospitals braced for a deluge of patients and a looming ventilator shortage. As a precaution against the spread of COVID-19, the plant finally shut down.
In late March, General Motors and Ventec Life Systems announced a partnership to mass-produce critical care ventilators in response to the COVID-19 pandemic, pledging 30,000 by the end of August: a $489.4 million contract with the Department of Health and Human Services. Cox and her United Autoworkers Local 292 team were brought back.
Working “around the clock,” as General Motors said in a statement, their first ventilators began rolling off the line in a matter of weeks.
“Right now? It’s much more rewarding making a ventilator than making a car,” Cox said. “We’re all working long hours, it gets tiring, but when you see who you’re helping — it’s all worth it. I love my Chevys but I definitely feel much more sense of pride in making a ventilator.”
“There’s a mood in there that hasn’t been for a long time — we’ve been shrinking for so long,” UAW Local 292 President Matt Collins told ABC News.
“We’ve got mixed emotions,” he said of the good fortune brought about by grim circumstances. “But this has made a lot of new opportunities for a lot of people.”
Penni Cox arrives at the plant before 6:30 a.m. each day, where she — and everyone else — gets immediately checked for a fever before being admitted. Cox wears a mask and gloves throughout the day, except for when she eats or drinks.
On the line, Cox makes the ventilator back cases.
“We do a lot of messing with the screws,” Cox said. “The part that hangs on the cart you push around, that hook right there. Then a thermal cover, plastic pieces to the center band — it basically holds the main guts in.”
The Kokomo plant was picked to make the ventilators because it already handled precision electronic parts — and it had preexisting clean rooms, required for medical equipment production by the FDA.
“We’re pretty dedicated,” Cox said. “There are a lot of people putting in 10, 12 hour days. They just kept telling us, ‘We don’t have any work for you,’ and we just kept saying, Well you’ve got to!’ And then this came along. We’re kind of the little engine that could.”
From a workforce that was once roughly 12,000 strong, their union now has whittled down to a few hundred. But the ventilator production is expected to boost numbers operating out of the Kokomo facility to roughly 1,000.
“We’re so hungry for work, we’d build anything. We’d make cakes,” Collins said. His plant has seen hundreds of layoffs in the last few years, he said. And as membership declines, maintaining the local union can itself become more of a financial burden.
“But now this is going to save lives, and it’s just a really cool thing,” he said.
Collins, also a third-generation GM worker, is himself at higher risk for infection: Three years ago, he told ABC News, doctors found a tumor and removed most of one of his lungs. His voice wheezes lightly as he talks.
“I worry about going anywhere — but I feel safer going to the plant than I do going to the grocery store,” he said. “I couldn’t sit this out — I wanted to be a part of it. There’s no place I’d rather be.”
Asked about the parallels to World War II’s war effort — to “Rosie the Riveter” — Penni Cox shrugged.
“Not so much,” Cox said. “This is really nothing new for us — people give us credit and that’s nice but we’re just doing our jobs.”
“We’re not the heroes,” she continued. “The medical staff out there — they’re the real heroes. And they’re the ones that need help. We’re just trying to back them up.”
Once their contract with Ventec is over, the future is uncertain. There are no assurance there will be work ahead, Cox said.
“Our plant doesn’t really have anything to go back to,” she said. “We’re hoping that something big comes of this for us. ‘Cause when the ventilators are done — we could be done.”
“I feel like this is our saving grace — and if we can save at least one person in the process, that keeps us going every day,” Cox said. “The long hours, the sore hands, the climbing 50 million steps every day, it’ll all be worth it. So just let us show you what we can do.”
What to know about the coronavirus:
How it started and how to protect yourself: Coronavirus explained
What to do if you have symptoms: Coronavirus symptoms
Tracking the spread in the U.S. and worldwide: Coronavirus map
Many gearheads have a strange affinity to Hot Wheels. Here is everything you’ve ever wanted to know about the company, but never asked.
Toy cars can be divided into two categories: Hot Wheels and everybody else. For over 50 years, Mattel has dominated with what is now recognized as the best-selling toy in the world. It’s impossible to count how many car buffs, from mechanics to real race stars to TV personalities, grew up playing with these cars. Whether it was just a few models or massive collections, Hot Wheels has been part of car culture for decades and is never going to stop. Whether it’s a simple model or some fancy licensed vehicle, Hot Wheels simply enthralls.
Yet it’s incredible how some people are unaware of the facts of the company and its history. From its unique origins to how these cars are put together, the story behind Hot Wheels is fascinating. There are also touches from how some of these cars are more expensive than real ones to some unique touches on the culture. Here are 20 amazing facts about Hot Wheels to prove they’re more than just “kids toys.”‘
20/20 Real-Life Hot Wheels Jump Was A World Record
Growing up a massive Hot Wheels fan, racer Tanner Foust decided to honor them in a fun way. At the 2011 Indy 500, Foust talked the management into seeing up a massive orange ramp and raced down it in a rally car.
After 90 feet of track, Foust sailed 332 feet, the longest record for such a move. He topped it by driving through a 66-foot loop in 2012 to live out the dreams of every kid.
19 Technology In Car Building Is Amazing…
Making toys has become a very high-tech business today. Just like real car companies, Hot Wheels has adapted to the 21st century nicely. Computers and 3-D technology are utilized to make sure the designs are perfected before the building begins.
It also helps them keep on top of the latest car trends to ensure that today’s Hot Wheels are sleeker and more natural than the ones of the past.
18 But They’re Still Diecast
There are many toy car lines out there, but Hot Wheels is still the king of the bunch. The key reason is that, for all the advances in technology, every car is still diecast and built mostly by hand.
Even when cheaper materials are available, Mattel knows the diecast is what the fans want. It’s also helped in making customized cars at home for popular models. After 50 years, Mattel doesn’t want to mess with success and do away with diecast.
17 They’ve Worked With NASA
Hot Wheels have done a few astronaut-themed toys over the years. But that’s not the only connection they have with NASA. In 1998, they were able to work with the agency to create an exact replica of the Mars Rover, which landed on the Red Planet that very year.
They also worked with them in 2012 for scale models of the Curiosity rover. It’s amazing how the company got access to top-secret plans to make these toys.
16 Collectors Take It Seriously
Some may dismiss Hot Wheels as “just for kids.” But collectors take it more seriously than real automobiles. The 1969 Volkswagen Beach Bomb (only 16 prototypes were made) is known to go for at least $15,000.
Some rare models can go for a hundred grand, and collectors are always on the lookout for unique mint models. Entire museums are devoted to various cars as some Hot Wheels collections put legit car collectors to shame.
15 Scaling Down The Cars Was Tricky
A key to the company’s success is that they work with scores of real car companies to get looks at plans for their toy models. Yet it’s not so simple as just “make a smaller version.” The biggest challenge is to achieve the proper scale for the toys in a diecast model yet retain the details of the actual car.
That can be complex with some fancy vehicles. That every model has to be sized to fit the same tracks just adds to why it takes as long developing a toy car as a real one.
14 NASCAR Star Has The Record For The Longest Track
Ever since the Hot Wheels tracks were created, fans have been trying to top themselves making the most extended and most complex. A few have achieved great ones, but it’s fitting a NASCAR star holds the record for the longest.
In 2019, Joey Logano unveiled a 1,941-foot long track stretched across his garage. It weaves through his car collection with 1222 boosters before ending in Logano’s own 2018 HW Ford Mustang. Add yet another title to Logano’s list of accolades.
13 They Made A Car Coated In Diamonds
In 2008, Mattel made a big deal of celebrating the 40th anniversary of the Hot Wheels line. As a special reward, Mattel had Jasons of Beverly Hills craft the most expensive Hot Wheels car on the planet.
Cast in 18-karat gold, it’s covered with 2700 diamonds and gems totaling nearly $150,000 today. It’s become a rotating exhibit at toy museums for the glitziest Hot Wheels you could see.
12 The Darth Car Is A Speed Machine
While they do stick to toys, the company has been busy creating some real-sized cars for collectors. One of the most notable is based on Darth Vader, with the hood looking like his fearsome helmet and in jet black.
This isn’t just for show as it’s based on a C5 Corvette with a GM LS3 V-8 engine capable of 526 hp and 150 mph. The Dark Lord of the Sith would be proud of this powerful craft.
11 Every Car Is Tested To Make Sure It Can Run A Track
Almost from the beginning, Hot Wheels car fans had to have a track with the cars. They’ve gone from straight lines to elaborate roller-coaster-like loop systems to leave kids entertained for hours.
What few realize is that the track determines if a car makes it as Mattel prides itself on “every car can fit every track.” More than once, a prototype has to be altered when it won’t fit as the track decides a car’s final form.
10 There Are More Hot Wheels Cars Than Real Cars
While it’s tricky to figure out for sure, most sources agree there are at least one billion cars on the planet (give or take a few hundred thousand in auto graveyards). In contrast, since 1968, six billion Hot Wheels cars have been created.
True, many have been trashed and/or recycled, and it’s impossible to count how many have been lost in backyards. But given how 16 cars are produced every second, it’s no shock the toys outnumber the real deals.
9 Several Creators Are Legit Car Designers
The one constant of Hot Wheels is that the cars look just as good as the real deal. There’s an excellent reason for that as scores of the manufacturers are legitimate car designers. Larry Wood was a veteran of Ford before becoming one of the first Hot Wheels designers.
He’s not alone as Jack Ryan was a rocket designer who crafted the bearings that made the cars so great. Scores of the car designers were in real automobiles first, so it’s no wonder the vehicles look so good.
8 The Original Camaro Is Worth A Fortune
Mint conditions of the Original 16 Hot Wheels releases are all pretty collectible items. But one dominates from the pack. While versions of a Camaro were produced, a few had white enamel paint.
They had been meant to discover flaws in a prototype but accidentally released. A mint version of one went for a hundred thousand dollars and made this one of the most expensive toys on the planet
7 They Released A Custom Corvette Before GM Did
An early standout for the company at a custom Corvette in 1968. What made it notable was that the toy was released before GM had their actual Corvette in car dealerships.
The fact designer Harry Bradley had worked at GM indicates he may have “borrowed” the designs before he left to allow Mattel to beat GM to releasing a Corvette to the masses.
6 The Red Stripes Are Expensive
If you find what looks like an old Hot Wheels car, take a good look at the wheels. If they have red stripes, then you’ve just found a fantastic collector’s item. From 1968 to 1977, designers hand-painted red lines onto the wheels to make the cars look distinctive.
As a cost-cutting measure, they switched to all-black wheels in 1978. Some mint condition red-striped vehicles have been known to go for thousands online.
5 One Of The Original Cars Was Based On A Car With No Doors
The first wave of Hot Wheels was just 16 cars, and any of them can be valuable today. One is notable, the 1965 Dodge Deora. This car boasted no doors but rather a hatch for folks to crawl into.
It was based on a fun design used by Mike and Larry Alexander but in an irony, no real Dodge Deoras were built, to make this a truly unique model
4 A Tie-In Cartoon Got Pulled By The FCC
Today, cartoons based on toy lines are commonplace. But in 1969, Hot Wheels got in trouble when they put out a cartoon series about some teenage car drivers. Despite good messages, the show was hit by complaints about being a “half-hour commercial.”
The FCC agreed, and it was yanked off the air. The company was just ahead of their time with a cartoon tie-in for a hit toy line.
3 There’s A Fight On Where The Name Came From
Much of Hot Wheels is shrouded in myth, and that includes just where the name comes from. The familiar story is that when Eliot Handler saw the first models from designer Fred Adickes, he remarked: “those are some hot wheels you’ve got there.”
Another version is that Handler just blurted the name out in a meeting with a designer. Regardless, it just stuck to become one of the most popular toys on the planet.
2 They’re Number One…Because They Remain So Cheap
In the ranks of the most popular toys on the planet, Hot Wheels dominates. They’re not just the biggest toy vehicle sellers but also the number one selling toy in the entire world. The reason is that in many markets, the cars can still go for only a dollar each.
True, they can be put out in packs, and some nations charging a few bucks more. But many stores do sell the cars for less than a bottle of water, which is the reason they are so dominant.
1 Its Creator Was Married To Barbie’s Creator
Elliott and Ruth Handler were the First Couple of the toy world. The two had founded Mattel as a picture frame company in 1945. While making a dollhouse, Ruth decided to craft a series of dolls she named Barbie.
It was an instant hit to make Mattel a success. Elliott then realized how a toy car line could be great for boys to craft what would become Hot Wheels. The two remained together until Ruth’s death in 2002 (Elliott passed on nine years later) to be icons of their industry.
Sources: Mentalfloss.com, hotwheels.com, hotwheelsmedia.com, thrillist.com
Both cars retail for about $81,000, but one is a lot more accessible.
SPEED PHENOM ON YOUTUBE
If you’ve got $80,000 to spend and want an American high-performance car, now’s a pretty good time to be in the market. In addition to tire-shredding stalwarts like the Camaro ZL1 and Challenger Hellcat, Ford and Chevy have recently launched high-profile, track-ready sports cars. And thanks to a new video by Speed Phenom, we now know how they directly compare on track.
Naturally, we wanted to do this comparison ourselves. But the GT500 wasn’t ready during our Performance Car of the Year competition when we had an early C8 to test. And now that both cars are on sale, stay-at-home orders and track closures mean we’ll have to wait for an opportunity to do a full R&T comparison.
In the meantime, Speed Phenom does a good job of breaking down how they perform. With the caveat that he’s got a base model GT500 without the optional Pilot Sport Cup 2 tires, he notes that the car struggles for grip more often than the similarly-tired Corvette. It’s also less composed through mid-corner bumps, with slower cornering all around. Thanks to its massive horsepower advantage, though, it jets through straightaways.
The C8, meanwhile, benefits from serious mechanical grip. The better-balanced midship car fires through corners and has no problem putting its power down. That makes it more approachable, not surprising given that it’s the tamest version of the C8 while the GT500 is stretching the limits of the S550 platform. We’re sure to see more track-ready Corvettes soon, but for now the Stingray is a surprisingly capable start.
Mack Hogan- Road&Track
Scary Bobsled Crash Led Kristi Koplin Home Early, Just In Time To Fight COVID-19 As Urgent Care Nurse
Kristi Koplin, a pilot on the U.S. bobsled team, posted an emotional message on her Instagram account on Jan. 8, essentially telling the world she might be done with her sport.
The 33-year-old Koplin was hurt, struggling with the pain and injuries from a serious crash during her second-to-last run during a competition in Lake Placid, New York. The crash was so hard, she said, that she blacked out and woke up fearing she’d been paralyzed. Thankfully she wasn’t, but she had terrible bruises all over her body, another concussion and the growing realization that her life may not be building toward the Olympic Winter Games Beijing 2022.
So Koplin came home to Park City, Utah, to heal — physically and emotionally — and head back to work as an urgent care nurse.
She’s been alternating between bobsled and nursing for years, so the switch was normal. But soon the whole world turned upside down, as the COVID-19 pandemic started to spread, and Koplin became part of a team at Intermountain Healthcare testing for the virus at a drive-up clinic in an underground level of a parking garage.
“It’s been intense, because there is so much anxiety right now,” said Koplin, who is also a captain in the Army Reserve. “I try to help the people coming in by being calm, and giving them the knowledge and comfort that we’re here for them. We can figure out what is going on, test them and try to get them the info and the help they need.
“But yeah, it’s been go, go, go for the past couple of weeks, and that’s not going to stop anytime soon since Utah has it pretty bad where I am.”
Koplin is seeing a steady stream of sick people of all ages. The hard part is hearing their stories of fear and illness, as COVID-19 is the main theme of every conversation. She is dressed in full protective gear, making her look more like an astronaut than a caring nurse trying to test or triage — all in a parking lot, no less.
“Your heart breaks when you hear people are running low on inhalers, or they can’t find Mucinex or Tylenol in the store,” she said. “The essentials are running low everywhere and you want to help them, like the mom who can’t find Motrin to help break her daughter’s fever. I really want to help them.”
The COVID-19 virus weighs on Koplin’s mind too, as she lives with her two over-70 parents. She is isolating herself in the basement, trying to avoid bringing anything home from the testing station to her family.
“I understand the anxiety, I go up and down with it too,” she said. “I think my greatest fear would be to expose them — and have them come down with it. That is the scary part, you don’t know if you are carrying it with you. So that is why staying at home is so important for everybody to limit the spread. I can’t stay home, because I am part of the health care system, but I am trying to do my part at home.”
Koplin likely will not be home much longer though, as her reserve unit (Army Reserve 328 Field Hospital) is getting activated and will soon be deployed. She doesn’t know where she will be in the U.S., but she’s eager to help serve the areas in need.
Koplin now sees her early end to the bobsled season as a hidden blessing. She was having a strong season, ranked second overall in the second-tier North American Cup. She had won three gold medals and two silvers. But if she had not crashed and been injured, she would have continued the season until it ended due to the pandemic. Meaning she would have come back to nursing tired and a bit beat up from bobsled.
“I got a chance to rest. I got a chance to heal, and both those things helped me jump into this and deal with the grind,” Koplin said. “I really can see things happened the way the needed to.”
She’s back to working out, thanks to some equipment at her sister’s house, and the time and space from her crash has brought new perspective.
She doesn’t have to make any big decisions about bobsled right now.
“When that injury happened, my immediate thought was, I am done,” she said. “I went through a week of depression after that. Now, I am more like, I don’t want to be done. The Olympics are so close, it’s knocking at the door.
“I feel good, I still have so much passion about doing everything I am doing. So, I am just going to keep going, staying in shape and seeing where life takes me. I can feel it in my soul: this is what I need to be doing right now. I am helping people, and I am getting mobilized. And I am ready.”
Joanne C. Gerstner has covered two Olympic Games and writes regularly for the New York Times and other outlets about sports. She has written for TeamUSA.org since 2009 as a freelance contributor on behalf of Red Line Editorial, Inc.
GM today announced manufacturing details around building much-needed medical face masks. According to the company’s press release, it took the company less than seven days to go from nothing to producing the first production-made mask. The automotive giant said today in a released statement it expects to deliver 20,000 masks on April 8 and soon after, able to produce 50,000 masks a day once the production line is at full capacity.
These face masks are a vital piece of personal protective equipment (PPE) used by front-line healthcare staff to protect themselves against the virus-causing droplets that are spread by patients through coughing and sneezing in clinical settings.
GM turned to global partners to create this manufacturing line within a week. The company sourced material from GM’s existing supply chain and acquired manufacturing equipment from JR Automation in Holland, Michigan, and Esys Automation in Auburn Hills, Michigan. As the company’s press release says, GM even created an ISO Class 8-equivalent cleanroom in GM’s Warren manufacturing plant. GM and the UAW will seek two dozen volunteers to staff this new assembly line.
“The first people we called were those who work with fabric vehicle components,” said Karsten Garbe, GM plant director, Global Pre-Production Operations. “In a few days, the company’s seat belt and interior trim experts became experts in manufacturing face masks.”
While this team was creating a face mask assembly line, others within GM were working towards creating ventilators. Last Friday, March 27, President Donald Trump signed a presidential directive ordering GM to produce ventilators and to prioritize federal contracts. This came hours after the automaker announced plans to manufacture the critical medical equipment needed for patients suffering from COVID-19, the disease caused by the coronavirus.
Other automakers joined the fight, as well. Ford and GE Healthcare licensed a ventilator design from Airon Corp and plan to produce as many as 50,000 of them at a Michigan factory by July as part of a broader effort to provide a critical medical device used to treat people with COVID-19. Under this partnership, Ford said it expects to produce 1,500 Airon ventilators by the end of April, 12,00 by the end of May, and 50,000 by July.
Matt Burns; Tech Crunch
Even off the pavement, the new ‘Vette is a rocket ship.
The 2020 C8 Chevy Corvette is a fast car. In base form, it can hit a staggering 194 mph flat-out. Even with the drag-inducing Z51 performance package, the car can still do 184. Hennessey Performance took theirs to 182 mph with ease before they turbocharged it to oblivion. Now, there’s another C8 top-speed run on the internet, and this time, it takes place on a dry lake bed.
Popular YouTube TheStradman took his new Z51-equipped Corvette to a dry lake bed in Utah to test out the top speed of the car. He managed to hit an impressive 173 mph before slowing down—not bad considering the uneven and bumpy surface. It helps that there’s absolutely nothing for miles in either direction. In fact, from inside the cabin, it looks a bit uneventful. Here’s a perspective from outside the car to give you a sense of how fast 173 mph is:
If the base Corvette is this quick right out of the box, we’re curious to see how the upcoming Z06 stacks up. Considering the last-gen car could hit 200 mph, we’re expecting big things.
Source: Brian Silvestro; for RoadandTrack
The Goldilocks zone of Corvette C8 interiors?
By now, you should know that Chevrolet has started deliveries of the mid-engine 2020 Corvette. Lucky owners of the ‘Vette C8 are starting to receive their newest toy and most likely you’ve already seen one on the streets – that’s if the state you’re in is not affected by the coronavirus lockdown.
If you’re among those who are planning to purchase the new Corvette but are undecided with the trim level to choose, this video might be able to help you – especially if you’re particular with a car’s interior.
The Corvette C8 comes with three trim levels: 1LT, 2LT, and 3LT. The differences lie mainly in the features offered on each trim level, which defines that the cabin will look and feel like. That’s pretty important, considering that we spend so much time inside the car rather than staring at our investment from a distance. So, here’s a little guide.
The base 1LT trim isn’t really basic. With the entry-level trim, you already get the GT1 seats wrapped in mulan leather, a customizable 12-inch gauge cluster, push-button ignition and keyless entry, and an 8-inch Chevy MyLink infotainment system with Apple CarPlay and Android Auto, 4G LTE Wi-Fi, and 10-speaker Bose sound system. The Corvette 1LT trim is available in three color options: black, gray, or red.
Going up the 2LT trim gives you more interior color options plus features like a rearview camera mirror, a colored head-up display, heated/cooled seats, heated steering wheel, advanced blind-spot monitor, and rear cross-traffic warning. The infotainment gets upgraded as well with a wireless charger and a 14-speaker Boss audio system.
Finally, the 3LT trim dials up the ante by adding a premium Nappa leather with suede microfiber accents – all in combination with the GT2 seats that have more bolsters. These seem not a lot but the range-topping trim adds luxury to the sports coupe.
If you’re still undecided, watch the 2LT interior review on top of this page to check whether you need to take it down a notch to 1LT or go all out on the top-level 3LT.
Source: HorsePower Obsessed
The etiquette of doing something you do regularly while staying safe and clean.
- We might need new gas-pumping etiquette rules for the 21st century, both for selfish and altruistic reasons.
- We’ve known since 2011 that gas pump handles can be filthy—they’re worse than ATMs or escalators, even—but there’s no reason to worry if you take the right precautions.
- You can lower your risk by using gloves or paper towels to gas up, using touch-free pay options, and staying as physically separate from others as possible as you refuel.
You may have heard this one before: the best way to avoid catching some sort of communicable disease is to wash your hands well, and often. This advice isn’t exactly new, which hints at how reasonable and responsible it is.
Washing your hands to stay clean was the takeaway lesson from a 2011 study conducted by Kimberly-Clark Professional, which found gas pump handles were “the filthiest surface that Americans encounter on the way to work,” according to Reuters. The Los Angeles Times reported back then that the study found 71 percent of gas pump handles the Kimberly-Clark researched tested were considered “‘highly contaminated’ with the kinds of germs most associated with a high risk of illness.” Compare that to only 41 percent of ATM buttons and 43 percent of escalator rails.
The Kimberly-Clark Professional tests were done in big cities (Atlanta, Chicago, Dallas, Los Angeles, Miami, and Philadelphia) almost a decade ago, but when something like the coronavirus impacts pretty much every corner of the world, it’s a good reminder to take care when gassing up. When it comes to the COVID-19 coronavirus specifically, the National Institutes of Health has issued information that explains that coronavirus can be stable for 24 hours on some surfaces like cardboard and “up to two to three days on plastic and stainless steel.”
If you’re not already carrying disinfecting wipes in the car with you, this is a good time to start, assuming you have some available, and wipe off the pump handle and touchscreen, or any other surfaces you plan to touch, before your hands make contact. Even better, it might be a good idea to search out a station that accepts contactless payment at the pump, so you won’t need to come into physical contact with the touchscreen or anything else other than the pump handle. Two easy solutions to this issue are to either wear gloves or to use the paper towels commonly provided for window cleaning as a guard between your hands and the screen, buttons, and pump handle. Keeping gloves in the car is a good idea, but they shouldn’t be the disposable sterile gloves that hospitals can use when there’s a need for them there. If you don’t have gloves, keep some hand sanitizer in the car to use on your hands after filling up.
As for social distancing, it’s convenient that gas pumps are relatively far apart from one another, contagion-wise, but even so, choosing to fill up your tank at an off-peak time can be safer. If there are other people getting gas at the same time, keeping at least six feet between you and them is a good idea for everyone involved. And it should go without saying that you shouldn’t go into the store unless there’s a reasonable need to do so if there’s still a rapidly spreading disease going around.
The actual chance that you will catch a transmittable viruses at the gas station is low. As the Illinois TV station ABC-20 reported based on answers from a medical expert, the sequence of events that have to happen to get the virus from someone who has it (someone coughing onto the pump handle or touching the touchscreen with virus on their hands, and then you touching it and then your face) can be interrupted in any number of ways. Even so, there’s no harm in being extra careful in these potentially dangerous times.
Sebastian Blanco- Car and Driver