Latest news with #turbocharged
Yahoo
6 days ago
- Automotive
- Yahoo
F1 Engines Don't Last Long, And Replacing One Isn't Cheap
You're here because you find automotive technical minutiae fascinating. While there's plenty of cool engines in passenger cars -- oddities like the Honda S800's roller bearing crank that needs no oil pressure or the Volkswagen Beetle's magnesium engine block and transmission come to mind -- Formula 1 is where engine tech nerds drool themselves to dehydration. Despite the incredible engineering that goes into F1 engines, they are short-lived. After all, these F1 powertrains generate thrust like you wouldn't believe. 1,000-hp 1.6-liter turbocharged hybrids push these cars to stupendous speeds. Sparks glitter in the dark from the titanium skid blocks that prevent the cars from bottoming out. All this power means these engines will only last for around seven or eight races before they need to be replaced, which means the engine will last about 1,500 miles. This takes into account eight 190-mile races, but not any qualifying or practice. So, the real distance is certainly a bit more. The engines aren't cheap, either, with estimates ranging from $11 million to just over $16 million per engine. That's more than most of us even dream of spending on cars in our lifetimes, much less an individual engine. Those millions could easily fill a garage with Ferraris, Bentleys, some rare muscle cars, and maybe a six-pack of tricked-out Honda Accords to boot. Extrapolate that across the four engine allocation each team gets for the 2024 and 2025 seasons -- Formula 1 used to restrict teams to three engines -- and you're looking at $44 million to $64 million. The teams are probably happy that the current $135 million-per-year spending cap doesn't apply to engines. Read more: Everrati's Electric Porsche 911 RSR Has Me Driving Into The Future With Open Arms The Money F1 Teams Actually Spend On Engines That may not be the whole story, however. According to former racer Scott Mansell, who discussed the subject on his Driver61 YouTube channel, F1 teams spent about $16 million in 2023 purchasing engines, but that's when teams still operated under the three-engine-per-season cap. Beyond that, the numbers we hear about how much an F1 engine costs have more to do with development than purchasing. Look at Forbes' 2019 write-up on F1 engine development costs. The article claimed that developing an F1 engine cost around $1.4 billion, using the Mercedes V6 as an example. Forbes went on to report that Williams and Racing Point spent an estimated $37 million each per year purchasing engines from Mercedes, meaning that if each team had the same budget, they were both forking over $18.5 million. Where F1 engine costs skyrocket is in the design and manufacturing. Engineers work tirelessly to extract every last horsepower from the allowed parameters, and the machining of each part must be unfathomably precise with tolerances usually measured in double-digit microns. Manufacturing processes must be strictly controlled to prevent inconsistent results. For instance, maintaining a stable temperature keeps thermal expansion at bay. Scott Mansell's video How Formula 1 Pistons Are Made shows a clip of Dave Herbert, a production engineer for legendary engine builder Cosworth, saying, "If you just held the piston for about ten seconds, it'll go out of tolerance." To ensure parts can be reused after a race, teams will tear the engine down and X-ray parts to ensure there aren't any defects, among many other tests. Shocking Durability And Relatively Plain Materials Until 2004, F1 teams could use as many engines as they wanted. Today, the 2025 Power Unit Component Allocation limitations for a 24-race season include eight exhaust systems, four internal combustion engines, four turbochargers, two energy stores, and two sets of control electronics. Exceed these numbers, and expect grid penalties. Being able to replace an engine every race meant that those screaming V10s back in 2003 weren't the most durable. Don't hold your breath on V10s coming back, either, as hybrids are here to stay in F1 -- for now, at least. Teams would only get an average of 250 miles out of an engine, and considering that's only 60 miles more than the race itself, that meant the engine was essentially designed to last one race. What's surprising is how conventional the materials are in F1 engines. There's no Vibranium or Adamantium -- McLaren tried using beryllium in its pistons until the FIA banned it in 2001. F1 engines can use aluminum alloys for the block, crankcase, and pistons. Iron-based alloys -- basically steel -- are used for the crankshaft, connecting rods, and cams. Finally, nickel, cobalt, iron, or titanium alloys compose the valves. This is ostensibly to keep manufacturing costs non-exorbitant and avoid safety concerns with exotic materials, as was the case with the FIA's banning of beryllium. So, with reasonably conventional aluminum and iron alloys and no meteorite metals, F1 engines handle internal temperatures that can far exceed 2,000 degrees Fahrenheit, not to mention incredible pressure. Those pistons have to change direction constantly, as well, at up to 15,000 times per minute. Honestly, it's impressive that F1 engines don't tear themselves apart faster than they do. Want more like this? Join the Jalopnik newsletter to get the latest auto news sent straight to your inbox... Read the original article on Jalopnik.
Yahoo
22-07-2025
- Automotive
- Yahoo
Do Turbo Engines Need More Frequent Oil Changes?
Turbocharged engines can be great at boosting performance and efficiency, but in life, as in economics, there's no such thing as a free lunch. In other words, benefits like those come with a cost, whether it's turbo lag — which you can't really fix — or the actual cost of more frequent oil changes. Because not only do turbo engines need different oil from naturally aspirated motors, but they also need to have it replaced more often. It's a fact of life that more and more people are learning, too, since turbochargers are becoming more popular than ever in the auto industry. That may seem a little counterintuitive with the push toward electrified vehicles, but the two really go hand in hand. Hybrids, plug-in hybrids, and extended-range plug-ins all pair internal combustion engines with electric power. And for fuel-efficiency purposes, the trend is to shrink the engine size but make up for its smaller displacement with turbocharging and electricity. To let you know how fast the turbo market is growing, only about 1% of new cars sold in the U.S. in 2000 had one, but 23 years later, that mark had jumped to 37%. Today, some analysts say that's increased to 50%. That's a lot of turbocharged engines needing a lot of oil, so let's find out what's going on here. Advertisement Read more: Save Your Engine: 5 Tips For Preventing And Cleaning Carbon Buildup The History Of Turbochargers And How They Work A silver 1975 Porsche 911T - Alexandre Prevot/Shutterstock One of the best ways to understand why turbocharged engines need more frequent oil changes is to understand how they work. The concept was patented back in 1905 by a Swiss engineer named Alfred Buchi. But it took Buchi another 20 years to successfully implement the technology. And turbocharging was initially used in ships and aircraft, not automobiles. This changed in 1954, when Volvo and MAN introduced the first production trucks with turbos. Turbocharging production cars got its start in 1962, when Oldsmobile introduced the JetFire V8 for its iconic Cutlass. The modern era of turbo performance, however, began in the mid-1970s as automakers tried to balance power and fuel economy during the oil crisis caused by the OPEC embargo. This is when forced induction found its way into legends like the Porsche 911 Turbo that helped the company celebrate 50 years of turbocharging last year. In all of these vehicles, the way the turbocharger operates is that exhaust gas from the engine is used to spin a small fan-like part called the turbine wheel. It's attached by shaft to a similar component called the impeller, or compressor wheel. The exhaust gas spins the turbine, which spins the impeller, which helps suck in extra air and force it into the cylinders to enhance combustion. (Usually, turbos also have an intercooler to lower the temperature of the fresh air, making it denser and thus letting it contain more air molecules.) Why Do Turbocharged Engines Go Through Oil So Quickly? A modified car engine with a turbocharger - Mdisk/Shutterstock Turbochargers work hard to deliver higher performance, with the turbine/impeller spinning up to 350,000 times a minute. To put that into context, the redline for the Ferrari LaFerrari — considered one of the highest-revving street cars ever — is 9,250 rpm. The incredible speed of the turbo wheels is exacerbated by the heat they have to endure, especially the turbine wheel that's facing extremely hot exhaust gas. As a result, the turbine manifold can reach temperatures of 600 to 950 degrees Celsius (1,112 to 1,742 degree Fahrenheit). That can be hot enough to melt silver. Advertisement Meanwhile, excess heat is a deadly enemy to oil performance. High temperatures lead to thinner oil, preventing proper lubrication, and if the oil gets hot enough, it can start to break down. The extreme heat of turbochargers is especially problematic since the temperatures can get high enough for "coking," the creation of coke deposits on the turbo components. The point being, turbocharged engines put oil under much more stress than typical motors, causing it to degrade quicker. The only cure? Fresh oil. Want more like this? Join the Jalopnik newsletter to get the latest auto news sent straight to your inbox... Read the original article on Jalopnik.
Mail & Guardian
21-07-2025
- Automotive
- Mail & Guardian
Outgoing Audi Q3 a sensational drive; the new generation will bring better features
Audi expanded its popular Q3 range in September 2024 to include diesel variants that have two-litre turbocharged diesel engines and some mild upgrades. The German manufacturer also revealed the new generation Q3 in June, which will go on sale in Europe later this year and in South Africa in 2026. The Mail & Guardian had the outgoing Audi Q3 35TDI Sportback Black Edition on test for a week and it was the perfect appetiser to get us ready for the new Q3. The Q3 Black Edition is an attractive car from the outside. We had it in pulse orange, which might not work on other vehicles but really allows the external features of the Q3 to burst into life. The black exterior mirror housing and blacked out badges also make the vehicle pop a little bit more than the regular TDI and TFSI variants. The drive It's difficult to fight German engineering when it comes to drivetrains. The Audi Q3 35TDI variants are no different. The two litre turbocharged engine is tied to Audi's seven-speed S tronic dual-clutch transmission and pushes out 110kW of power and 340Nm of torque. The Q3 features a MacPherson strut front suspension and a four-link rear axle with separate spring and damper arrangement. Audi drive select also allows the driver to adjust the suspension for different driving modes. The engine, gearbox and the suspension make the drive capable and comfortable. It also feels extremely smooth and the high torque figure makes overtaking very easy. Travelling along various highways in Gauteng, and as comfortable as I was driving this vehicle, it was also a lot of fun to drive. Because of the compact nature of the Q3, the bendy highways were a breeze and allowed me to express myself. Audi claims a fuel figure of 4.9 litres/100km. I managed 5.5 litres/100km, but also had to endure some terrible traffic on the N1 which didn't help that figure at all. I was really impressed. I was even more impressed when I saw that the new Q3 will feature an improved suspension and a diesel plug-in hybrid that will provide 119km full electric driving range. The new Q3 will also be available in an all-wheel-drive variant. Interior and safety The interior had the sporty feel that you would expect from the Audi Q3 Black Edition, but there were certain aspects that I felt needed work. For starters, Apple CarPlay and Android Auto were only available on a wired connection, so I had to make sure that I dragged my USB into the vehicle at all times. The only other complaint I had is the vehicle lacked atmosphere on the inside. For such a sporty and compact looking vehicle, the interior felt plain. But I will give Audi props for keeping buttons below the infotainment system and making it simple for the driver. The sport steering wheel and sport seats make the interior extremely comfortable as well. After seeing the interior of the new Q3 that is coming next year, I have no worries that Audi has intentions to make that interior more exciting and with nicer dash and door materials, even more drivercentric and more technologically advanced. The old gear shift will also be updated to make the cabin more pleasing to the eye. In terms of safety, the Audi Q3 has an array of features such as a rear-view camera, parking aid plus and six airbags. Verdict and looking forward The outgoing Q3 was really about a seamless driving experience that also included fun dynamics, but I felt the interior of the vehicle did not keep up with the vibrant exterior. The incoming Q3 looks like it does a much better job at matching the interior and exterior and is likely to be an exciting prospect for South Africans. The current Audi Q3 is priced from R740 100 and the 35TDI Sportback Black Edition that was tested comes in at R934 050.
Auto Blog
18-07-2025
- Automotive
- Auto Blog
I Drove the 2025 Honda Civic Si for a Week, and I'm Convinced That You Don't Need a Type R
By signing up I agree to the Terms of Use and acknowledge that I have read the Privacy Policy . You may unsubscribe from email communication at anytime. The 2025 Honda Civic Si has enough gusto Ask any Honda enthusiast what their favorite model is from the Japanese automaker, and the Civic Type R is likely to come up. We can't blame anyone for saying that, considering the hot hatchback pushes more than 300 horsepower to its front wheels and handles like a rear-wheel-drive car. We have spent some time in the Civic Type R and came away impressed with it, but its nearly $46,000 price tag leaves something to be desired. However, when shopping for a sporty car, you have to think about more than just its price and power. 0:07 / 0:09 2025 Honda Accord: 4 reasons to love it, 2 reasons to think twice Watch More For instance, if you're only looking for something fun to drive on the street but don't plan on hitting the track at all, then I would argue that the Honda Civic Si presents a better value over its high-powered stablemate. Like its big brother, the Type R, the Civic Si only comes equipped with a six-speed manual transmission, so it's plenty fun right out of the box. It also has a sport-tuned suspension and well-bolstered seats to hold you in at every corner, so you'll get those boy-racer sensations when driving it spiritedly. 2025 Honda Civic Si — Source: Honda However, the Civic Si is also powered by a smaller turbocharged 1.5-liter engine, compared to the Type R's 2.0-liter mill, which only produces 200 horsepower to the front wheels. But does that mean it's not fun to drive? After all, there are many critics and owners out there saying that it feels underpowered, especially when comparing it to the Type R. To find out, I spent a week in the 2025 Honda Civic Si and was surprisingly impressed with its performance. In fact, by the end of the week, I was convinced that most prospective buyers shouldn't even look at the Type R. 2023 Honda Civic Type R — Source: Honda The Civic Si is more than its power rating As stated, the 2025 Honda Civic Si is motivated by a small turbocharged engine that generates 200 horsepower and 192 lb-ft of torque, which doesn't sound like much compared to other high-performance sedans and hatchbacks on the market. For example, the competing Volkswagen GTI has 241 horsepower and 273 lb-ft of torque, which sounds monstrous compared to the Civic. And, of course, the Type R completely overshadows it with its 315-horsepower rating. However, I'm here to argue that those power numbers don't really matter when you're behind the wheel and aiming to hit the next apex on the winding road you're on. Autoblog Newsletter Autoblog brings you car news; expert reviews and exciting pictures and video. Research and compare vehicles, too. Sign up or sign in with Google Facebook Microsoft Apple By signing up I agree to the Terms of Use and acknowledge that I have read the Privacy Policy . You may unsubscribe from email communication at anytime. Let's keep in mind that the Civic Si only weighs 2,952 pounds, which is relatively light for a sedan equipped with plenty of safety features and other comfort amenities that typically add a lot of weight. This isn't a race car, by any means, but it is fun to drive. With its good power-to-weight ratio, the Civic Si feels agile and quick when you put it through its paces. No, it doesn't pull like a freight train, and it won't win any drag races against a Mustang GT, but straight-line speed isn't what this car is about, so don't mind its 6.6-second 0-60-mph time. That's actually still pretty quick, but on paper, it doesn't sound that great compared to other performance cars. 2025 Honda Civic Si — Source: Honda Instead, the Civic Si shines in the corners with its sport-tuned suspension and 18-inch wheels wrapped in sticky summer tires. I sent the Civic Si down my favorite Colorado canyon road, and it ate up the corners with ease, so much so that I could barely get the tires to complain. Its handling limits are meant to be explored on a racetrack. Maybe not a large one with sweeping turns, but a technical one with sharp corners will allow the driver to really feel what the car is about. As for the powertrain, the Civic Si's force-fed mill pumped out its power in a smooth way throughout the whole rpm band. It has a meaty mid-range torque curve that does well to pull the car out of tight turns, and its close-ratio gear set keeps the tachometer needle right where it needs to be. The limited-slip differential also gives the car the traction it needs when cornering at speed. Needless to say, traction and superior handling are what this car is about, and that's mostly what makes it fun to drive. 2025 Honda Civic Si — Source: Honda Final thoughts: You don't really need a Civic Type R Considering how well the Honda Civic Si handles on canyon roads, it's surprisingly comfortable to drive on the street. The suspension soaked up road imperfections well, and the car never felt unsettled when hitting dips and going over speed bumps. The Civic Type R, on the other hand, feels a little rougher on the street, and despite its insane power and superb handling prowess, it's not fun to drive over speed bumps or up steep driveways. You know, regular driving duties. Additionally, although some enthusiasts will like the Civic Type R's well-bolstered race buckets, those tall bolsters are a pain to get over when getting in and out of the car. The Civic Si's sport seats are bolstered well too, and they hold you in under tight cornering pretty well, but they also aren't a pain to get in and out of. 2023 Honda Civic Type R — Source: Honda Lastly, while the Civic Type R's immense power and handling make the car feel like a race car on paved roads, it's better suited for an actual racetrack so the driver can really explore its limits. The Civic Si, on the other hand, can be enjoyed on normal roads and on a normal commute while giving you a smile-inducing experience when you want to take the scenic route on your way home from work. About the Author Joe Santos View Profile
Car and Driver
11-07-2025
- Automotive
- Car and Driver
2025 Audi S3 Review, Pricing, and Specs
Specs See all specs EPA MPG 26 Combined Seating 5 Seats Cargo Capacity 8 Cubic Feet Powertrain Gas Drivetrain All-Wheel Drive Limited Warranty 4 Years/50,000 Miles Overview The Audi S3 sedan splits the difference between the sensible and appealing standard A3 and the intense and track-ready 401-hp RS3. This compact, all-wheel-drive sedan's handsome, reserved exterior provides a nice foil for the rorty turbocharged four-cylinder found under the hood. Audi has announced a mild power bump for the 2025 S3, an increase of 22 ponies for a total of 328 horsepower. Numerous chassis revisions are intended to further hone its already sharp handling skills, and there's a sassy new drift mode. But the S3's story has always been about its remarkable balance, not only in terms of style and performance but also in the way its tasteful interior blends modern tech with decent material quality in a way that never looks forced or garish. It's a smart and sensible small luxury sedan with an athletic side, a car that can cut and run when called upon but won't beat you up every day with a harsh ride or booming exhaust note. Its enthusiast-friendly personality has made it one of our favorites in a class full of fun-to-drive cars. What's New for 2025? The S3 receives a well-curated round of updates, all focused on elevating its performance. Horsepower from the turbocharged 2.0-liter inline-four is up by 22, for a total of 328 horses. Torque remains the same at 295 pound-feet but is available across a wider rev band. Likewise, the chassis, driveline, and software receive some massaging, including a new torque-split system on the rear axle—similar to the one in use in the RS3—that uses two clutch packs to enable variable output between the two rear wheels. Front-end tweaks include larger brakes with two-piston calipers, revised geometry with different camber curves, and retuned steering. Pricing and Which One to Buy The price of the 2025 Audi S3 starts at $49,995 and goes up to $56,195 depending on the trim and options. Premium $49,995 Premium Plus $52,395 Prestige $56,195 0 $10k $20k $30k $40k $50k $60k $70k $80k $90k The Premium Plus trim hits the sweet spot. It has driver-assistance features such as lane-keeping assist and adaptive cruise control and includes features such as memory settings for the driver's seat and wireless smartphone charging. Drivers who desire a head-up display and top-notch Bang & Olufsen audio will need to step up to the Prestige. Want to compare the 2025 Audi S3 to other vehicles you're interested in? Our new compare tool provides a comprehensive, side-by-side look at up to five cars of your choice. Compare Cars Engine, Transmission, and Performance The S3's 2.0-liter turbocharged inline-four engine is rated for 328 horsepower and 295 pound-feet of torque, 22 horsepower higher than last year's model. A seven-speed automatic transmission and Audi's Quattro all-wheel-drive system are standard. During our test drive of the 2025 model, we praised the S3's lithe handling and found its powertrain to be perky, eager, and sonorous. The engine improvements help the car feel even more responsive than before, and we felt the new torque-splitting differential at work in the corners, where the S3 is a precise and willing partner. 0–60-MPH Times In our testing, the updated S3 got to 60 mph in 4.2 seconds. That's slightly quicker than the old model. View Exterior Photos Audi Fuel Economy and Real-World MPG The S3 is EPA-rated for 23 mpg city and 31 mpg highway. It's more efficient than the CLA35 and just a bit behind the M235 Gran Coupe. When we get a chance to test the S3's highway fuel economy on our 75-mph test route, we'll update this story with results. For more information about the S3's fuel economy, visit the EPA's website. Interior, Comfort, and Cargo The S3's cabin is nearly identical to the new A3's but adds some racier styling elements such as sport seats with quilted leather inserts and a flat-bottom steering wheel. The S3 uses the same toggle-switch gear selector as the A3 as well. Audi offers the S3 with a more comprehensive set of standard features, though, including a panoramic sunroof, three-zone automatic climate control, and illuminated door jamb scuff plates. Passenger space is slightly more generous than in the previous-gen S3, but the new car's trunk is smaller. View Interior Photos Audi Infotainment and Connectivity The S3 comes with a 10.1-inch infotainment touchscreen and a 10.3-inch digital gauge display. The screens run Audi's latest MMI software interface and both Apple CarPlay and Android Auto are included as standard. Buyers of the mid-range Premium Plus trim can opt for the Technology package, which adds a larger 12.3-inch digital gauge display, in-dash navigation, and a Sonos-branded stereo system. The top-of-the-line Prestige model gets all those same features as standard equipment. Safety and Driver-Assistance Features Like most Audis, the S3 comes standard with several driver-assistance features; more advanced technology is optional. For more information about the S3's crash-test results, visit the National Highway Traffic Safety Administration (NHTSA) and Insurance Institute for Highway Safety (IIHS) websites. Key safety features include: Standard automated emergency braking with pedestrian detection Available lane-departure warning with lane-keeping assist Available adaptive cruise control Warranty and Maintenance Coverage The new S3 comes with the same standard warranty as the rest of the Audi lineup, which includes coverage on the vehicle's powertrain and a bumper-to-bumper policy that spans four years or 50,000 miles. Limited warranty covers four years or 50,000 miles Powertrain warranty covers four years or 50,000 miles No complimentary scheduled maintenance Specifications Specifications 2025 Audi S3 Vehicle Type: front-engine, all-wheel-drive, 5-passenger, 4-door sedan PRICE Base/As Tested: $49,995/$60,840 ENGINE turbocharged DOHC 16-valve inline-4, iron block and aluminum head, direct fuel injection Displacement: 121 in3, 1984 cm3 Power: 328 hp @ 6500 rpm Torque: 295 lb-ft @ 2000 rpm TRANSMISSION 7-speed dual-clutch automatic CHASSIS Suspension, F/R: struts/multilink Brakes, F/R: 14.1-in vented, cross-drilled disc/12.2-in vented disc Tires: Goodyear Eagle F1 SuperSport 235/35R-19 91Y RO DIMENSIONS Wheelbase: 103.6 in Length: 177.4 in Width: 71.5 in Height: 55.7 in Passenger Volume, F/R: 48/40 ft3 Cargo Volume: 8 ft3 Curb Weight: 3575 lb C/D TEST RESULTS 60 mph: 4.2 sec 100 mph: 10.6 sec 1/4-Mile: 12.8 sec @ 109 mph 140 mph: 24.0 sec Results above omit 1-ft rollout of 0.3 sec. Rolling Start, 5–60 mph: 5.2 sec Top Gear, 30–50 mph: 2.6 sec Top Gear, 50–70 mph: 3.6 sec Top Speed (mfr claim): 155 mph Braking, 70–0 mph: 152 ft Braking, 100–0 mph: 303 ft Roadholding, 300-ft Skidpad: 0.95 g C/D FUEL ECONOMY 500-mi Trip: 22 mpg EPA FUEL ECONOMY Combined/City/Highway: 26/23/31 mpg More Features and Specs
