Tag: elise | David Coveney

Are VW in trouble with their electric car strategy?

Could VW really be in trouble, if they’re cancelling a factory and pushing back a car launch? I don’t think so, but they’re not entirely in the clear…

I’ve seen people commenting in various EV forums and social media on VW Could Delay Trinity EV Until 2030 And Scrap €2 Billion German Factory | Carscoops and concluding that VW are in big trouble and failing in the market. In reality I think it’s hard from the outside to draw any conclusions. VW is a master of building factories and cars. We know that. They provide variety and interest to a huge number of market segments.

The problem they have isn’t really an ICE/EV problem. It’s not a factory problem. It’s not a mechanical engineering problem. It’s the other ICE – in-car entertainment. They don’t have a software culture. No matter how much of a twonk you think Musk is, you might have noticed his contentious statements are never about software. Nobody says “Gosh, his opinions on software are so controversial.” And that’s because he’s a software guy. Tesla’s board is stuffed with software guys. His main weakness is that he thinks more can be solved with software than is always realistic – AI is still as dumb as a worm and easily tricked. So the newer vision only Tesla’s are known for being a bit, well, not great at stuff like self parking whereas the older hardware based ones do quite well. I’ve embedded the video below just to help:

Back to VW. They really need to get their head around the car’s user focussed software, build the right team, and nurture it well. That’s going to take a little while.

As for scrapping a new factory – that just makes sense – we’re moving to a world where people keep their cars for longer and there’s a larger gross margin per car. You can’t grow your market through price competition any more, VW as a group sell cars in one form or other in literally every geographical market too. They have to drive other value.

The transition to EVs *is* dangerous for older makers, but the choices to buyers are still sparse. Tesla make some of the most efficient electric cars out there, with some delightful software, but the cars aren’t to everyone’s tastes and cover a fairly tightly defined sector. I don’t like the idea I’m tied to apps from their store – why not use Android Auto or Apple Carplay as well?

So the legacy car makers know how to make cars. That’s absolutely not the problem. The “hours to produce a car” bit is spurious – you absolutely can’t compare two makers with that statistic. It’s often quoted, but I’ve seen wildly differing values from the same car maker’s different plants and it’s such a complex subject that isolating a single variable is likely to be misleading. Profitability over capital employed is the only real meaningful measure in any business, and even that can be hard to isolate if the business is deep into self-investment.

My own EV purchase considerations

I’m in the market for a new EV next year. I really like the mechanical side of the VW Group EV range, but the software puts me off. Some of their brands implement it a little better than others, but it’s still a problem, and I can’t afford a Porsche or Audi EV.

Honda aren’t giving me something to progress to from the little e, which has amazing styling and is a lovely thing to drive and own, but the limited utility means it sits firmly as a second car… but then nobody else does such an interesting small EV, and the e-Up is gone if I wanted to go for just cheap utility. In fact

Only a few car makers sell smaller EVs with some sense of personality, decent RWD chassis, nice interiors. I don’t yet feel ready for a road-trip car to be electric only either. As a family it can work out more economical and maybe even greener to take a fully loaded and efficient diesel car on holiday than to fly. Although, yes, you can stop and relax with your car whilst recharging it, the stops come every 200 miles, and if you’re driving through the night, sitting in a car park with nothing to do for 40 minutes to get another 200 miles in just doesn’t appeal. In reality, I think Hyundai’s group, with Kia and Genesis, seem to be leading the pack with reasonably affordable EVs on 800 volt systems, decent in-car software, and good options for different types of buyers. I could see myself in a Kia EV6 or a Hyundai Ioniq, but they’re also still quite big, and I feel like we’ll have too much functional overlap between something like that and the old Volvo, with the result that the Volvo only really gets pulled out when we need two cars – something increasingly rare with more home working and both kids about to be in high school. At that point, we may even feel it appropriate to go down to one useful car in the household again, with the Lotus Elise providing last measure status for those rare days when we need to transport six or seven people.

What do you think?

P.S. This is a little experiment. I realised I was tapping out a huge comment in a Facebook group and thought that with just a small amount of extra work I could put the content on my blog instead of giving it away for free, to barely ever be read by anyone else, in a billionaire’s walled garden. I opine on loads of stuff. A lot of it is just that. Opinions. But whole magazines are sold on the back of the opinions of thirty writers: so I may as well put mine out there on the open web.

What a difference a tyre makes – mini review of Yokohama Advan Neovas on track

Yesterday, finally, after a break of nearly four years, I returned to the race track. Not for a competitive event, but for a track day. And I learned a little…

The scene has changed. Maybe.

Track days were mostly full of road cars. Lotus Elises were hugely popular, but you’d see a collection of Porsches, various Caterhams and Westfields, and assorted other fast cars. There’d also be quite the gaggle of hot hatches in various states of modification, from bog standard ten year old Golf GTIs through to cars with full roll cages and stiff suspension.

Yesterday it was mostly race cars and track specific motors. There were very few number plates in evidence. There was my own Elise, a Porsche GTS, a couple of Caterhams, and a Honda. Racing or track only cars included Jordan Stilp’s new and seriously rapid Clio Cup racer, an Audi engine Elige (a motorsport bodied Lotus Elise, basically), a swarm of Caterham R300’s from bookarack’s fleet, and a few Ginettas. I soon suspected that the day was more about racers preparing for the upcoming season than about enthusiast drivers who were probably dubious about investing good money on a winter track day that could turn out to be a washout.

But I didn’t mind – the standard of driving was excellent and polite – and when people are skilled you can drive in close quarters without feeling like their cars are about to go off in a random direction.

So about the tyres then?

I don’t change my car much – basically, if it has a setup I’m happy with and that I enjoy then that’s good enough for me. But my old Bridgestones were shot from age and Ollie at Phoenix Motorsports recommended Yokahama Advan Neovas as a road & track friendly alternative. A tyre that can handle rain without trying to kill you. And they’re cheaper too. Given I don’t use the Lotus much and that the Bridgestones were worn out not because the tread had gone, but because they were hard from age, I figured that slightly shorter lived tyres wouldn’t be such a bad idea.

And here’s what happens – suddenly I was having to brake for Roberts from nearly 120mph, just as the car hit the rev limiter in fourth. Last time I went to Donington I was breaking for the old Goddards corner from about 115mph. Given that Roberts has made Starkey’s straight quite a bit shorter that’s a revelation. I was reaching the same sort of speed on the pit straight as well.

The reason was a combination of increased corner speed and superior traction – I could use all the car’s power for a lot more time. I could also carry more speed into corners, so the brakes appeared to have an easier time of it.

On top of that, you get to feel even more lateral G forces. To the degree that the car is becoming quite physical to drive – in Craner Curves at Donington you feel forces that seem out of order for a fairly standard road going car. It makes for a very exciting time if you get it wrong there, as you’re now going a lot faster – another 5mph, exiting the corner at about 110mph in my Elise.

In summary

If you’re looking for a cheap upgrade to make your road oriented track car far faster than seems reasonable, I’d recommended such tyres. Just make sure your suspension setup is capable – fitting sticky tyres to a tall, soft car can lead to a lot more excitement than a mere spin. Being upside down, for example.

Oulton Park Trackday With GTDC

After two years of going nowhere near a race circuit while I concentrated on building up the business, I finally got the Elise nicely fettled by Phoenix Motorsport in Accrington and got out with the Gold Track Driving Club.

Loved every minute of it.

My friend Gordon was there with his economy special – a BMW 325 he picked up for a mere £400. A spot of (very light) preparation later and out he went. On snow and ice tyres, because that’s what was fitted.

Below’s a full set of pictures of both cars (unedited and unchanged) taken by the lovely ladies at Fresh Orange Photography.

Aintree Sprint Report, 8th September 2007

A bit slow putting this one up, but it needs doing!

It was an unusual day for me, in part, because I’d not really expected to be competing! I’d really given up on this season – with a shortage of funds and time while I continue getting my business on its feet (it’s at http://www.interconnectit.com visit it, it’s great!) I’d cut back my motorsport involvement to the very basics. However, before I’d made that decision, back in April, I’d already entered for this event.

Completely forgotten, the event drew closer and I only realised I was entered when I was volunteered for passenger rides to Juice FM prize winners! I responded that I’d be happy to help, but couldn’t as I didn’t think I was there. Reassurances that I’d entered quickly came back so, with just a week left, I quickly tried to get my car working and ready for motorsport!

The day itself was one of those where I never felt as on form as I should. A lack of circuit time certainly didn’t help, but I quickly set at 53.01 time on my first run. Problem was, I couldn’t really improve on that. David Marshall in his potent 205 GTI was all over my times and a win wasn’t assured. Gary Thomas, who I can usually rely on to push me in this class had moved to mod-prods due to running semi-slick tyres. Even he, however, failed to break his own Elise record in spite of the great tyres. I can only assume that the windy conditions didn’t favour the lightweight and relatively low powered Elise. Eventually, on the last run, I managed to pip David Marshall by 5/100ths of a second! On the final ‘fun run’ I went quicker again, experimenting with some lines and being aggressive with the kerbs, but still over a second slower than my personal record.

The picture below, incidentally, was taken by Gary. He’s now making available his images through a quick and simple online gallery application I helped him set up. Online photo galleries can be something of a nightmare, especially if you’re trying to sell the pictures – eCommerce systems don’t work well with large numbers of images, and Photo Gallery systems don’t do eCommerce very well. However, in spite of that I think we did a nice wee site, and the pictures are great – if you want photographs from sprints and hillclimbs, he’s got some great examples at yourftd.com.

Aintree Sprint, 30th June 2007 – Rain again

If you’re in Britain you’ll already be aware that for the past few weeks we’ve been getting rain of near biblical proportions, with floods causing a lot of damage in the Midlands, and just a lot of heavy rain in the rest of the country.

Aintree wasn’t much different, though not quite so bad as last September where going out on my worn out tyres I felt as if I was powerboat racing. The rain came, and stayed on all day with some strong torrents. Ultimately my car span, but I can’t take too much of the blame… more later….

I’ve always loved the Aintree sprint. On the surface of it, it shouldn’t be a great event. The circuit is relatively simple, albeit surprisingly technical, and the weather can sometimes be dreadful, but I still love it. So in this season where I’ve really cut back on the events I’m doing, I’ve made sure I get in the odd event here. And I need it, on days I do a sprint or a trackday, that’s all I think about. Although some may think motorsport is stressful, to me I love the fact that for one whole day I’m not really stressing about business – I’m forever reading books, networking with people, keeping an eye on our servers to make sure they’re behaving, trying out new software, thinking about how to build new leads. A lot is done in the office of course, but as anyone who’s started a business will know, you don’t get much relaxation in the early days.

Back to the event… well, being a wet day, no records were going to be broken. The car was, however, in good form with the rebuilt dampers freshly fitted. Of course, I hadn’t had a chance to set them up right. And I wasn’t going to fiddle with the settings at Aintree either – I ain’t grovelling in the rain!

For the practice runs I was on a conservative 60.62 and 57.78, getting me second and first fastest times in the class. David Sykes, a newbie at Aintree, showing that he gets into the groove incredibly quickly with 60.35 and 58.03 times. The other close competitor here, Russell Thorpe who beat me here in the rain back in September set 61.12 and 57.93 times. I knew it’d be close between the three of us.

I knew my first competitive run would be critical – with the rain potentially getting harder, the chance of improving wasn’t high. So I went out with my teeth gritted (you can buy suitable grit from all reputable sports shops, in case you wondered) and did everything almost perfectly. The start, the three corners. In fact, everything was going just so until about 100yds from the finish line I decided a change from fourth to fifth would help as the engine was running out of puff. So it’s a shame I manage to select third….

It’s at this point I’d like to thank the people who used to work at Rover, to thank David Andrews who built my head, and all other people who’ve bolted my engine together in the past. Because in spite of being buzzed, momentarily, to over 9000rpm, it survived! I did listen carefully for new rattles but no, everything was great.

That spoiled my run, rather – I pottered over the line about ten miles an hour slower than I should have and set a 56.81… Russell, a car behind me, set a 56.73, and David Sykes was a second behind at 57.94.

The next two runs were basically the same, but without the mistakes. Myself finding 56.18 and 55.92, Russell a consistent pair of 56.62 and 56.61 and David Sykes failing to respond until his final time of 57.30 – damn good for someone new to Aintree and in the rain. But then we suspect he may not have seen just how solid those Grand National fences are. I was happy and relieved to get the class win – like all wet events, the Elise always makes you work hard for a win. Which Russell proved when I let him borrow the Elise for the ‘fun’ run that Liverpool Motor Club often manage to fit in at the end of the day. And I got to go and have a go in his Renault 5GT Turbo – and confirm that it has a handling problem, perhaps due to an over-aggressive differential, which makes his times at the moment all the more impressive.

Anglesey Sprint, 9th-10th of June 2007

Yes, this really is my first event of the year! It won’t be my last, but sadly business and finances have to take a priority and it’s unlikely I’ll be doing much sprinting this season. I’ll do the odd track-day, however, to keep my eye in.

And it didn’t really go well – at a trackday at Aintree the week before, a start-of-season shakedown for me and the car, I quickly realised that my car’s handling was evil. I don’t mean evil as in a little tricky at the limits, but evil as in “I think this car wants to kill me” evil.

It all started off harmlessly enough – driving there, having not really touched the car in months, I thought to myself “These Elises are skittish aren’t they?” And guessed that I just needed to ease in. However, on going out I knew I should be at least as quick as another chap in his Exige. And I wasn’t. In fact, he was gaining on me and, as we rounded Bechers, the back-end of the car let go quite dramatically. Given that my nature isn’t to spin very often, especially at this point in a corner, alarm bells started to sound.

I carried on, but as we bounced out of bumps the truth dawned on me – I had a damper problem. So I gave up before having an accident, looked under the back of the car and, sure enough, the left rear damper was dribbling oil.

So for the day I gave it up, went home, got into the tow car, and tracked that instead! And I can safely say that a Saab 9-5 Estate is a rubbish track car. Not slow though, and bowling along in near silence, with aircon and Radio 4 on is quite pleasant even if it is quite difficult to follow an Archers plotline and clip the apex at the same time.

So moving on to Anglesey, and the first sprint on the new layout… well, here we had a problem – the dampers didn’t return from Nitron until Saturday morning (but credit to them for the rapid turnaround) and I had to skip that day. However, the second day was my chance to show some mettle – albeit in an Elise only class of just four cars – including Gary Thomas.

So it’s a shame that the front left damper decided to fail.

The effect was dramatic – at first there was an obvious pattering from the front left under load, but the problem really came if you found yourself sideways – that undamped spring unsettling the car considerably and causing me an enormous tank slapper.

All I can say is that I did my best. I managed to come in second, behind Gary Thomas’s always strong pace. I was pretty much in that place all day, with Lee Cliff, a relative rookie, trailing a good few seconds behind as he continues to learn the ropes.

The circuit is a cracker – beautiful views, and now blessed with a top-class surface and layout. They’ve really come up trumps on the track and I’m looking forward to many more great events there in the future. If only more sprint circuits were like this.

Aintree Circuit Trackday Video, May 2005

I’m afraid that due to issues with recoding some of my videos to this website’s flash player I’ve had to stick with the Google Video system for some videos, at least for the time being.

A lap of the Aintree club circuit. It’s a classic little circuit in the old school format – ie, fast, open, and good fun if like me you prefer your circuits to be a test of balls rather than a test of your ability to tiptoe around chicanes!