Anti-lock Braking System (ABS)

Anti-lock braking system (ABS) is an automobile safety system that allows the wheels on a motor vehicle to maintain tractive contact with the road surface according to driver inputs while braking, preventing the wheels from locking up (ceasing rotation) and avoiding uncontrolled skidding. It is an automated system that uses the principles of threshold braking and cadence braking which were practiced by skillful drivers with previous generation braking systems. It does this at a much faster rate and with better control than a driver could manage.

ABS generally offers improved vehicle control and decreases stopping distances on dry and slippery surfaces; however, on loose gravel or snow-covered surfaces, ABS can significantly increase braking distance, although still improving vehicle control.

Since initial widespread use in production cars, anti-lock braking systems have been improved considerably. Recent versions not only prevent wheel lock under braking, but also electronically control the front-to-rear brake bias. This function, depending on its specific capabilities and implementation, is known as electronic brakeforce distribution (EBD), traction control system, emergency brake assist, or electronic stability control (ESC).

Stopping a car in a hurry on a slippery road can be very challenging. Anti-lock braking systems (ABS) take a lot of the challenge out of this sometimes nerve-wracking event. In fact, on slippery surfaces, even professional drivers can't stop as quickly without ABS as an average driver can with ABS.

In a recent Canadian Automobile Association survey of some 1700 members, 66% correctly associated ABS with vehicle stability in an emergency, and 53% correctly stated that ABS allows the driver to steer while braking.

Since the ABS will not allow the tire to stop rotating, you can brake and steer at the same time. The braking and steering ability of the vehicle is limited by the amount of traction the tire can generate.

If you demand steering while braking, the 100% of traction that the tire can generate will be divided between both tasks. For example, if you require 50% for steering then there is 50% of available traction left for braking. If you require 10% for steering then there is 90% left for braking. Be aware that 100% traction on a dry road is a great deal more traction than 100% traction on ice! Therefore, your vehicle is unable to steer and brake as well on a slippery surface as it can on a dry road.

LaFerrari

LaFerrari (also known by its project name, F150) is a limited production hybrid sports car built by Italian sports car maker Ferrari. The car and its name were officially unveiled at the 2013 Geneva Auto Show. It is based on findings from testing of the Ferrari FXX and on research being conducted by the Millechili Project at the University of Modena. Association with the Millechili Project led to speculation during development that the car would weigh under 1,000 kg (2,205 lb), but a dry weight of 1,255 kg (2,767 lb) was claimed. Only 499 units will be built, and each will cost more than £1 million ($1.69 million).

Ferrari states that the car has a top speed exceeding 350 km/h (217 mph), and that it is capable of reaching 100 km/h (62 mph) in under three seconds, 200 km/h (124 mph) in under seven seconds, and a speed of 300 km/h (186 mph) in 15 seconds. Ferrari also claim that the car has lapped its Fiorano Test Circuit in under 1 minute and 20 seconds which is faster than any other road-legal car Ferrari has ever produced.

The LaFerrari represents Ferrari’s most ambitious project yet to push the boundaries of technology on a road car, drawing together the finest expression of the marque’s technical capabilities in both GT and Formula 1 engineering.

LaFerrari has a number of electronic controls including ESC stability control, high performance ABS/EBD (anti-lock braking system/electronic brake distribution), EF1-Trac F1 electronic traction control integrated with the hybrid system, E-Diff 3 third generation electronic differential, SCM-E Frs magnetorheological damping with twin solenoids (Al-Ni tube), and active aerodynamics to enable maximum performance.

New Audi R8 2016

Audi shook up the supercar market when it released the original R8 road car. Now, it's hoping to do the same with the second-generation of the handsome mid-engine star. But where the original R8 was something of an analog supercar, boasting a naturally aspirated V8 and a delightful gated shifter, this new model is something much different.

Gone is the popular, high-revving 4.2-liter V8 and the snickety-snack transmission, although the 5.2-liter V10 that joined the original R8 later in its life remains. In base form, it turns out 540 horsepower in the second-gen R8, while the V10 Plus model can be had with an impressive 610 ponies. That's good for a sprint to 60 of just 3.5 seconds and a top speed of 201 miles per hour in the former and 3.2 seconds and 205-mph in the latter. A seven-speed dual-clutch transmission is the sole gearbox, sending power to a revised Quattro all-wheel-drive system that's capable of shunting 100 percent of the engine's torque to the rear axle.

Meanwhile, Audi has managed to shave 441 pounds by using a new Audi space frame, with more aluminum and carbon fiber than before. Weighing in at just 3,205 pounds, the R8 is slightly lighter than the new, V8-powered Ferrari 488 GTB, although it's not quite as light as its cousin, the 3,135-lb Lamborghini Huracán.

And of course, we can't forget to mention the R8's new look. It's very clearly an evolution of the first-gen's handsome styling. A strong grille and canted headlights, inspired by the TT and the concepts that came before it, highlight the front end, while Audi has opted to bisect the last-gen car's side blades with a body-color section of sheet metal. In back, slim taillights, exhausts that have been integrated into the rear bumper and a central diffuser are the main styling features. Opt for the V10 Plus, and you'll get a sizable rear wing, for added downforce.

The R8 has been engineered for superior on-track performance, and as a clear indication of its ambitions, it is for the first time available with hard-core performance tires straight from the factory. In standard kit, the tires measure 245/35 up front and 295/35 at the rear—these are fitted to 19-inch wheels. Buyers will be able to upgrade to 20-inch pieces with 245/30 front and 305/30 rear rubber. The water-cooled front differential is unique to the R8 and not fitted to the Lamborghini Huracán, while the electromechanical power steering can be ordered with variable-ratio functionality. Another option is the "magnetic ride" suspension.

Down the road, we expect to see another convertible Spyder, an entry-level version powered by a V-6 or a V-8, and two rear-wheel-drive derivatives: the R8 LMS race car and the all-electric R8 e-tron, which will top out at 155 mph and travel up to 280 miles on an electric charge. It should give the BMW i8 plug-in hybrid a run for its money. And perhaps there is even a diesel in the R8's future. To all of this we say, “Bring it on.”

Indian Car Market

The automotive industry in India is one of the largest automotive markets in the world. It was previously one of the fastest growing markets globally, but it is currently experiencing flat or negative growth rates. In 2009, India emerged as Asia's fourth largest exporter of passenger cars, behind Japan, South Korea, and Thailand, overtaking Thailand to become third in 2010. As of 2010, India was home to 40 million passenger vehicles. More than 3.7 million automotive vehicles were produced in India in 2010 (an increase of 33.9%), making India the second fastest growing automobile market in the world (after China). India's passenger car and commercial vehicle manufacturing industry recently overtook Brazil to become the 6^th largest in the world with an annual production of more than 3.9 million units in 2011. From 2011 to 2012, the industry grew 16-18%, selling around three million units.  According to the Society of Indian Automobile Manufacturers, annual vehicle sales are projected to increase to 4 million by 2015, not 5 million as previously projected.

In 2011, there were 3,695 factories producing automotive parts in all of India. The average firm made US$6 million in annual revenue with profits close to US$400 thousand.

Weighed down by crippling economic slowdown and high interest rates, car sales in 2014 fell below the numbers sold even in the year 2010, highlighting the depression in the Indian car market, once seen as the brightest spot in the global automotive space. 

So what ails the Indian car market and why have the numbers moved in reverse gear? RC Bhargava, Chairman of Maruti Suzuki, reasons that lack of focus on manufacturing is among the major reasons that kept the Indian economy from taking off. "Had the previous governments focused on boosting the manufacturing sector and ushered in crucial reforms, the car industry would have also flourished," Bhargava told TOI as he lauded the Modi's government's efforts to promote manufacturing through campaigns like 'Make in India'. 

The poor run of the Indian car market has also seen some of the relatively-new investments go sour. Europe's top carmaker Volkswagen, that started a new factory in India in 2010 amidst much fanfare, has failed to take off meaningfully. The company has drastically cut its 2018 group market share target for India to single digit from the high 18% targeted earlier.

With the increasing growth in demand on back of rising income, expanding middle class and young population base, in addition to a large pool of skilled manpower and growing technology, will propel India to be among the world's top five auto-producers by 2015.

The automobile industry accounts for 22 per cent of the country's manufacturing gross domestic product (GDP). The auto sector is one of the biggest job creators, both directly and indirectly. It is estimated that every job created in an auto company leads to three to five indirect ancillary jobs.

India is expected to become a major automobile manufacturing hub and the third largest market for automobiles by 2020, according to a report published by Deloitte.

India is currently the seventh-largest automobiles producer in the world with an average annual production of 17.5 million vehicles, and is on way to become the fourth largest automotive market by volume, by 2015.

With the increasing growth in demand on back of rising income, expanding middle class and young population base, in addition to a large pool of skilled manpower and growing technology, will propel India to be among the world's top five auto-producers by 2015.

The automobile industry accounts for 22 per cent of the country's manufacturing gross domestic product (GDP). The auto sector is one of the biggest job creators, both directly and indirectly. It is estimated that every job created in an auto company leads to three to five indirect ancillary jobs.

India is expected to become a major automobile manufacturing hub and the third largest market for automobiles by 2020, according to a report published by Deloitte.

India is currently the seventh-largest automobiles producer in the world with an average annual production of 17.5 million vehicles, and is on way to become the fourth largest automotive market by volume, by 2015.

The growth story for the Indian automobile industry in 2014 rode on the two-wheeler segment. The segment has clocked positive growth at 12.9 percent year-on-year to reach sales of nearly 13.5 million units by October 2014.

India's automobile sector has also picked up pace, with eight of the country's leading manufacturers' reporting combined passenger vehicle sales of 198,427 in November 2014, a 10 per cent annual rise. The rise in sales in November 2014 was led by Maruti Suzuki, whose sales increased 17 per cent to 100,024 units in the domestic market.

The commercial vehicles (CV) industry in India has registered an increase of 8.59 per cent in September 2014, as fleet owners have started to buy trucks in the anticipation of an improved economic activity.

The automobile sector in Andhra Pradesh has a potential for US$ 1 billion investment and US$ 1.50 billion output, according to a recent analysis by Automotive Components Manufacturers’ Association of India (ACMA) and city-based Andhra Chamber of Commerce and Industry Federation (ACCIF).

India is probably the most competitive country in the world for the automotive industry. It does not cover 100 per cent of technology or components required to make a car but it is giving a good 97 per cent, highlighted Mr Vicent Cobee, Corporate Vice-President, Nissan Motor’s Datsun.

The vision of AMP 2006-2016 sees India, “to emerge as the destination of choice in the world for design and manufacture of automobiles and auto components with output reaching a level of US$ 145 billion; accounting for more than 10 per cent of the GDP and providing additional employment to 25 million people by 2016.”