Here’s a Tutorial Article about how Our Perception of Our Automobiles is influenced by specific assigned vehicle sounds or “Signatures” and how Vehicle Sound Signatures are used to Market Our Vehicles to Us.  

Vehicle sound is one of the primary drivers of consumer perception of overall vehicle quality. Tuning a sound signature requires research, where listeners in audio laboratories are queried about what attributes create positive impressions of a vehicle’s sound.

The two areas of the vehicle that tune the sound of the engine are the engine induction system and the exhaust system. By applying engineering expertise to analysis of consumer market research, companies such as Visteon, Inc. provide vehicle manufacturers with carefully calibrated engine induction systems that deliver unique Acoustic Sound Signatures.

These cost-effective solutions help manufacturers differentiate their vehicles, reinforce Positive Brand Images, and Market their Vehicle Models.

Vehicle-specific Signature Tuning
Consumers of different types of vehicles expect different types of sounds from their vehicles, and Automotive Acoustic Engineering suppliers recognize the importance of meeting these expectations.

For instance, sports car drivers expect a deep, V8-engine sound while owners of work trucks expect a heavy, rumbling sound. Some passenger-car owners prefer just enough rumble so that their vehicle sounds sporty. Luxury buyers, on the other hand, prefer silence. Sound Engineers like Visteon, Inc have experience working with vehicle manufacturers to deliver the desired Sound Signature consumers want from their vehicles.

Providing this type of acoustic distinction is more important, and even more difficult, when working with broad vehicle platforms that support multiple brands and vehicle types. In these cases, it becomes important to maximize common components for cost efficiency while providing the different outputs required for creating brand distinction. For example, the new 2011 Toyota Avalon Sound Signature  is very quiet and smooth as silk, where the new Tundra is smooth yet with a very seamless “Powerful” sound.

Calibrating Sound
After consumer preferences are assessed and documented, vehicle manufacturers establish sound targets for specific vehicle makes and models. While sound attributes can be calibrated to support the specific needs of a vehicle or brand, they also have a direct relationship to performance of the engine.

Sound Engineering Companies such as Visteon use unique applications of Computer-Aided Engineering (CAE) and other analytic tools, that allow engineers to fully comprehend the trade-offs between performance and acoustic tuning, and allow them to optimize the system to meet necessary targets without adversely impacting engine performance. These tools also allow Engineers to support manufacturers by providing sound files of the predicted sound, so it can be verified that the consumer desired sound is being created.

Systems-level Expertise
Additionally, specific systems-level understanding of engine induction helps engineers understand how other engine induction components, such as the intake manifold, air cleaner and air inlets, can impact vehicle noise, vibration and harshness. This expertise helps engineers optimize placement of devices such as Helmholtz resonators and quarter-wave tuners. However, the requirements of the customer can call for more tuning than standard resonators and wave tuners provide, so companies such as Visteon, Inc. are developing even more sophisticated solutions. These new technologies merge a company’s knowledge of engine induction systems, automotive electronics, and the total vehicle into systems that can change Acoustic tuning.

DENSO has developed Blue Harmony, an in-vehicle communication and entertainment system or, using the current key buzz-word,  ” Infotainment System”. It allows drivers to manage music, directions, e-mail, Internet radio, news headlines and other infotainment options through voice commands. It is displayed on a touch-screen mounted in the center of the dashboard and  allows users to customize the touch-screen layout, and download Denso-developed applications to run services like Pandora Internet radio, social networking Web site Facebook and photo sharing Web site Flickr.

We recently showed an appliction of the Qi Wireless Technology displayed in the dash of an upcoming Toyota Avalon, an illustration of things to come. Blue Harmony technology expands these technologies in multiple directions.

Unlike some voice-activated infotainment systems on the market now, Blue Harmony does not require several specific prompts to play a particular song over the vehicle’s sound system.

For example, a Blue Harmony prototype demo at the 2010 North American International Auto Show allowed the creation of a new station on customizable Internet radio station Pandora by saying “I want to make a new Pandora station.”

Still in development, the Blue Harmony system promises to have USB ports for connecting different types of devices, and use 802.11 WLAN technology to service customers’ portable devices as a Wi-Fi hotspot and to get data from other Wi-Fi networks into the vehicle. DENSO said it is working on a Bluetooth protocol to integrate navigation applications from portable devices into the car.

The system is expected to go to production in 2011.

A new website dedicated to providing update information about the most recent Toyota recall has united Toyota owners from all over the country who are looking for answers to many of their questions. 

 With millions of Toyota vehicles recently recalled, Toyota owners are turning to this website to find Toyota recall update answers to their questions and express their feelings and opinions with fellow consumers.

The dedicated Toyota recall website, http://www.toyotarecall.org, is an independent, consumer to consumer website that is not affiliated with Toyota or the government. It was launched as a way to collect the massive amount of questions and answers that exist online and bring it all to one simple destination for consumers.

The website provides an outlet for Toyota owners through various forums through which consumers can share their comments, opinions and experiences. Current forums being discussed now include:

• Confusion About Toyota Recall Letters
• How Will This Recall Impact Toyota’s Reputation?
• Share Your Experience with Toyota Recall Repairs

One of the most active areas of the Toyota recall update website is the Q&A section where an outpouring of emotions and frustration has been seen.

One consumer wrote in, “Me and my family’s lives are not worth it. In the interest of public safety, none of these cars should even be on the road. The question is whether Toyota is going to do the right thing and allow people out of their contract or is it still going to stonewall everyone and claim that they’re going to work it out.”

Another consumer posed the question, “What is a consumer to do when the dealerships tells me that a letter will be sent out sometime next week/next month to address this problem? Do we keep driving this death trap?”

The website demonstrates visible anger and frustration on the parts of millions of Toyota owners.  Toyota owners who would like to share any information they have received can take part in the online forums by visiting http://www.toyotarecall.org/

Consumers who would like information from Toyota directly can call the official Toyota Customer Care phone number at 1-800-331-4331.

Frequently Asked Questions For Sticking Accelerator Pedal Recall and Suspension of Sales

• Certain 2009-2010 RAV4,
• Certain 2009-2010 Corolla,
• 2009-2010 Matrix,
• 2005-2010 Avalon,
• Certain 2007-2010 Camry, 
• Certain 2010 Highlander,
• 2007-2010 Tundra,
• 2008-2010 Sequoia

Toyota is suspending U.S. Sales on 8 popular Car and Truck models to fix a potential Accelerator, Throttle, Gas Pedal Problem. These models include the following: the 2009-2010 RAV4, the 2009-2010 Corolla, the 2007-2010 Camry, the 2009-2010 Matrix, the 2005-2010 Avalon, the 2010 Highlander, the 2007-2010 Tundra and the 2008-2010 Sequoia.

This is a Good Thing…There is a passage from (Jeremiah 6:16) that says:”Stand at the crossroads and look; ask for the ancient paths, ask where the good way is, and walk in it, and you will find rest for your souls.”

The Toyota Production Process operates on a set of its own foundation principles and paths somewhat ancient in origin and involve process concepts of Jidoka, Andon, Genchi Genbutsu, and a few others. Jidoka is a term that has evolved to mean automation with a human touch or the ability to stop production lines anytime at the sight of a problem. Andon refers to realtime visual and physical controls about current production state of affairs; Any Toyota worker can stop the production line  any time at the sign of trouble by pulling an “ANDON CORD”. Genchi Genbutsu is to “Go and See” and is the belief that practical experience is more valuable than theoretical knowledge; “One must see the problem to know the problem”.

Toyota is calling upon its own successful ancient paths of experience by taking Bold Action to pull the “Andon Cord” on Sales and Production of 8 U.S. Popular Core Product Vehicles so that they can apply “Genchi Genbutsu” to quickly and effectively solve and eliminate once and for all any Accelerator problem it may have with the suspended vehicles. Toyota is willing to do this for as long as it takes to eliminate any problem that might exist.

Yes, this is a Bold and Risky Move; yet a move that Must Be Taken and one that is True to the Heart Of Toyota Integrity. Think about it, instead of continuing to build and sell football field after football field full of defect laiden product like domestic manufacturers have done in the past, Toyota is stopping everything to get it right, “Nip It In The Bud”, before they allow business to continue. What a novel concept,,, stopping everything to get it right before allowing business to continue…Come to think of it,,, the U.S. Government could learn a few things here…….

Toyota is going the extra mile to reassure people that they really care about the customers. This is something that is going to be a short-term hardship on Dealers and Toyota; yet, in the long-term a homerun for Toyota , Dealers, and Customers.

God said follow the ancient paths. He probably taught Barney Fife to “Nip It In the Bud”. Toyota is using both to solve this one…

Check out the Toyota Avalon Interior with functional spots for two phones…,  A cool display by Fulton Innovation demonstrating the industry standard angle eCoupled called Qi.

Qi’s going to be backed by some really big names including Motorola, Nokia, RIM, Energizer, Duracell, Samsung, and Phillips along with others.

The goal of Qi is for all kinds of wireless technology to seamlessly play together,,, And what a great way to present the concept by using a Toyota !

There are thousands of older Toyota vehicles in service and most of them have a timing belt that eventually wears out and must be replaced.Timing belt replacement is crucial to the life of your engine.

Of course the time to change a timing belt is before it breaks. Fortunately for Toyota owners, most of the timing belts in our vehicles are non-interference belts. Interference type engines can suffer expensive damage in the case of timing belt failure. Most Toyota vehicles will just stop running at belt failure with no harm. Murphy’s Law loves this kind of situation, though; thus, this occurrence will invariably happen at the wrong time in the wrong place…

Here is a brief Chart for Toyota Timing Belt Replacement Intervals:

Have you seen those Toyota engine codes or been asked what engine code a motor was? Have you ever wondered exactly what the jumble of letters and numbers meant?

First of all, one needs to realize that Toyota, like GM, Ford, etc., has engine “families”. However, rather than calling them names such as “big block” or “small block,” Toyota assigns them a letter code. The engine family code is the first letter (not the first numeral).

The first letter or letters in the code represent the engine family, for example, 1JZ-GTE & 2JZ-GTE are both JZ motors. 4A-GE, 4A-GZE, 7A-FE are all A series.

The numbers that come before these engine family letters designates the version of that engine, starting with 1 & going up to as much as 22. The higher the number the newer the version.
Often the higher the number the larger the capacity, but this is not always the case. Eg, 1UZ-FE, the first of the UZ V8s, is 4L & uses an alloy block. 2UZ-FE, the second UZ, & is 4.7L & uses an iron block. 3UZ-FE, the 3rd UZ, but is 4.3L & again uses an alloy block.

The letters that come after the dash is mostly concerned with the head & intake system used, & is quite varied. The basics are:
G= wide angle sporty twin cam head,
F= narrow angle economy twin cam head,
T= turbocharged, twin or single, no differentiation between the two, as opposed to Nissans RB25-DET & RB26-DETT,
Z= supercharged,
E= electronic fuel injection,
S= direct injection,
i= single point fuel injection (pretty much obselete these days),
C=Californian pollution control (didn’t only come out in California),
U= Japanese pollution control.

There are a number of other codes, but most of them are only applicable to much earlier engines. If there’s no codes and no dash, Eg, 18R, you can be pretty sure the motor has a single carb & single cam.

So from all this info, you can deduce that a a 1JZ-GTE is the first of the JZ series, has a twin cam head, is turbo charged and is electronically fuel injected. Whereas a 1JZ-FE has the same bottom end but a narrow valve angle twin cam head, no turbo & electronically fuel injected.

Some of the Family block types are:
JZ- inline 6
A- inline 4
G- inline 6
UZ- V8
MZ- V6
GZ- V12
FZ- inline 6
VZ- V6
S- inline 4
R- inline 4                                                                                                                                                                                                                                                                                                                  

GR-V6

AZ-2.4L. 4

Sometimes, a seemingly innocent question gives rise to some pretty hot discussion.

Such was the case at a local watering hole recently on buying a used hybrid: One fellow was voicing his thoughts on purchasing a used hybrid… It was a move aimed at doing something to atone for his past environmental sins — he drives a full-sized SUV. The gathered throng argued the pros and cons. He maintained it was a good thing to do from an environmental perspective; others suggested a fool and his money are soon parted.

Of course, during the discussion, the inevitable straw dogs were erected and promptly torn apart by the black hat skeptics in the group. The problem with any discussion about the validity of buying a used hybrid is that it eventually ends up revolving around one key point — the main hybrid battery and how long it will continue to service the car. It may be functioning fine at the time of purchase, but what of the future?

The problem with most of the information regarding a hybrid’s battery life is that most of the evidence is anecdotal in nature — for every taxi driver that’s managed to squeeze 400,000-plus kilometres(Apr. 250,000 miles) out of a hybrid, there’s an equal number with the opposite experience. The skeptics cited an age-old saying: Every good rule must have an exception. Without some concrete numbers on a broader cross-section of hybrids — those driven by everyday Joes — most of the information is of little statistical significance.

The chap defending his decision to consider a hybrid as his next ride pointed to its fuel-efficient powertrain and the lower emissions it produces, especially the dreaded greenhouse gases. So, through the wonders of the Internet, a 2001 Toyota Prius was googled. Based on the information posted on Natural Resources Canada’s Fuel Consumption Guide website, it produces 2,182 kilograms of CO2 per year. When this number is compared with that of a regular four-cylinder Toyota Camry with an automatic transmission of the same vintage and the 4,135 kilograms per year it produces, there is an obvious benefit.

However, an eight-year-old Prius (currently worth between $6000

and $8000, according to Kelly Blue Book) with 100,001

miles on the clock is technically out of warranty, and so if the battery does need to be replaced, it’s on the owner’s dime. In this case,

the potential purchaser could be on the hook for anywhere between $3,500 and

$4,000.

Make no mistake, the hybrid battery does wear out — not in the mechanical sense like an engine but in its ability to accept a charge and return power when it is demanded. As with a cellphone or laptop battery, the hybrid battery’s performance wanes with the number of times it is cycled and the conditions in which it is forced to operate. Toyota, for example, never fully charges the battery nor is it ever fully drained. This strategy is said to extend the service life of the battery.

Temperature is another factor that has an enormous effect on performance.

Cold weather slows the battery’s chemical reaction, which hurts its ability to deliver power and, ultimately, puts a crimp in the car’s performance and fuel economy. Likewise, the battery pack does not like to get too hot. In fairness, hybrid batteries are designed to withstand temperature fluctuations.

Another of the straw dogs suggested that replacing the main hybrid battery is akin to replacing a worn-out transmission. That’s true if one swaps the broken transmission with a new one. However, most replace a failed transmission with a rebuilt unit, which is much more cost effective. Of course, for the hybrid battery, there is the scrap yard route, but one could end up purchasing someone else’s headache. (And, don’t forget, a hybrid also has a transmission that may need replacing.)

So, what does one do?

There is no question hybrids, because of their fuel efficiency, reduce society’s reliance on fossil fuels. The hybrid experience is also building valuable know-how for the day when the car of the future uses an electric motor, hydrogen and a fuel cell. That’s the good news.

The downside is simple. If all other operating expenses (everything from the cost of purchase and routine maintenance to insurance) are equal, the fuel savings generated by a 2001 Prius amounts to $3,584 when compared with a

2001 four-cylinder Camry (the 2001 Prius has an annual fuel cost of $500 per year, the Camry costs $948/year according to Natural Resources Canada’s fuel consumption guide).

In short, the cost of replacing the main hybrid battery erases eight years of fuel savings in one fell swoop.

So, would you invest in a previously loved hybrid? Nobody raised a hand at that ad hoc forum and one could wager there are very few hands being raised now.

In an unusual twist, the group — a bunch that cannot agree on anything —

reached a consensus: The value of a used hybrid is outweighed by the inevitable need to replace its costly battery at some point.

But, used hybrid Prius models usually find a new owner rather quickly, So…take your chances on the used Prius or a Powerball Ticket?

Toyota Motor Corp. said Wednesday it will take precautions and replace accelerator pedals on about 4 million recalled vehicles in the United States because the pedals could get stuck in the floor mats.

As a temporary step, Toyota will have dealers shorten the length of the gas pedals beginning in January while the company develops replacement pedals for their vehicles, the Transportation Department and Toyota said. New pedals will be available beginning in April, and some vehicles will have brake override systems installed as a precaution.”The safety of our owners and the public is our utmost concern and Toyota has and will continue to thoroughly investigate and take appropriate measures to address any defect trends that are identified,” Toyota said in a statement.

The recall includes 3.8 million vehicles, including the 2007-10 model year Camry, 2005-10 Toyota Avalon, 2004-09 Prius, 2005-10 Toyota Tacoma, 2007-10 Toyota Tundra, 2007-10 Lexus ES350 and 2006-10 Lexus IS250/350. Toyota officials said about 4 million vehicles would be covered, including new cars and trucks sold since September and others manufactured since the recall was announced.

Toyota spokesman Irv Miller said company investigators found pedal entrapment to be the major issue and the company is “very, very confident that we have addressed this issue.” Miller said Toyota has found “no reason to believe that there is a problem with the electronic control systems.”

The recall involving the accelerators was Toyota’s largest in the U.S. It was prompted by a high-speed crash in August involving a 2009 Lexus ES350 that killed a California Highway Patrol officer and three members of his family near San Diego. The Lexus hit speeds exceeding 120 mph, struck a sport utility vehicle, launched off an embankment, rolled several times and burst into flames.

Investigators with the National Highway Traffic Safety Administration determined that an aftermarket rubber all-weather floor mat found in the wreckage was slightly longer than the mat that belonged in the vehicle, and could have snared or covered the accelerator pedal. It is also very probable that the driver was unfamiliar with the start/stop button technology and did not know how to shut the engine off.

In Japan, Toyota President Akio Toyoda called the fatal crash “extremely regrettable” and offered his “deepest condolences” to the California family.

To fix the problem, Toyota and the government said dealers will shorten the length of the accelerator pedal on the recalled vehicles and in some cases remove foam from beneath the carpeting near the pedal to increase the space between the pedal and the floor. They said owners of the ES350, Camry and Avalon would be the first to receive notification because the vehicles are believed to have the highest risk for pedal entrapment.

Toyota plans to install a brake override system on the Camry, Avalon and Lexus ES350, IS350 and IS250 models as an “extra measure of confidence,” Toyota and NHTSA said. The brake override system, commonly called a “smart brake,” will ensure the vehicle will stop if both the brake and the accelerator pedals are applied simultaneously.

Toyota also plans to make the brake override system standard equipment throughout the Toyota and Lexus lineup starting with January 2010 production of the ES350 and Camry. Most new models will get the equipment by the end of 2010.

Dealers will be instructed on how to modify the pedals before the end of the year and will begin shortening the accelerators in 2010. New replacement pedals are expected to be available for some models beginning in April and will be provided even if the vehicles have already received a modified pedal under the recall.

If a vehicle accelerator pedal becomes stuck and a driver can’t dislodge it, Toyota advises drivers to press on the brake with both feet and then shift the vehicle into neutral, which will disengage the transmission. The automaker says drivers should continue braking until the vehicle comes to a stop.

A driver can also try shutting off the engine or turning the key to the “ACC” position on the ignition. Drivers will not lose control of the steering or the brakes. But once the vehicle is turned off the driver won’t have the benefit of power brakes or power steering. For vehicles that have a start/stop button for the engine, drivers are advised to hold the button for three seconds to turn it off.

For more information, owners can contact Toyota at 800-331-4331 or the NHTSA hot line at 888-327-4236.

Here is an Up-Date Video issued On November 2, 2009 Explaining where Toyota is on Floor Mat Recall Issues. Topics Covered in the Video For Owners and Buyers Include:

• An Interim Owner Mailing. 
• Actions to Develop a Preventive Remedy.
• NHTSA’s Recent Denial of an Unintended Acceleration Petition.
• Toyota’s Determination that no Defect Exists if Floor Mats are Properly
  Installed.
• A Recap of Exhaustive NHTSA Testing Which Has Not Found Any Other
  Cause Beyond Pedal Interference.
• The Video Includes Demonstrations of Proper and Improper Usage of Floor Mats.