News about the Toyota unintended acceleration debacle is beginning to sound like a broken record, but Toyota’s new, related paranoia is highly entertaining. Toyota released a bulletin today entitled “Why is My Car Doing This?” proving how little car buyers (at least some Toyota buyers) actually know about the product they’re purchasing.

The bulletin goes into detail specifically about why engine speed can increase for seemingly no reason and no, none of the reasons are because the vehicle is accelerating like a runaway freight train. Some are things, we admit, that many people wouldn’t realize. But discussing that shifting can cause an increase in rpm? Transmissions have had gears for decades, but somehow people don’t realize this?

Here is the bulletin in all of its paranoid hilarity:

‘Why is My Car Doing This?’

Modern technology in today’s automobiles can cause engine rpm to increase slightly without warning, but don’t panic. There’s a reason for this and once you understand why, you won’t be surprised when it happens.
 
Here are a few examples of these common occurrences from the experts at Toyota:

Cold start idle-up: An increase in engine idle speed normally occurs just after a cold start on the first drive of the day. This high idle speed is a normal condition of a cold engine. The engine idle speed will reduce as the engine warms up.

 
Transmission shift: When accelerating while driving at a slow to moderate speed, the driver may experience a slight pause, as the transmission downshifts to a lower gear, followed by a notable increase in engine rpm as the vehicle accelerates.

Catalytic converter protection: On some manual transmission models, the engine control computer may keep the engine rpm above idle as the driver shifts between fifth and sixth gears at highway speeds. This momentary rpm increase is designed to enhance the life of the catalytic converter.

Air conditioning idle-up: On vehicles with an engine-driven A/C compressor, the engine idle rpm will increase slightly as the compressor cycles on. This is done to reduce the chance of an engine stall condition due to the increased load being placed on it by the operation of the A/C compressor.

Power steering idle-up: On vehicles with engine-driven hydraulic power steering, the driver will note a slight increase in engine idle rpm when the steering wheel is turned while stopped or at low speeds. This is a normal operating condition and is done to reduce the chance of an engine stall due the increased load placed on it by the operation of the power steering pump.

This leaves us wondering if Toyota is going to begin issuing a series of these bulletins in order to completely cover itself and begin educating its consumers, should they read the bulletins. Do you think this is taking things a step too far or is this a necessary step to begin educating the public?

Source: Toyota

Ford may be nearing the end of the production run of the second-generation Focus RS, but there’s no shortage in aftermarket tuning kits for the European hot hatch. Tuning shop BBR recently revealed a number of different tuning programs for the Focus RS, some of which  eclipse Ford’s own Focus RS500.

As it rolls off the assembly line in Saarlouis, Germany, the Focus RS’ 2.5-liter turbocharged I-5 cranks out 300 horsepower and 325 pound-feet of torque. That’s plenty of power for most customers, but BBR steps in to aid speed junkies who desire a little extra power. The British tuning firm offers four different power levels, allowing it to custom-build an RS to each buyer’s tastes.

For roughly $943, BBR’s Phase One conversion adds a simple ECU remapping and a new intake system. The unobtrusive modifications boosts the I-5’s output to 342 horsepower and 369 pound-feet of torque, and reportedly maintains the original RS’ drivability, making it ideal for both on-road and on-track excursions. For those keeping score, that knocks on the door of the limited edition Focus RS500, which is rated at 345 horsepower and 339 pound-feet of torque.

Phase Two builds upon the entry-level kit, but adds a custom intercooler, air filter, and several different hoses between the air box and turbocharger to reduce restriction. The kit runs roughly $2283, but it does boost the RS’ output to 355 horsepower and 378 pound-feet of torque.

BBR does a little more heavy lifting starting with its Phase Three package. New fuel injectors, a three-inch diameter exhaust system, and a high-flow catalytic converter are thrown atop the Phase Two kit. Pricing jumps to about $4500, but the RS now yields 382 horsepower and 388 pound-feet of torque.

According to the tuner, that’s as far as you can go while retaining the stock turbocharger. It’s not too surprising, then, to learn that Phase Four builds upon the Phase Three tuning program, but adds a heavy-duty, high-performance turbo, allowing the five-cylinder to pump out a tire-melting 404 horsepower and 408 pound-feet of torque. Opt for this, and expect to throw an extra $7000 atop the price of a brand-new Focus RS, which runs the equivalent of $44,220 in the United Kingdom.

If you still have money to burn, BBR will be more than happy to sell you a line of suspension upgrades, including lowering springs (that reportedly improve the ride quality) for $785, while a set of adjustable Koni dampers can be added for $1736. If interested — and you actually have access to a Focus RS of your own (color us jealous) — give BBR a call.

Source: BBR

Ford may be nearing the end of the production run of the second-generation Focus RS, but there’s no shortage in aftermarket tuning kits for the European hot hatch. Tuning shop BBR recently revealed a number of different tuning programs for the Focus RS, some of which even eclipse Ford’s own Focus RS500.

As it rolls off the assembly line in Saarlouis, Germany, the Focus RS’ 2.5-liter turbocharged I-5 cranks out 300 horsepower and 325 pound-feet of torque. That’s plenty of power for most customers, but BBR steps in to aid those speed junkies desiring a little extra power. The British tuning firm offers four different power levels, allowing it to custom-build an RS to each buyer’s tastes.

For roughly $943, BBR’s Phase One conversion adds a simple ECU remapping and a new intake system. The unobtrusive modifications boosts the I-5’s output to 342 horsepower and 369 pound-feet of torque, and reportedly maintains the original RS’ drivability, making it ideal for both on-road and on-track excursions. For those keeping score that knocks upon the door of the limited edition Focus RS500, which is rated at 345 horsepower and 339 pound-feet of torque.

Phase Two builds upon the entry-level kit, but adds a custom intercooler, air filter, and several different hoses between the air box and turbocharger to reduce restriction. The kit runs roughly $2283, but it does boost the RS’ output to 355 horsepower and 378 pound-feet of torque.

BBR does a little more heavy lifting starting with its Phase Three package. New fuel injectors, a three-inch diameter exhaust system, and a high-flow catalytic converter are thrown atop the Phase Two kit. Pricing jumps to about $4500, but the RS now yields 382 horsepower and 388 pound-feet of torque.

According to the tuner, that’s as far as you can go while retaining the stock turbocharger. It’s not too surprising, then, to learn that Phase Four builds upon the Phase Three tuning program, but adds a heavy-duty, high-performance turbo, allowing the five-cylinder to pump out a tire-melting 404 horsepower and 408 pound-feet of torque. Opt for this, and expect to throw an extra $7000 atop the price of a brand new Focus RS, which runs the equivalent of $44,220 in the United Kingdom.

If you still have money to burn, BBR will be more than happy to sell you a line of suspension upgrades, including lowering springs (that reportedly improve the ride quality) for $785, while a set of adjustable Koni dampers can be added for $1736. If interested — and you actually have access to a Focus RS of your own (color us jealous) — give BBR a call.

Source: BBR