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Toyota's chief engineer wants the Supra name back

There's no guarantee that Toyota's forthcoming sports car will revive the Supra name. For all we know, it could be some senseless alphanumeric. But there's at least one powerful voice among Toyota's developers pushing for a new Supra – Global Chief Designer Tetsuya Tada. Tada-san, a died-in-the-wool sportscar enthusiast known as the father of the Toyota 86, is fighting for the iconic nameplate. He told Australia's CarAdvice, "I love the Supra and I love the Supra name. It's historically important to Toyota. We're pushing for the name Supra for the new car we are developing with BMW." This is a good thing. There are too many brands willing to throw away prestigious vehicle names in favor of trendy but less endearing alphanumerics. We hope Toyota follows Tada-san's advice and brings the Supra name back. Besides sending enthusiasts around the globe into a fit of chop licking by merely mentioning the Supra name, Tada-san also gave a few insights about how work on the car, which Toyota is developing alongside BMW, is going. "I'd say the partnership is going well, very smooth," Tada-san told CarAdvice. But despite the cooperation between the two very different brands, the resulting vehicles should be unique, which is something Toyota's engineering boss supports. CarAdvice sees this as further support for rumors that Toyota's variant of the jointly developed car will lean more towards performance, potentially with a twin-turbocharged Lexus V6. The BMW version, supposedly called the Z5, will hew more towards a grand tourer's roll, succeeding the current Z4 and combatting the new Audi TT and Mercedes-Benz SLC. CarAdvice expects the Z5 to debut first, likely later next year, while the Supra probably won't show up until 2018. Related Video: News Source: CarAdvice BMW Toyota Coupe Performance bmw z5 tetsuya tada

Japan may aid carmakers facing U.S. tariff threat

TOKYO — Japan is considering giving carmakers fiscal support including tax breaks to offset the impact from trade frictions with the United States and a sales-tax hike planned for next year, government sources told Reuters on Wednesday. Going into a second round of trade talks with the United States on Sept. 21, Japan is hoping to avert steep tariffs on its car exports and fend off U.S. demands for a bilateral free trade agreement that could put it under pressure to open politically sensitive markets, like agriculture. "If the trade talks pile pressure on Japan's car exports, we would need to consider measures to support the auto industry," a ruling party official said on condition of anonymity because of sensitivity of the matter. The auto industry accounts for about 20 percent of Japan's overall output and around 60-70 percent of the country's trade surplus with the United States, making it vulnerable to U.S. action against Japanese exports. Japan's biggest automakers and components suppliers fear they could take a significant hit if Washington follows through on proposals to hike tariffs on autos and auto parts to 25 percent. Policymakers also worry that an increase in the sales tax from 8 percent to 10 percent planned for October 2019, could cause a slump in sales of big-ticket items such as cars and home. Prime Minister Shinzo Abe has twice postponed the tax hike after the last increase from 5 percent in 2014 dealt a blow to private consumption, which accounts for about 60 percent of the economy. To prevent a pullback in demand after the tax hike, the government may consider large fiscal spending later when it draws up its budget for next year, government sources said. "One option may be to greatly reduce or abolish the automobile purchase tax," one of the government sources said. The government is also considering cuts in the automobile tax and automobile weight tax to help car buyers, the source added. Reporting by Izumi Nakagawa and Tetsushi KajimotoRelated Video: Image Credit: Getty Government/Legal Isuzu Mazda Mitsubishi Nissan Subaru Suzuki Toyota Trump Trump tariffs trade

The tumultuous history of the diesel engine

Volkswagen, diesel's most enthusiastic patron, deceived everyone about the amount of emissions its cars were putting out. We have covered this latest massive automotive scandal in great detail, and there are surely more fascinating revelations to come. It turns out that this is just the latest episode in the epic story of the controversy and intrigue surrounding the diesel engine, and its inventor. This is the story of the tumultuous birth and interesting evolution of the compression-ignition engine at the center of the VW scandal. Napoleon III Got Rudolf Diesel Deported Rudolf Diesel was born in Paris in 1858. His Bavarian parents had settled in France where his father, Theodor, was a leather goods manufacturer. When the French Parliament declared war on Prussia, kicking off the Franco-Prussian war, the Diesels fled to London. When he was 12, Rudolf went to live with his aunt and uncle in the Bavarian university town of Augsburg. It was his parents' hometown, and importantly, it's where Rudolf began studying at the Royal County Trade School. His time in Augsburg, graduating at the top of his class from trade school that laid the groundwork for all that was to come. Diesel Nearly Blew Himself Up An early career in refrigeration saw Diesel running R&D in Berlin for Linde, a company started by refrigeration pioneer Carl Von Linde, one of Diesel's professors. His ambition to branch out beyond refrigeration, and his deep understanding of thermodynamics, led to efficiency experiments with steam engines. Diesel was trying to create an engine that didn't waste heat from the combustion process, therefore getting the most work out of the fuel. Instead, he was nearly killed when an experimental ammonia vapor steam engine exploded. Recovery took many months, and during some of that time, he was no doubt planning his next experimental engine, based on the theoretical Carnot cycle. His Engine Was An Attempt To Stick It To The Man Steam engines were expensive to run and wasteful. Diesel thought the efficiency of his design would be a way for the small business to compete with the dominant industrial giants. It was, and it did, but big business is equally passionate about chasing efficiency. Diesel engines quickly proliferated in industries both grand and cottage. Rudolf Didn't Really Invent The Diesel As We Know It Instead, he improved an existing one to a significant degree. The Diesel engine could be considered an evolution of the "hot-bulb" engine.