In anticipation of the Pebble Beach Concours d’Elegance, Car Culture has created a duPont Motors Pinterest Board. Here, we’ve curated some examples of the few remaining 537 produced motorcars built by the venerable duPont Motor Manufacturing Company of Wilmington, Delaware.
You can also contribute directly to this board by becoming a Car Culture collaborator on this Pinterest group board dedicated to DuPont Motor Manufacturing.
If you are planning on attending the Pebble Beach Concours d’Elegance next weekend, you can select your best duPont photos and post them to our group collaboration duPont Pinterest board. Car Culture will then ruthlessly edit and annotate the cars so that everyone can experience the duPont automobiles even if you were unable to attend the Concours.
Sign up to become a DuPont collaborator by emailing Car Culture at firstname.lastname@example.org. We will then authorize you to pin directly to the Car Culture Pinterest duPont board.
Be creative in your photography and help annotate the history surrounding this interesting American automotive marque.Follow Car Culture's board duPont Motor Manufacturing Company on Pinterest.
You saw the Lexus hoverboard that debited this week, right? I've lost a lot of sleep since the hoverboard debuted and our cars have been under hack attacks. What will I do if cars become driverless? I'm a car fanatic for pity sakes; please don't take my cars away.
Just in the nick of time, this new device arrives, WalkCar". Seems like an iPad doubling as a transportation device. Read all about it here. It's back to the future time.
In Discovery News, We found a fascinating alternative to a driverless car future here
A philosopher is perhaps the last person you’d expect to have a hand in designing your next car, but that’s exactly what one expert on self-driving vehicles has in mind.
Chris Gerdes, a professor at Stanford University, leads a research lab that is experimenting with sophisticated hardware and software for automated driving. But together with Patrick Lin, a professor of philosophy at Cal Poly, he is also exploring the ethical dilemmas that may arise when vehicle self-driving is deployed in the real world.
Gerdes and Lin organized a workshop at Stanford earlier this year that brought together philosophers and engineers to discuss the issue. They implemented different ethical settings in the software that controls automated vehicles and then tested the code in simulations and even in real vehicles. Such settings might, for example, tell a car to prioritize avoiding humans over avoiding parked vehicles, or not to swerve for squirrels.
Fully self-driving vehicles are still at the research stage, but automated driving technology is rapidly creeping into vehicles. Over the next couple of years, a number of carmakers plan to release vehicles capable of steering, accelerating, and braking for themselves on highways for extended periods. Some cars already feature sensors that can detect pedestrians or cyclists, and warn drivers if it seems they might hit someone.
So far, self-driving cars have been involved in very few accidents. Google’s automated cars have covered nearly a million miles of road with just a few rear-enders, and these vehicles typically deal with uncertain situations by simply stopping (see “Google’s Self-Driving Car Chief Defends Safety Record”).
As the technology advances, however, and cars become capable of interpreting more complex scenes, automated driving systems may need to make split-second decisions that raise real ethical questions.
At a recent industry event, Gerdes gave an example of one such scenario: a child suddenly dashing into the road, forcing the self-driving car to choose between hitting the child or swerving into an oncoming van.
“As we see this with human eyes, one of these obstacles has a lot more value than the other,” Gerdes said. “What is the car’s responsibility?”
Gerdes pointed out that it might even be ethically preferable to put the passengers of the self-driving car at risk. “If that would avoid the child, if it would save the child’s life, could we injure the occupant of the vehicle? These are very tough decisions that those that design control algorithms for automated vehicles face every day,” he said.
Gerdes called on researchers, automotive engineers, and automotive executives at the event to prepare to consider the ethical implications of the technology they are developing. “You’re not going to just go and get the ethics module, and plug it into your self-driving car,” he said.
Other experts agree that there will be an important ethical dimension to the development of automated driving technology.
Alessandrini leads a project called CityMobil2, which is testing automated transit vehicles in various Italian cities. These vehicles are far simpler than the cars being developed by Google and many carmakers; they simply follow a route and brake if something gets in the way. Alessandrini believes this may make the technology easier to launch. “We don’t have this [ethical] problem,” he says.
Others believe the situation is a little more complicated. For example, Bryant Walker-Smith, an assistant professor at the University of South Carolina who studies the legal and social implications of self-driving vehicles, says plenty of ethical decisions are already made in automotive engineering. “Ethics, philosophy, law: all of these assumptions underpin so many decisions,” he says. “If you look at airbags, for example, inherent in that technology is the assumption that you’re going to save a lot of lives, and only kill a few.”
Walker-Smith adds that, given the number of fatal traffic accidents that involve human error today, it could be considered unethical to introduce self-driving technology too slowly. “The biggest ethical question is how quickly we move. We have a technology that potentially could save a lot of people, but is going to be imperfect and is going to kill.”
Apple could win Europe's heart by aligning with BMW. Germany could add new muscle to European efforts to tame Google's internet dominance by aligning with Apple in the rumored production of a new electric Apple iCar.
Giorgetto Giugiaro, 77 years next August 7, leaves his role as Honorary President at Italdesign Giugiaro, to dedicate more time to his passions and personal interests.
The decision coincides with Giugiaro’s sixtieth anniversary in car design. Since 1955 Giugiaro designed hundreds among the most renowned and successful cars, working together with all of the main OEMs worldwide.
Italdesign Giugiaro is now fully integrated into the Volkswagen and Audi Group, of which it is part since 2010. The Company’s management, during the last five years, gained experience and full competences to autonomously operate and strengthen the presence of Italdesign Giugiaro inside the Group.
The Company’s growth is and will be constant. Some 50 new hires are planned within the end of the current year. Since 2010, some 200 new employers joined the Company. Giugiaro’s decision to leave Italdesign, will neither affect the activities, nor the Company’s growth process.
In his career, Giugiaro designed more than 200 car models. The academic world acknowledged his genius and prestigious results by conferring him seven ad honorem degrees; the list of the awards in car and industrial design is countless, among them six Compasso d’Oro, three Car of the Year, two Golden Steering Wheels. In 2001 the President of the Italian Republic Carlo Azeglio Ciampi awarded him with the title of Cavaliere del Lavoro (Knighthood for Labor), in 2007 the President of Italian Republic Giorgio Napolitano awarded him with “Premio Leonardo” and “Premio Leonardo Qualità Italia” as being “among those who have contributed to shaping the course of the European automotive industry.”
Celebrated in the American 'Automotive Hall of Fame' in Detroit, Giugiaro is enclosed in the ANE European Automotive Hall of Fame, in Geneva, along with Giovanni Agnelli, named among the top 13 institutional members considered "immortal" for their technical managerial and business outcomes in the automotive sector.
Below, is the 1967 Maserati Ghibli.
From the BMWBlog comes news regarding the sale of the powerful HERE Maps to the BMW, Daimler, and Volkswagen triumph triumphirate. This is a smart purchase, which also bolsters European opposition to Google dominance.
After months of negotiation, Nokia sells the HERE Maps division to the German consortium, BMW, Daimler and Volkswagen for $2.71 billion (£1.73 billion).
The deal would see HERE Maps turn into an open platform, which all car manufacturers can use for navigation and mapping inside vehicles. The three German car makers plan to offer the platform to Fiat Chrysler, Renault, Peugeot, Ford, Toyota and General Motors, allowing them to use the mapping service for free without licensing issues.
Nokia is selling the entire unit of HERE, meaning the car consortium will likely continue hiring developers to work on the platform.
Currently, companies like Chinese search giant Baidu and Facebook use HERE Maps to power its own mapping services. It remains to be seen how the new deal will affect those services.
In the initial round of bidding, Nokia failed to convince Uber, Baidu, Alibaba, Facebook and other tech companies to offer the asking price, a whooping $4 billion (£2.56 billion).
A recent Bonham’s auction featured a “barn-fresh” 1958 Aston Martin DB Mark III Sports Saloon.
Encrusted in dirt, rust and who knows what else, the stellar lines of the Tickford body shown through. The winning bidder was to receive the Aston and the trunk contents, revealed in the attached photo. Check out the (not-so-round) wheel!. Looks like he was driving over molten lava.