The autonomous Audi TTS developed by engineers from Stanford University recently went to Thunderhill Raceway to lap the track without a driver inside. It also turned a faster lap than an amateur racing driver.
Are you a fan of vintage racing, or just old cars in general, and can't find enough classic pictures online to feed your habit? Then we have found the perfect site for you. Stanford University has opened its Revs Digital Library online – a wonderfully curated and cited page of automobilia that already includes nearly 200,000 images spanning most of the history of the car.
Ask any car engineer what's the biggest variable in achieving fuel economy targets, and he'll tell you "the driver." If one human can't understand human driving behavior enough to be certain about an innocuous number like miles per gallon, how is an autonomous car supposed to figure out what hundreds of other drivers are going to do in the course of a day? Ford has enlisted the help of Stanford and the Massachusetts Institute of Technology to find out.
Google, Stanford University, and a few other institutions have been testing driverless cars on American roads for some time now. Soon, though, the autonomous vehicle will go across the pond for their first tests on the wrong side of public roads.
In the latest example of awesomeness from the Stanford Revs Program, Hearst Publishing is transferring the entire archives of Road & Track magazine to the Palo Alto, California campus for preservation. The program aims to create a researchable catalog of automotive history, and the archives are just the latest step in that effort. Road & Track dates back to 1947, and the combined archives filled 527 boxes weighing in at a total of 10,000 pounds. It took two trucks to ship the archives to
Stanford has taken to playing with vintage Porsche racers as part of the institution's research on the interaction between driver and vehicle. By swaddling a 1960 Porsche Abarth Carrera in GPS antennae, motion sensors and laser measuring equipment to monitor the vehicle's suspension geometry, distance from the road surface and well as the position of the steering wheel, Stanford scientists are collecting a massive amount of data about how a non-computer assisted vehicle handles at the edge of co
You may think you know cars, but a new program at Stanford may enlighten you on a whole new level. The "Revs" program, which is taught by Stanford Communications Professor Clifford Nass, links the school's engineering program with its design program.
When you bring together two universities known for their expertise in future transportation technologies and combine them with company leaders and pioneers in the green vehicle industry, you end up with a lot of knowledgeable people packed into a single room at an event called the Cleantech Conference. An event of this magnitude, focusing almost entirely on electric vehicles, is a relatively rare occurrence that should not be missed. Sadly, we'll be missing it.
Volkswagen is no stranger to working with Stanford University, having collaborated with the Palo Alto school on the DARPA Grand Challenge competitions for autonomous vehicles. Volkswagen also already has a technology research facility in Palo Alto. The university and automaker are now opening a new Volkswagen Automotive Innovation Lab on campus as part of the school of engineering and calling it the Center for Automotive Research at Stanford, or CARS.
Since Tesla started delivering its battery-powered Roadsters to customers in mid-2008, it has followed a different retail path from other automakers. Instead of franchised dealers, the company is opening and operating its own stores for sales and service. Given the different cars the company builds, it makes sense to control the entire retail experience. As a result of what Tesla is trying to do, Stanford Business School has asked the company to participate in an upcoming weeklong project it is
Laws and regulations to force hybrid and pure electric car makers develops vehicles that emit a noise to alert blind people to their presence are under consideration. If EVs will one day need to beep or purr for pedestrian safety, what might the ideal system sound like? Two students at Stanford think they know, and it's called PANDA.