Dieselgoth

“Adjustable Clutch Pedal Stop” is surely a favorite listing on a satirical online aftermarket automotive parts store, somewhere... somewhen. At this stage in my life, I have accepted that my utter inability to understand marketing has always been nothing but my own failure, so I'll leave it up to you to decide whether or not ECS Tuning's c u s t o m little peg originated from a genuine automotive need.

Here's most of the product information, prettified:

If you've ever driven a modern day manual transmission VW, you'll quickly notice that there's an abundance of unnecessary leg movement to disengage the clutch. This excessive leg motion creates several problems such as an uncomfortable, non-driver's focused seating position, difficulty in consistently finding the clutch engagement point and leaves room for improvement on faster gear changes.

With the ECS Adjustable Clutch Pedal Stop in place, driving dynamics are dramatically improved! Our unique height adjustable thread-in design allows you to fine tune clutch pedal feel to your preference, improving the connection between your foot and the transmission.

As you push down on the clutch pedal, the clutch disc becomes disengaged from the flywheel, allowing the transmission to become disconnected from the engine. However, there is a point within the clutch pedal travel where the clutch disc becomes disengaged but the pedal keeps going past the point of disengagement.. This is called “dead travel” and it leaves the clutch engagement point feeling more like a floating target.

By reducing the amount of travel needed to disengage the clutch, you gain consistency in take-offs and launches by always stopping the clutch pedal at the proper point, just before clutch engagement.

This unnecessary pedal travel is removed and taken up by the height of the clutch pedal stop, helping to lock into place the clutch disengagement point higher up off the floor for more consistent take-offs, faster gear changes and sportier pedal feel.

Part Design

• Our in-house Engineering Team carefully spec?d out high quality parts to give you a robust, adjustable pedal stop that can take the stress and abuse of sporty driving

• Our design includes a polyurethane bumper to absorb shocks while driving aggressively and offers a unique, solid ?thud? at the end of pedal stroke. The poly. bumper won?t compress or feel ?sticky? after pedal strokes like other brands will.

• Not satisfied with a stack of washers, we set out to design a fully adjustable pedal stop that allows you to adjust your height with threads, rather than rubber washers that compress, or steel washers that can rattle.

• A zinc-alloy nutsert threads into the floor, in place of the OEM pedal stop, and acts as the anchor for the adjustable pedal stop to thread into. This unique feature in our design is a much more rigid stop, that is going to stand up to repeated pedal mashing. This gives you a more confident , OE-like feel.

• All other hardware is zinc-coated for protection from the environment for long-lasting great looks

Performance Features

• With our Adjustable Clutch Pedal Stop installed, you can dial in the feel of your clutch engagement point higher off the floor. This gives you shorter shift times, more consistent launches and easier driving dynamics.

• You can creep and take off from a light or a hill with greater ease with our Adjustable Pedal Stop properly setting the pedal height just below the clutch engagement point.

• With less leg movement required to disengage the clutch, you can re-adjust your seating position further back for a more comfortable and confident driver seating position. Many people are forced to sit too close to the steering wheel to disengage the clutch, which can lead to your arms being bent improperly, not allowing you to take proper control of the steering wheel.

Product Development

• Our ECS Adjustable Clutch Pedal Stop was designed, engineered and tested by our Research and Development team in our Wadsworth, Ohio facility. We ensured the highest level of precision and quality is delivered throughout rigorous long term product testing and leading edge product development methods. Each unit is etched, assembled and packaged in-house for the highest level of quality assurance.

• We tested several prototypes on many vehicles with OE and aftermarket clutches to ensure proper fitment and operation,

• We specced out the best selection of parts to fulfill our mission of giving you the absolute BEST Pedal Stop on the market! With premium materials and our unique adjustable design, this part will completely transform your driving experience with improved dynamics!

It honestly improves the driving experience in my opinion.

#hardware

Hodges Speedway

It has continued to astound and comfort me tremendously throughout my life that the same redneck-ass institutions of my rural youth – tractor/truck pulls, dirt track racing, demolition derbies, etc. – continue in places such as these, virtually exempt from the tumult of global change. The last time I was in the bleachers, “premium handsets” meant flip phones and many of the junker entries would be considered viable restoration projects, today.

Personally, there is nothing more existentially easing than stumbling upon this bit of car culture now and then, though it always brings up a nagging question: what the hell am I doing in this office? Thank you, Missouri. I’m sorry I talked all that shit in high school. It’s good to be home.

Discuss...

#motorsport #photography #spectacle

I would argue that this is the best Honda’s CR-V has ever or will ever look, no thanks to my photographic decisions.

After 9 or so years and over 100,000 miles, I have totaled my mother’s 2010 Honda CR-V – the car I drove cross-country for the first time at significant distance (St. Louis to Washington, D.C. in essentially one sitting,) and once complimented for being the best possible aesthetic compromise of its near-universally and aggravatingly-compromised breed. It was my her first 1st owner experience, which is frankly a bit of a shame. If I’m completely honest, my late stepfather’s decision to outfit this utterly utilitarian vehicle with enough kit to break the $30,000 within a segment that has always clung to the 20s as one of its truly communicable advantages feels less-than-ideal in retrospect, but what can I say, really? It was not exactly a proud thing, but it did transport a lot of young families and shelter us as we’ve navigated more blizzard-like conditions than should be the norm for what is, essentially, an expensive, extended Civic.

As per some particulars of my upbringing, I tend to get almost alarmingly attached to vehicles, but it’s hard to say I’m sad to see the CR-V go from all but the most sentimental senses. Objectively, it’s simply not as high-value or as competent a vehicle as it and its contemporaries are still made out to be by automotive media, pop culture, or the presumptions in the average consumer’s discourse. Though it was never intended to be luxurious, the resulting automobile ended up costing real luxury money.

The Event

It’s odd to have been driving so long without incident (pretty soon I’m gonna be able to say “I’ve been driving for twenty years, bitch!) and then suddenly find oneself at fault for the accident which claimed the life of the single most sublime, defining object in his existence. This incident, though, was entirely the fault of the other driver. My best friend and I were Northbound, crossing the intersection of Stadium Boulevard and Rock Quarry Road at precisely the point where it becomes College Avenue, where we were t-boned directly on the CR-V’s driver’s side rear wheel by a mid-2000s Mazda 6 that decided to run the red light. It’s hard to guess the speed of impact, but the driver’s side side airbags deployed (as you’ll see from the attached photograph,) and the CR-V was spun nearly 270 degrees around the axis of the front wheels. Neither of us nor the 6’s driver was injured, but both of our vehicles are surely totaled.

Third-Generation CR-V Ownership in Retrospect

Two or three years ago, I recorded some (not particularly conclusive or informative) thoughts with my iPhone as I drove the old engorged Civic to the grocery store, when ends abruptly after I said “I think one time I did try to go fast.” Like most surviving crossover nameplates, though, the narrative began with a genuinely good idea: Hondarize and modernize the Suzuki Sidekick template on top of the Civic's platform and charge just a bit more for it – and like the rest, too, the concept has soured tremendously as both crossovers and the compact sedans upon which they're based have grown and fattened under their ever-increasing burden of safety and convenience features. (I say “burden” and not “expectation,” specifically because I know a grand total of zero informed people who are at all thrilled about increasing gross weights across every industry segment.)

This CR-V was my mother’s first and only crossover following a three-car line of one or two-owner-used, well-equipped V6 Accords in her garage – the later two from the era when Honda’s mid-sized sedan became a surprisingly dynamic driving machine as advances in drivetrain performance intercepted a point in the developmental timeline just before gross weights spiked up toward their current safety and electronic equipment-bloated figures. (In other words: in the sweet spot when engines were growing more powerful but just before the Accord and its peers got fucking fat.) In 2010, the CR-V was almost attractive looking as specced by my stepfather: the combination of the roof rack, bonnet bra, and EX-trim 5-spoke alloys managed to resolve most of the discrepancies in the shapes I've seen from other examples, but it also drove its price above the $30,000 mark. To be fair to Honda, this decision could almost be considered a sortof breach of function considering the CR-V's original ultra-mass-produced, utilitarian purpose.

Interior

Neither the leather nor the nav/infotainment system has aged very well, but it should be said that the latter is still 100% functional in 2018: it interfaces well with my iPhone 8 Plus with only the occasional “this device is not supported” hiccup (easily resolvable by simply re-booting the connection, in my experience.) I'm not sure how astonished I should be by the fact that the GPS still offers reliable routes 99% of the time, albeit through a user interface design that seems to grow more and more dated by the passing few seconds one may have to wait for it to calculate. Accommodation remains about as uncomfortable as it was on day 1: thanks to its hard leather and the super-upright seating position common to crossovers, I must continue to insist that operating this car is a wholly unnatural experience, but its interior surfaces shall always place well in a contest of robustness and longevity, as they certainly should.

Drivetrain

Perhaps the greatest letdown of this model year (2010) is its legacy four-speed automatic transmission, and I assume the next year's inclusion of a brand-new five-speed unit drastically improved its driving experience. The specific regret one feels when such a development arrives a year after buying any new car is one my stepfather still didn't deserve, yet he was not spared. However, if you, the reader, cannot be dissuaded from buying a CR-V of this generation for whatever goddamned reason, know that you must choose an example from 2011-onward if you want to retain your sanity. No, ye olde four-speed wasn't quite as bad as the transmission that virtually ruined Dodge's new Dart singlehandedly, but it certainly shows its age even for the most inattentive or merciless driver. Without it, I would vouch for the 2.4L four-cylinder's performance as adequate, but its contribution was and forever shall be let down by the aging transmission's developing Alzheimer's. Simply put: they are an unacceptably mismatched team.

Though I shall forever argue that part-time all-wheel-drive is almost never actually justified in normal use – and yet inadequate for any “extreme” use, for that matter – Honda’s hydraulic “Super-Handling All-Wheel-Drive” did indeed aid our CR-V’s way in a handful of circumstances throughout my mother’s ownership, though neither of our memories of these are robust enough to cite specifics. The single no-bullshit blizzard we experienced was the same type I managed to navigate years later in a sub-compact Chevrolet to reach MagFest 2016, if perhaps less intense. I would speculate that the system increases mechanical drag – and therefore fuel consumption – to a degree that couldn’t possibly justify what little aid it has offered in our use, at least.

Discuss...

#legacy #review