The Alfa Romeo Sauber F1 Team Has History But Is The C37 Enough?

The Alfa Romeo Sauber F1 Team Has History But Is The C37 Enough? Our hopes are beautiful, our realities might be less so. Here it is, the Alfa Romeo Sauber C37 grand prix racer for the upcoming season. The attention to aero detail is self-evident throughout the car, the hybrid powerplant is the latest spec Ferrari, and the drivers are young and hungry with something to prove.
Hard Truths
Look: Everybody wants to win, and especially at this level of competition, but desire does not equal results. So it’s best to get the hard realities out of the way right up front: Sauber is not going to win this year. And they most likely won’t win next year. As good as the organization is (and it is very good) they are in the sharpest of sharp ends of competition. The difference between the front row of the grid and the back can be less than two seconds. And when that’s the fine gradations you’re trying to work your way through, the struggle is fierce.
Best of the Best
The team, based in beautiful Hinwil, Switzerland, has all the right ingredients. They have one of the best wind tunnels in the world. And I don’t mean in the racing world, I mean in the entire world. It’s a full-on rolling road, with a movable wall setup and a test area big enough to fit two full size race cars, side by side or line astern. They have a computer rendering farm for running CFD calculations the size of something from the Pixar studios. The team is run by a squad of Swiss/French technocrats that should be monitoring anonymous crypto-banking concerns and/or working on Exocet missiles. And, as anyone with eyes can see, they now have sponsorship, with glorious branding, from Alfa-Romeo.
At the moment, this is not a full, factory-backed deal from Alfa, just a branding and marketing arrangement, but if things pick up, there’s no real reason to prevent Alfa from plunging more deeply into F1.
The Alfa Romeo P2 Gran Premio lead the team to the inaugural Automobile World Championship in 1925. Photo: FCA US LLC.
Returning Legacy
This comeback restores the name of Alfa Romeo to the top of the racing world. And, although they haven’t been a force in top-line racing recently, you don’t have to be much of a historian to know they have a top-flight resume. Featured on the engine cover of the Sauber C37 is the Quadrifoglio, the legendary badge that has appeared on Alfa Romeo’s top performance cars since 1923. The four leaf clover is to Alfas what that prancing horse on a yellow shield is to Ferrari: This is the car that means business. Ever since Ugo Sivocci (one of my favorite Ugos) won the Targa Florio in 1923 with a Quadrifoglio on the hood of his Alfa Romeo RL, good luck has followed Alfas.
Lucky Charm
The symbol was on Brilli Peri’s “P2” when he triumphed in the first “Motor Racing World Championship” at Monza in 1925, gaining the first of Alfa Rome’s five World Titles, and garnering the Turin company its first, and most lasting nickname: “Il Primo Automobili Campione del Mundo” or “First Automobile Champion Of The World.” Ever since, Alfa has made its marque with some of the greatest drivers in all of history. Nino Farina and Juan Manuel Fangio, Piero Taruffi, Luigi Fagioli, Mario Andretti, Louis Chiron, Antonio Ascari, Alberto Ascari, Achille Varzi, Nino Vaccarella, and of course, the greatest of all time Tazio Nuvolari.
Alfa Romeo has an incredible credence of history behind it, and now all that weight is focused on Sauber for 2018.
“Our target ahead of 2018 is clear: We have to catch up with the field and to continue improving our performance during the course of the season. We have put lots of energy and commitment into the development of the C37,” explained Frédéric Vasseur, Sauber Team Principal. “The return of Alfa Romeo to Formula 1 sets another milestone in the team’s history, and I am proud that such a historical brand has chosen us for their return to the sport. We are eager to start the 2018 season as the Alfa Romeo Sauber F1 Team.”
That is, of course, saying a lot, demanding a lot, and expecting a lot.
Alfa Romeo Sauber F1 Team pilots Charles Leclerc (left) and Marcus Ericsson. Photo: FCA US LLC.
Eye Sores
The C37, of course, looks different to last year’s C36. There were whole rafts of new technical regulations that have now affected all the cars in ways big and small. The most obvious is that repugnant halo safety structure that surrounds the cockpit. Everybody has to use it, so everybody has to suffer the aesthetic malady of driving or watching a car that looks like it has part of a colossal flip-flop attached to it.
Racing In Red
The less obvious, more subtle changes are aerodynamic-related. Check out the engine air inlet details: scoops within scoops within scoops. The tail is tightly tucked-in and the rear wing end-plates look like cheese graters designed by a psychopath. The specificity on the front wing and barge-boards is equally Baroque.
And now all of this is put in the hands of the young, up-and-coming Charles Leclerc and the journeyman racer Marcus Ericsson, and painted a glorious deep red and bright white. It could use more red. But that’s just me.
Tony Borroz has spent his entire life racing antique and sports cars. He is the author of Bricks & Bones: The Endearing Legacy and Nitty-Gritty Phenomenon of The Indy 500, available in paperback or Kindle format. Follow his work on Twitter: @TonyBorroz. 



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2019 Mercedes-AMG GT 4-Door Coupe: Don’t Let The Name Fool You

2019 Mercedes-AMG GT 4-Door Coupe: Don’t Let The Name Fool You For those of you that don’t like the idea of four-door “coupes,” you’re either pedantic, or the design bothers you or whatever, but you better get used to seeing them. All signs point to them staying around, at least for the foreseeable future. Take, for example, the latest Mercedes-Benz. Creatively called the AMG GT 4-Door Coupe, it shows the German automotive titan will not be slowing down with this form factor anytime soon.
And if Mercedes does it, and makes it work, you can bet that other manufacturers will follow.
Waxing Poetics
For those having a hard time following the concept here, a four-door coupe looks to have the best of both worlds, or, at least, splits the difference between two separate and distinct automotive desigs: the four-door sedan and the two-door coupe. The four-door coupe looks to have the swoopy, sporty proportions of a coupe, merged with the convenience and practicality of a four door. And Mercedes (and others) have gotten the first part of that right. These four-door coupe things do look very nice and much less stuffy than a straight up, three-box sedan.
I just don’t think you should call it a coupe. It’s not. It’s got four doors, so that instantly takes it out of the running for being called a “coupe.”
The 2019 Mercedes-AMG GT 4-Door Coupe. Photo: MBUSA.
Benchmarks & Goosebumps
Anyhoo, what does the AMG GT 4-Door Coupe bring to the party? Well, it’s a Mercedes, so it will obviously bring all that traditional Merc stuff to the game. Fantastic build quality, attention to detail, unparalleled safety, engineering, and reliability that are the world’s benchmark. Specifically, the AMG GT 4-Door Coupe is a sort-of-stretched, massaged, “practical” version of the German company’s very impressive AMG GT two-seat sports car. It aims to be that literally, mythical “four-door sports car” people often talk about, and sports car owners such as myself snicker at.
More space, more power, more goosebumps Mercedes-Benz claims, and I am not going to argue with them. The automaker says it’s the first four-door sports car from Affalterbach, but I am going to have to disagree and say the AMG GT 4-Door Coupe is a very nicely styled sports sedan. Think of it like that, forget the coupe moniker, and just move on to what it can do.
All AMG GT 4-Door Coupe models are equipped with AMG Performance 4MATIC+ all-wheel drive. An electro-mechanically controlled clutch connects the permanently driven rear axle variably to the front axle. The best possible torque split is continuously computed according to the driving conditions and driver’s input. Photo: MBUSA.
Power & Performance
And what it can do is very impressive, being motivated down the Straße by a twin-turbocharged V8 of low displacement but delightfully high power. It’s a little 4.0-liter V8 biturbo plant that cranks out a lovely sounding 630 horsepower and 627 lb-ft. of torque. 60 mph comes up in 3.1 seconds and it will top out at 195 mph. See, both quick and fast!
It’s the same basic mill found in the Mercedes-AMG GT 63, but it puts out more power and grunt. It also has that now fashionable packaging layout of having both turbos arranged not on the exterior, but between the cylinder banks in the “hot inner V.” It’s more compact and the turbo response is more immediate. It also sounds like a thermal loading nightmare, but hey, did I get a degree in engineering? No. No I did not.
This magnificent lump of power is joined to a nine-speed transmission specially tuned for the four-door AMG GT. It uses a wet clutch, which reduces weight and inertia but optimizes engine response. Mercedes has modified the software for shorter shift times, fast multiple downshifts, and added a slick double-declutching function that sounds rad. There’s even a RACE START function, ensuring this will not be a boring sedan in non-boring clothing.
The new AMG GT 4-Door Coupe is also available as the Mercedes-AMG GT 53 with the company’s 429 horsepower, 3.0-liter Inline-6 turbo engine.
Photo: MBUSA.
Marketing Speak
Yes, it is pretty to look at, even if there are more compromises there than found in a coupe, let alone a true sports car. Merc says it “opens up the sports car segment to those looking for a vehicle for day-to-day use.” I say that’s deeply heretical marketing codswallop. I also say a vehicle for “day-to-day use” like that already exists. It’s called a sports car. Live with it and love it.
Mercedes has worked long and hard to make the longitudinal and lateral dynamics of the GT 4-Door Coupe be as sports car-like as possible. It’s not just the styling, the low hood, muscular body language and all that. Oh no, it can turn and stop on a pfennig, thanks to the heavily tuned chassis, enormous brake discs, and six-pot calipers.
Two separate displays characterize the car’s Widescreen Cockpit, standard on all AMG GT 4-Door Coupe variants for the U.S. market. Photo: MBUSA.
Interior Treatments
And the interior is far from race car Spartan. The controls can be intuitively operated and configured as the driver sees fit. Mercedes blends individualization with sports car tech, focusing on the requirements of discerning customers that love a good, spirited drive. Mercedes describes the interior as “elegant coolness,” complete with all the ultra-modern features they could throw at it.
Pricing & Availability
No price info yet but given how reasonably priced the GT sports car is (for the amount of performance it gives you) I bet the Mercedes-AMG GT 4-Door Coupe will be okay cost-wise. Expect to seem them on the market early to mid 2019.
Tony Borroz has spent his entire life racing antique and sports cars. He is the author of Bricks & Bones: The Endearing Legacy and Nitty-Gritty Phenomenon of The Indy 500, available in paperback or Kindle format. Follow his work on Twitter: @TonyBorroz. 
2019 Mercedes-AMG GT 4-Door Coupe Gallery


























Photos & Source: MBUSA.



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Peace & Serenity: America’s 10 Quietest, Most Scenic Routes

Peace & Serenity: America’s 10 Quietest, Most Scenic Routes In January of 1966, Pennsylvania natives The Vogues released Five O’Clock World. The album’s eponymous lead single tells the story – one we can all related to – of a man hustling about the city and fighting through rush hour traffic. He works a hard job to earn his paycheck, but it’s worth it becasue at the end of the day, a “long-haired girl” waits for him.
A line in the first verse is indicative of something we have all experienced before: “sounds of the city pounding in my brain, while another day goes down the drain.”
Quiet Getaway
Sometimes, it’s necessary to get away from all the hustle and bustle and noise. If you’re like us, perhaps you made a resolution to travel more in 2018, but just where does one go when hitting the proverbial road? And where does one go when looking for a little peace and quiet? Geotab, a global leader in IoT and connected transportation, has released a study analyzing national road traffic data to determine which American routes are the least traveled and congested.
Utilizing traffic count data from the Highway Performance Monitoring System and the Annual Average Daily Traffic score, Geotab examined U.S. Interstates and Routes over 10 miles long to identify the quietest roadways in each state. And it just so happens, the quietest routes are also among the most scenic.
Polar Bear Plunge
To help determine the most scenic routes, Geotab asked renowned photographer James “Q” Martin to participate. Martin has traveled extensively throughout the American Southwest and to more than 30 countries, documenting the world-class athletes, artists, conservationists, filmmakers, and scientists who inspire him. The most scenic routes on Geotab’s list were compiled manually with the rankings decided by Martin himself.
“I chose Alaska’s Dalton Highway as my favorite scenic, quiet route,” he explained. “It is a road that reaches the top of the continent, and would literally allow you to see a polar bear in the right circumstances.”
The Dalton Highway runs over 400 miles with upwards of 250 miles between service stations. The area is famous for the TV show Ice Road Truckers, and brave travelers will see Alaska’s boreal forests, mountain ranges, and Yukon River. When compared to others on the list, traffic numbers are quite slim, averaging just 196 vehicles daily. The remaining nine routes averaged 2,976 vehicles daily, approximately 15 times more than Alaska’s Dalton Highway.
The James W. Dalton Highway is a 414-mile stretch of gravel and dirt that spans from Livengood to Prudhoe Bay with the Trans-Alaska pipeline running alongside the road. According to Alaska.org, travelers will pass through Coldfoot, home to the world’s northernmost truck stop and the highway’s only place to stop for the night. Accommodations are simple yet expensive. Photo: Terry Feuerborn.
Desert Landscapes & Fall Colors
Utah’s Route 50 came in a close second, billed as “America’s Loneliest Road” through Canyonlands National Park, Arches National Park, and the Great Salt Lake Desert. The desert, in general, can be an enjoyable place to drive speaking from experience. In the past, we have made the trip (on more than one occasion) from Phoenix, Arizona to both Los Angeles and San Francisco, California. Interstate 10, especially during sunset, offers some stunning views of the desert landscape.
Arriving in third place is U.S. Route 201 in Maine, often times called “Old Canada Road.” Travelers on this journey will see historic places and Wyman Lake. It’s recommended to make this drive in the fall just as the leaves are changing color.
“U.S. 50 in Utah allows you to travel back through geological time, and Maine’s Old Canadian byway is where human history unfolds around every bend,” Martin said.
Wyoming’s Beartooth Highway leading to Yellowstone National Park made the list not surprisingly. Beartooth Lake and the Absaroka Mountains also offer stunning views, although plan to visit when nicer weather arrives. The road is closed during the winter. Photo: Peter Hanson.
Out & About
In addition to determining the top 10 most scenic routes, Geotab identified the overall least traveled routes by state. Here in Michigan, Geotab lists U.S. Route 45, a 54-mile stretch that passes through the state’s Upper Peninsula, as the quietest and least traveled. While many are “off the beaten path,” Geotab’s interactive map includes photos, additional insights, and Google Street Views that highlight the various attractions on or near each route.
“All of these routes offer so much,” Martin added.
The full list and Geotab’s interactive map can be viewed here. If you decided to venture out, make sure you share your photos with us on Twitter.
Carl Anthony is Managing Editor of Automoblog and resides in Detroit, Michigan. He studies mechanical engineering at Wayne State University, serves on the Board of Directors for the Ally Jolie Baldwin Foundation, and is a loyal Detroit Lions fan.
Cover Photo: Augusta, Maine skyline, Sean Pavon.
Dalton Highway Photo: “Dalton Highway, Brooks Range, Alaska, 2009” by Terry Feuerborn is licensed under CC BY-NC 2.0. To see more photos, including the basic hotel accommodations, visit Feuerborn’s Flickr page.



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General Motors Invests $100 Million Toward Autonomous Vehicle Production

General Motors Invests $100 Million Toward Autonomous Vehicle Production General Motors has announced a $100 million investment to upgrade two manufacturing facilities in Michigan, a move that strengthens the company’s ongoing commitment to automated driving. The announcement comes on the heels of Chief Executive Officer Mary Barra’s presentation during the annual CERAWeek energy conference in Houston, Texas on March 7th.
“With human error still the leading cause of crashes, ultimately self-driving cars can help save many of the 1.25 million people around the world who are killed in crashes every year,” she said during the event.
Coming Soon
Production-versions of the Cruise AV (autonomous vehicle) are scheduled for assembly at GM’s Orion Township facility, with the roof modules for the self-driving vehicles coming from the Brownstown Battery Assembly Plant, about an hour from Lake Orion. GM notes the investment will help upgrade both facilities accordingly.
The Cruise AV is the first production-ready vehicle built from the ground up, according to GM. The automaker says it can operate safely on its own with no driver, steering wheel, pedals, or manual controls. Earlier this year, GM’s Self-Driving Safety Report detailed how the Cruise AV will accomplish this through things like advanced LiDAR and Comprehensive Risk Management.
“We’re continuing to make great progress on our plans to commercialize in 2019,” said Dan Ammann, President, General Motors. “Our Orion and Brownstown teams have proven experience in building high-quality self-driving test vehicles and battery packs, so they are well-prepared to produce the Cruise AV.”
“The UAW is committed to preparing our members for the future of advanced mobility and this investment recognizes our willingness to work together to build these self-driving vehicles,” added Cindy Estrada, Vice President and Director, UAW General Motors Department.
Workers at the Brownstown Battery Assembly Plant will be handling roof module production for all Cruise self-driving vehicles. The roof modules integrate special equipment for autonomous operation such as LiDAR, cameras, sensors, and other hardware. Each roof module will be assembled on a dedicated line. Photo: General Motors.
Committed Workforce
Since January 2017, UAW Local 5960 workers at the Orion plant have assembled three generations of Cruise self-driving test vehicles for use in the most challenging urban environments, including downtown San Francisco. More than 200 test vehicles have already been assembled at Orion. The Orion plant will continue to build the Chevrolet Bolt EV and Sonic in addition to the Cruise AV.
“Whether it involves traditional vehicles or advance technology, our members are highly capable of delivering great products,” Estrada said.
Photos & Source: General Motors.



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Audi Vehicles Can Now “Talk” With Traffic Lights In Washington DC

Audi Vehicles Can Now “Talk” With Traffic Lights In Washington DC More than 600 intersections in the District of Columbia now support Audi’s “time-to-green” feature of Traffic Light Information. The system falls under the category of “vehicle-to-infrastructure” technology, sometimes abbreviated as V2I. Traffic Light Information, an Audi connect PRIME feature available on certain late models, enables the vehicle to communicate with the infrastructure in metropolitan areas across the United States.
Expanding Network
Audi, in collaboration with Traffic Technology Services, has already expanded the feature in the Dallas and Houston metros, along with Palo Alto and Arcadia, California, Portland, Oregon, and Denver, Colorado. With the addition of Washington D.C., more than 1,600 intersections across the United States now support Traffic Light Information.
“This initiative represents the kind of innovation that is critical for us to advance the traffic safety goals of Vision Zero,” said District of Columbia Mayor Muriel Bowser. “We look forward to building on this, and similar partnerships, as we continue to build a safer, stronger, and smarter D.C.”
Photo: Audi of America.
How It Works
Vehicles equipped with the technology will receive real-time signals from connected traffic lights via the on-board 4G LTE data connection. When the light is red, the time remaining until the signal changes is displayed in the instrument cluster or heads-up display. The automaker says future iterations of this and other V2I technologies will be used to further enhance mobility and reduce congestion.
“Audi continues to be an industry leader in connectivity and mobility solutions,” explained Scott Keogh, President, Audi of America. “Not only do V2I technologies like Traffic Light Information help to reduce driver stress, they are also essential infrastructure developments as we continue toward an automated future.”
Traffic Light Information was launched in Las Vegas, Nevada in 2016.
Photos & Source: Audi of America, Inc.



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How Much Gold Can Your Favorite HD Truck Haul On St. Patrick’s Day

How Much Gold Can Your Favorite HD Truck Haul On St. Patrick’s Day We’ve all heard the story on St. Patrick’s Day. The proverbial “pot of gold” at the end of the rainbow. Say we could get there – to the end of the rainbow – and say we could convince the Leprechaun to hand the pot over. What would we use to haul it out of there? The safe bet would be a capable 3/4-ton truck but which model would provide the most capacity? Assuming the Leprechaun had a vast amount of gold to give, which HD truck would we want at the end of rainbow alley?
Magic Formula
The team at Throttle Down Kustoms created a basic math formula to answer this very question. Their gold payload graphic explains how many pots of gold would fit in the new Ford F-250, Chevy and GMC 2500 HD base models, Nissan Titan XD, and Ram 2500.
“Cargo space and payload are two of the most important things truck owners want, so we thought this would be fun way measure just how much these 2018 trucks can handle,” explained Jeremy Pulse, owner of Throttle Down Kustoms.
Since Pulse and his crew are not a bunch of rich leprechauns (we don’t think anyway) they could not load actual pots of gold into the truck beds. Instead, they used the following formula:
Take a 6-inch x 6-inch cast iron kettle that weighs 2.5 lbs.
Add 1,000 1-ounce gold coins to the pot for a total weight of 65 lbs. per pot.
Get the cubic feet of each truck bed and stack up as many pots of gold as possible.
Multiply the stacked pots of gold by 65 lbs. for total weight.
“This is where our math got fun,” Pulse continued. “All these automakers offer three-quarter ton pickups with a decent payload for hauling dirt, lumber, or some furniture, but if you’ve got cast iron pots of gold you’re going to need another way to move them.”
The Nissan Titan XD is alright for hauling hay. Gold? Not so much. Photo: Nissan North America.
Weight In Gold
After running the numbers, the weight totals of the gold far surpassed the maximum rated payloads for each truck. Ford fans will be happy to learn the F-250 came out on top with the ability to fit over 430 pots of gold. However, Chevy enthusiasts can simply point to how expensive Ford trucks are and make jokes about how a pot of gold is necessary to purchase one.
Here are the capacities for each truck and the frame-breaking weight of each load:
2018 Chevy 2500 HD: 61 cubic feet + 407 pots of gold = 22,899 pounds more than max. payload.
2018 Ford F-250: 65 cubic feet + 433 pots of gold = 23,946 pounds over max. payload.
2018 GMC 2500 HD: 61 cubic feet + 407 pots of gold = 22,899 pounds more than max. payload.
2018 RAM 2500: 58 cubic feet + 387 pots of gold = 21,143 pounds over max. payload.
2018 Nissan Titan XD: 59 cubic feet + 393 pots of gold = 22,657 pounds more than max. payload.
Lessons Learned
Gold is heavy, that’s the first. Second, if you’re going to try for the end of the rainbow this St. Patrick’s Day, take a medium-duty truck. Or, opt for a full-on semi truck. The complete graphic from Throttle Down Kustoms is below.
Carl Anthony is Managing Editor of Automoblog and resides in Detroit, Michigan. He studies mechanical engineering at Wayne State University, serves on the Board of Directors for the Ally Jolie Baldwin Foundation, and is a loyal Detroit Lions fan.




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2018 Honda Fit Sport Review

2018 Honda Fit Sport Review
The Honda Fit gets a mild redo and a new Sport trim, which we have been driving this week. The Fit gets a few upgrades but keeps its best attributes of reliability, economy, performance, and interior versatility. It’s a good choice for city dwellers and a nice place to spend time commuting.
This week we drove the new Honda Fit Sport to see how it stacks up. 
What’s New For 2018
The Honda Fit features updated styling and a new, mid-tier 5-Door Sport model. It also comes with more active safety technology and driver aids, an updated infotainment system with Apple CarPlay and Android Auto, re-tuned suspension and steering, and added sound insulation for a quieter ride.
Features & Options
The 2018 Honda Fit Sport ($17,500) comes standard with a rearview camera, remote entry, tilt-and-telescoping steering wheel, and driver-seat height adjustment.
The new-for-2018 Sport trim adds some “sporty” styling highlights, as well as 16-inch alloy wheels, fog lights, and a leather-wrapped steering wheel and shift knob. The Sport’s infotainment system is a seven-inch touchscreen interface that supports Apple CarPlay and Android Auto. It also includes a six-speaker sound system with satellite radio. Total MSRP including destination: $18,390.





Interior Highlights
Stepping inside the Fit Sport reveals a cabin that feels bigger than a subcompact should. Most subcompacts feel tight and leave you with a feeling of claustrophobia. It features attractive cloth seats, some hard plastics, but still plenty of soft-touch surfaces. Controls are logically positioned and you don’t get the sense it’s an economy hatch. The fit and finish is good and the quality of materials is above average for this price point.
Fit is still a small car, but there’s a surprising amount of room in the front and back. We adjusted the steering wheel and height-adjustable driver’s seat and found the ideal driving position.
In the back, we were again surprised at how much legroom rear passengers are afforded, although headroom will be tight for 6-footers. The Fit comes with a 60/40-split folding rear seat Honda calls a Magic Seat. The rear seat can be positioned in a number of configurations, making the subcompact car able to handle more types of cargo than other typical hatchbacks. There’s also a handy hidden cargo tray for valuables under the rear deck. The rear hatch features a low-load height and it’s wider than others in this class, making it easy to pack larger items.





Engine & Fuel Mileage Specs
The Fit Sport is powered by a 1.5-liter four-cylinder engine with direct injection, producing 130 horsepower and 114 lb-ft. of torque. Our Sport tester came with a smooth-shifting standard six-speed manual gearbox. EPA fuel mileage estimates come in at 29/36 city/highway and 31 combined mpg.
Driving Dynamics
We noticed two things about the Fit Sport after we got underway. Visibility is very good for a subcompact, and Honda’s engineers added more sound insulation which translates to a quieter ride on the highway. We also noticed the 1.5-liter engine is not particularly high-revving, and it takes awhile to get up to highway speed. We tested the Fit at altitude, however, so it will develop a bit more power at sea level.
The Fit Sport is nimble around the tight mountain curves, staying relatively flat when we took them fast, and is generally fun to drive. At highway speeds, the Fit is stable and composed. If you want a hot hatch, you will need to move up to the Civic, but the Fit is a capable commuter that’s easy to live with. It won’t leave you tired after a longer commute in traffic either. 
The six-speed manual is a smooth-shifting gearbox for those who like to drive. Once you get used to the clutch uptake, shifts are precise and one of the better subcompact manual rowers we’ve driven.
Where the Honda Fit shines is in tight city streets and parking spaces. Thanks to the car’s small footprint, we were able to zip right into a small parking sport on the street without parallel parking. The Fit offers up nimble handling and a tight turning radius, allowing us to make a 180-degree turn around in the middle of the street. Overall, the Fit offers a fun and satisfying drive for urban dwellers.





Conclusion
The 2018 Honda Fit Sport is a very capable subcompact offering hatchback utility, sporty driving dynamics, smart packaging, excellent rear passenger and cargo carrying ability, good looks, and fuel efficiency. Add in Honda’s reputation for reliability and longevity, and you’ve got all the qualities needed.
Denis Flierl has invested over 25 years in the automotive industry in a variety of roles. Follow his work on Twitter: @CarReviewGuy
2018 Honda Fit Orange Fury Gallery
































2018 Honda Fit Crystal Black Pearl Gallery




















2018 Honda Fit Official Site.
Photos: Honda North America (other trim levels also shown).



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Bugatti Chiron Sport: Yeah, So What

Bugatti Chiron Sport: Yeah, So What Hey look, there’s a new Bugatti here, the Bugatti Chiron Sport. I’m sure a lot of people will be excited by this news. I, however, am not one of them. There’s a new Bugatti Chiron Sport? So what.
Yes, yes, I know. The Bugatti Chiron Sport, like the “normal” Chiron or even the Veyron before it, is a technical marvel. There’s about as much technological sorcery and power packed into these things as an ICBM. The engine is a purposefully weird layout with enough forced induction blowers, coolers, intercoolers, and radiators to seem like something from an WWII fighter.
And all that power is put to the ground through a very sophisticated all-wheel drive system and tires the size of oil drums.
Talking Track
But again: So what? Bugattis are all wonderful, technical exercises, but why does that really matter? Would I be as impressed if someone built a steam car as fast as a Ferrari? Sure, but I wouldn’t care all that much. You built a prop plane that can break the sound barrier? Cool . . . but, so what? Who’s going to buy the thing? None of the world’s air forces, I can tell you that. So Bugatti does all this cool stuff and gets monstrous levels of performance. But they don’t race. And if you don’t race, it doesn’t count. Period.
Bugatti, the old man himself, even for all his affectations of a third rate maitre d’ from Leon, and being picky for pickiness sake, at least he Raced. These new guys, Volkswagen, essentially, they bought the Bugatti name and slapped it onto an Audi/VW/Porsche-drawing board and made a very good road car. But for me and my money, if you don’t race it, you don’t count.
Photo: Bugatti Automobiles S.A.S.
Handling & Torque Tech
Curiously, what differentiates the Bugatti Chiron Sport from the normal Chiron is weight. The Chiron Sport is supposed to be all about handling performance, but you don’t have to look very deep to see it’s mainly a trim package with some new wheels and a few bits and bobs here and there. You think this thing is going to handle? At more than two tons, 4,400 pounds actually, I’d bet any one of the new Lotus special editions would chew this thing up and spit out the pieces on a tight mountain road.
The new Chiron Sport, which has the same power output and performance data as the other Chirons, does come with a dynamic handling package, a stiffer suspension, and the new Dynamic Torque Vectoring function. Nice. Torque vectoring is important, and it really transformed the first road car its inventor, Ferrari, put it on more than a decade ago. Thanks for joining the party.
Photo: Bugatti Automobiles S.A.S.
Grocery Getter
The Chiron Sport also gets a new wheel design and four-pipe exhaust deflector. And by deflector, I’m guessing they mean diffusor. Which means Bugatti focused on blowing the underbody, and sticking the thing down on high-speed corners. And that’s all well and good, but it’s also a gimme. Of course they’re going to maximize high-speed grip. All they got is speed. Trying to get more handling at lower speeds would reap little rewards for a Holstein of a car.
Which explains this little tidbit from Bugatti: “Chiron Sport corners significantly faster: lap times on Nardò handling circuit five seconds better than with Chiron.” Have you seen a map of the Nardò handling circuit? I count one long straight, two high-speed wiggly bits, and more than a few very high-speed sweepers. Put this thing on a course where you need Handling and not just “handling,” and you’ll get what I’m on about.
To further understand this, clock to this: The weight has been reduced 18 kilograms, or around 36 lbs. That’s it. After all this, it’s dropped the weight of a bag full of groceries. If you dropped that much weight from oh, a Miata, you’d notice it, but on this tank, shedding less than one percent of the all up weight ain’t going to get you bupkis. Oh, and before I forget, the Chiron Sport is the first production vehicle in the automotive industry with carbon fiber windscreen wipers. Really. Talk about gilding the lily.
Photo: Bugatti Automobiles S.A.S.
Pricing & Availability
The base price of the new Bugatti Chiron Sport is €2.65 million net, or $3.26 million for the U.S. market, including transport, customs duties, taxes, and fees. And for that amount of yenom, the filthy rich customers can choose individual color and trim options to “give their car an even sportier appearance.” Larf. For that amount of money, I could choose several cars that would be more fun up a mountainside and back, and none of them would take the automotive equivalent of a papal bull to get serviced.
First deliveries are planned for the end of the year. I’d say get in line, but you already are if this is your sort of car. It’s obviously not to my tastes.
Tony Borroz has spent his entire life racing antique and sports cars. He is the author of Bricks & Bones: The Endearing Legacy and Nitty-Gritty Phenomenon of The Indy 500, available in paperback or Kindle format. Follow his work on Twitter: @TonyBorroz. 
Bugatti Chiron Sport Gallery














Photos & Source: Bugatti Automobiles S.A.S.



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Lamborghini Huracán Performante Spyder: Open-Air Emotion

Lamborghini Huracán Performante Spyder: Open-Air Emotion Lamborghini just rolled out the latest version of its Huracán, the Huracán Performante Spyder. That’s just a very continental way of saying: Hey look, we made the Huracán into a Targa-esque thing. No, it’s not really a convertible. And no, it’s not really a Spyder either, but it will blow your hair back to the tune of a 202 mph blast of wind.
The Huracán Performante is the more, uh, performance-oriented version of the “regular” Huracán (not that there’s much “regular” about this little beastie to begin with). Although I’ve seen no official word, it seems “Performante” will be to Lambos what Speciale is to Ferraris: the factory hot rod version.
Aerodynamic Design
From a design standpoint, the Performante Spyder takes a number of cues from Super Trofeo race cars, and also from open-frame street fighter motorcycles. Okay, kind of childish, but that’s kind of what Lamborghini is known for. There’s visible carbon fiber running throughout and the aluminum bits here and there drop 35 kilos (around 75 lbs.) versus the original Huracán Spyder. The use of forged composites are found in the front and rear spoiler, engine bonnet, rear bumper, and aerodynamic diffuser.
All of those are functional aero elements within Lamborghini’s patented active aerodynamics system, first introduced on the Huracán Performante: Aerodinamica Lamborghini Attiva, or ALA. The ALA system varies aero-load for either high down force or low drag, as well as enabling aero vectoring in high-speed cornering, thus providing excellent dynamics on the road or track. And all of this ALA stuff is governed by the Lamborghini Piattaforma Inerziale (LPI) system in real time; tweaking the car’s setup as well as activating the ALA system in less than 500 milliseconds to ensure the best aerodynamic configuration in every driving condition.
The Lamborghini Huracán Performante Spyder has a dry weight of 3,322 lbs., with a distribution front/rear of 43/57 percent. Photo: Automobili Lamborghini.
Power & Performance
With its 5.2, V10 naturally-aspirated engine, the Performante Spyder accelerates to 62 mph in 3.1 seconds and to 124 mph in 9.3 seconds. Like the Performante coupé, the Spyder outputs 640 horsepower at 8,000 rpm, producing 442 lb-ft. of torque at 6,500 rpm. Lamborghini says more than 70 percent of that torque is readily available at 1,000 rpm.
The Spyder, like the Huracán Performante coupé, includes an enhanced suspension system, recalibrated ESC, a more responsive Lamborghini Dynamic Steering system, and a permanent four-wheel drive layout for maximizing traction. Lamborghini’s driver-mode system comprising of STRADA, SPORT, and CORSA allows you to customize the car to suit your tastes.
Open-Air Enjoyment
The roof part of the Huracán Performante Spyder is a lightweight, electro-hydraulic deal that complements the car’s distinctive lines, whether open or closed. It is also said to maintain rigidity and handling, since even as a convertible it maintains the stiffness of a sports car. The roof opens in just 17 seconds up to a speed of 30 mph, which is a totally cool move to pull when leaving your burger joint of choice.
Pricing & Availability
The first lucky customers will take delivery of their new Lamborghini Huracán Performante Spyder this summer with a suggested price of, gulp, $308,859. No, that is not cheap, but you weren’t really expecting it to be, were you?
Tony Borroz has spent his entire life racing antique and sports cars. He is the author of Bricks & Bones: The Endearing Legacy and Nitty-Gritty Phenomenon of The Indy 500, available in paperback or Kindle format. Follow his work on Twitter: @TonyBorroz. 
Lamborghini Huracán Performante Spyder Gallery

















Photos & Source: Automobili Lamborghini.



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Toyota Exceeds 10 Million Units In Global Hybrid Sales

Toyota Exceeds 10 Million Units In Global Hybrid Sales

Toyota has sold more than 10 million hybrid vehicles globally as of January 31st 2017. The milestone includes both hybrids and plug-in hybrids and comes only nine months after total hybrid sales reached 9 million at the end of April 2016. At the center is the Prius, although it was once a blip on the radar.

“When we launched Prius, no one even knew what a hybrid was, but, thanks to early adopters, hybrids have ridden a wave of success into the mainstream,” said Takeshi Uchiyamada, Co-Chairman of the Board of Directors, Toyota.

Uchiyamada, considered the father of the Prius, further spoke his feelings.

“We are grateful to each and every one of our customers who have helped us achieve this important [global] milestone,” he said.

The environmental impact is equally as substantial. As of January 31st 2017, Toyota estimates their hybrid vehicles, as an alternative to gasoline vehicles of similar size and performance, resulted in approximately 77 million fewer tons of CO2 emissions and nearly 7.66 million gallons of gasoline saved. Toyota believes the results validate the effectiveness of hybrid technology when addressing greenhouse gas emissions and other environmental concerns.

“The Prius stands as an icon for sustainability and efficiency, and is a shining example of what you can achieve when you have the right idea to help solve a problem,” said Bob Carter, Senior Vice President of Automotive Operations for Toyota Motor North America.

Sales continue to grow for Toyota as does their commitment to eco-friendly vehicles.

“Hybrids remain an important part of our lineup of vehicles, with over 246,000 units sold last year,” Carter said. “We have seen continued demand with the release of the RAV4 Hybrid variant of the popular compact SUV, accounting for nearly 13 percent of its total sales volume in 2016.”

Over the past 60 years, Toyota has produced more than 30 million cars and trucks in North America. The automaker operates 14 manufacturing plants, 10 of which are in the United States. In the U.S. alone, Toyota employs more than 34,00 people and operates nearly 1,500 dealerships.

Carl Anthony is Managing Editor of Automoblog and resides in Detroit, Michigan. 

Photos & Source: Toyota Motor North America

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Second-Generation McLaren Super Series Ups The Game

Second-Generation McLaren Super Series Ups The Game

Ferrari has its Challenge Series, Lamborghini the Super Trofeo, and McLaren has the Super Series. These are all one-make racing series for the well-healed, beautiful people racers out there. You go and plunk down a lot of money, “The Boys From Woking” give you a shiny, new, race-prepped 675LT, and you get to play Fernando Alonso for several weekends a year.

The factory takes care of the support.

Racing & Reminiscing

Look, I like McLaren, I really do. When I was a kid, Bruce McLaren was one of the racers at the top of the pyramid. Him and fellow Kiwi Denny Hulme we so dominant in the Can-Am, people took to calling it “The Bruce & Denny Show.” Then Bruce died in a testing accident. His company carried on, fielding winning cars at Indy, and garnering world titles for the likes of Emerson Fittipaldi and James Hunt.

Then they sort of started to wallow, and along came Ron Dennis and his Project Four racing organization to the rescue. I really appreciate what Ron did as team principle. McLaren, under his leadership, could take on the form of an unstoppable juggernaut. And he was bright enough to hire guys like Gordon Murray and Ayrton Senna.

But great googlie mooglie, he’s an uptight guy. I mean even by British standards he was wound tighter than a window shade spring. He made Roger Penske look like Bootsie Collins and Frank Williams seem like Flavor Flav. His drivers would win from far back in the pack, his cars would utterly dominate, and he’d barely crack a smile. He sucked all the joy out of his team’s accomplishments and, consequently, extracted all the pleasure for the fans too.

But Ron’s gone now. Shuffled out of the corporation he helped shape and build in some sort of ugly internecine palace coup d’état. So in my book, it’s okay to like McLaren again! Which of course makes their Super Series all the more interesting.

“Super Series is the core of the McLaren business and personifies the blend of extreme performance, crafted luxury, and unparalleled driver involvement that is the McLaren heartland,” explained McLaren Automotive CEO, Mike Flewitt. “This is the first time we have replaced a product family and the new Super Series will be absolutely true to McLaren’s pioneering spirit in being a revolutionary leap forwards, both for our brand and the supercar segment.” Photo: McLaren Automotive.

Power & Performance

First off, we have got to come up with a better name. Super Series? Really?

Although, the cars are pretty durn interesting. They run race-prepped 675LTs, track versions of the company’s supercar, and although McLaren curiously withholds complete engine specifications, they do provide some performance numbers, and yow!, these things can scoot.

Zero to 200km (124mph) takes a measly 7.8 seconds and the standing quarter mile comes up in a shockingly short 10.3 seconds. I’ve seen racing motorcycles go slower than that. The engine is a new 4.0-liter plant with a new exhaust system, tuned to provide a soundtrack to match the performance. If, for some reason, that’s not enough noise for you, there’s an available sports exhaust option for “more aural excitement.”

“Power, torque, and throttle response are all significantly enhanced compared to the first-generation Super Series, yet with fuel efficiency and emissions also notably improved,” commented Haydn Baker, McLaren Super Series Vehicle Line Director.

The new M840T engine is fitted with ultra-low inertia, twin-scroll turbochargers. Spooling up more rapidly than previous designs, they deliver reduced turbo lag and quicker throttle response, meaning the days of “mash it, count to 3, and you better be pointing in the right direction” are far in the past.

If you’re the kind of track rat that likes to brag about your car – and at this level, a lot of these people do – there’s all these extra-trick bits that McLaren has thrown into the mix. There’s “automatic engine bay illumination as part of the welcome sequence on vehicle unlocking,” which means when you unlock the doors, lights on the engine bay turn on. Why? Well besides being an insufferable hole that likes stuff like that, it also shows off the cast-aluminum air intake plenum with the McLaren Speedmark logo.

So there’s that.

The second-generation McLaren Super Series will make its public debut on March 7th at the 87th Geneva International Motor Show. More details and the complete performance specifications will be released at that time.

Tony Borroz has spent his entire life racing antique and sports cars. He means well, even if he has a bias towards lighter, agile cars rather than big engine muscle cars or family sedans.

Photos & Source: McLaren Automotive

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Ford Invests $200 Million Into New Wind Tunnel Complex

Ford Invests $200 Million Into New Wind Tunnel Complex

“$200 Million,” you might ask? “Isn’t that a lot for a big pipe with a fan on one end?” Yes, yes it is, but look, wind tunnels are amazingly complex machines. I’ve been involved with more than a few over my life, from low speed jobs to hypersonic models that take weeks to prep and two seconds to fire off.

They’re like flat reference planes or micrometers. You invest a lot of money in them, and I mean a lot of money, because you can measure stuff down to the beat of a hummingbird’s wing.

Hot Then Cold

The new tunnel will feature a rolling road set up with an environmental simulation facility. Air speeds can be dialed from nothing up to 200 mph, and the advanced climatic chamber can go from 104 degrees to minus 40 degrees Fahrenheit.

That’s equivalent of going from the Sahara to the Arctic.

Airflow & Aerodynamics

The rolling road is an important, complex, and expensive part of any current, state of the art wind tunnel facility. Essentially the test vehicle sits not on a section of immovable metal, but on a moving conveyor belt-like affair that simulates passing over a road surface. I know, this seems like a lot of overkill, but it allows you to simulate what is going on with wheel/tire rotation and how it effects airflow around and, most importantly, under the body of the vehicle.

Road vehicle aerodynamics come down to two big areas: making the airflow work for you (i.e. producing downforce) or punching a smaller, cleaner hole in the air. So, if you can move down the highway cleaner, and your truck gets one more mile per gallon, so what? Well, assume for a minute you’re managing a fleet of delivery vehicles, and it’s time to buy new trucks. If Ford can get you 1 MPG better, and you drive each truck around 200,000 miles a year, and you are going to buy, oh, let’s say fifty trucks . . . you can see where these numbers are going, no?

Specific Construction

Ford is being so precise that their new tunnel will sport not just one, but five moving belts. Each wheel gets its own belt and the huge fifth belt runs down the center of the vehicle. Airflow around the entire vehicle can be dialed up to 155 mph, and if you want to switch to a single belt (all of this stuff can be swapped around like a giant Lego set) you can reach speeds of up to 200 mph.

Why? Why go that fast when you’re dinking around with trucks and sedans and stuff?

Ford says it “opens up a new breed of testing for high-speed performance and racing vehicles,” to which I say cough-Ford GT Le Mans program-cough.

“This new wind tunnel facility will not only allow us to test our performance and racing vehicle line-up but will also enable us to share innovations across all our global Ford products,” said Dave Pericak, Ford Performance Global Director.

The new wind tunnel will enable Ford engineers to validate vehicle designs at a higher level. Hence, we get more fuel efficient cars and trucks and Ford gets better race cars. Everyone wins. Construction on the new 13 acre wind tunnel complex starts this year at Ford’s current Drivability Test Facility in Allen Park, Michigan.

Tony Borroz has spent his entire life racing antique and sports cars. He means well, even if he has a bias towards lighter, agile cars rather than big engine muscle cars or family sedans.

Photo & Source: Ford Motor Company

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Honda confirms production Civic Type-R at Geneva

Honda confirms production Civic Type-R at Geneva

Honda’s hotly-anticipated production Civic Type-R heads to Geneva before it arrives on US shores.

What’s going on?

We’re nearing the world-renowned Geneva Auto Show. Taking advantage of the spotlight, Honda officially confirmed the launch of the first production Civic Type R at this year’s exhibition.

Honda fans and hot hatch lovers rejoiced over the return of the fastest production Civic to come from the company. The near-production concept first arrived in Paris with Honda promising that changes to the full production model were minimal.

Excited? We are too, and here’s what we’re expecting.

The production Type R gets Honda’s latest 2.0L VTEC turbocharged four-banger, marking the Type R’s first-ever departure from natural aspiration. Production begins this summer at a specially tailored assembly plant in the UK for export to Europe, Japan, and “other global markets.” We assume the US is one of them.

Official power figures haven’t been released yet. Predictions place horsepower ratings close, if not over the 300 mark.

Those details will likely surface closer to the launch event in Geneva.

– By: Chris Chin

Source: Honda

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Meet the fastest and most powerful front-engined Ferrari ever, the 812 Superfast

Meet the fastest and most powerful front-engined Ferrari ever, the 812 Superfast

Yes, it’s actually named the Ferrari 812 Superfast and hardly needs explanation.

What’s going on?

Ferrari’s flagship GT V12 sports coupe is getting its replacement. What was once the F12 Berlinetta now becomes the 812 Superfast, the fastest, most powerful Ferrari ever built. Like the F12, the 812 continues the big-bodied, V12-powered grand tourer recipe with rear wheel drive. Further more, the V12 avoids the use of forced induction, meaning it’s naturally aspirated.

The use of forced induction, such as turbocharging on the latest 488 GTO, has purists disappointed. Although Ferrari used turbocharging in the past, they largely relied on naturally-aspirated engines to complete the experience. Thus, the 812 Superfast is a bit of a refresh when measured against the automaker’s recent influx of turbocharged models.

So, how fast is it?

Well, to get straight to the point, the 812 Superfast sports the same F12Tdf’s 6.3L V12. But it’s been reworked to serve up 789 horsepower and 530 pound-feet of torque. To compare, the outgoing F12Tdf made 769hp and 520 lb-ft of twist. That means the 812 makes the same amount of power as the LaFerrari. Except, the 812 Superfast doesn’t utilize an additional electric motor like the LaFerrari, making the 812’s V12 the most powerful production Ferrari engine ever. A newly revised in-house seven-speed dual-clutch transmission featuring revised gearing channels the power to the rear wheels.

The result is a 0-62 time of just 2.9 seconds and a top speed of 211 miles per hour. On paper, it’s clear the 812 will live up to its name.

Why didn’t they call it something more interesting, like Superfast in Italian?

That’s a bit of a problem because Lamborghini already has that covered, with the Aventador SV, or Superveloce, which is what Superfast is in Italian.

What else is new about it?

Here’s where some of the new stuff gets questionable. Ferrari announced that the 812 Superfast is the first model to undergo a switch over to electric-assisted power steering, versus the previous dependency on old-fashioned hydraulics. Like the changeover to turbocharging, the use of electric power steering worries purists. EPS systems still struggle to compare well to hydraulic-assist in performance applications in terms of feel and natural progression. With the 812, there’s a risk the steering could have less feel, less natural progression and weighting, and a less-accurate on-center tactility.

And like the F12Tdf, the 812 comes with Ferrari’s latest Virtual Short Wheelbase four-wheel steering.

Deep down, you can tell the 812 Superfast is technically a heavily revised F12Tdf as structurally, the car shares the same overall shape and key design cues. To compliment the new looks, extra power, and new name, the interior gets a complete makeover as well.

When will it come out?

The new Ferrari 812 Superfast is scheduled to make its debut at the Geneva Motor Show next month. It also marks Ferrari’s 70th year in existence.

Pricing?

A lot. Enough to buy a nice house in many places of the world.

– By: Chris Chin

 

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