Automotive: October 2019

Autonomous Cars: Future Mobility & Market Growth

Autonomous Cars: Future Mobility & Market Growth

Perhaps we have failed to realize just how far along some technologies are. Vehicles that drive themselves are a good example, and may be on the road in large numbers by 2020. It’s unbelievable that experiments have been conducted with regard to cars and automation since at least the 1920s. Although recently, the automobile industry has seen tremendous growth in the designing of driverless cars.
The successful trials, contests, and launching of autonomous cars are proven evidence that this concept is no longer an imagination.
Types of Autonomous Vehicles
As per the global autonomous market, vehicles will be segmented according to automation level: Driver Assistance, Partial Automation, Conditional Automation, High Automation, and Full Automation. Applications include everything from passenger cars, public transport, industrial vehicles, and agricultural machines.
Benefits of Autonomous Vehicles
The benefits are numerous and include increased safety, reduced stress, easier parking, better fuel efficiency and pollution control, and a decrease in traffic jams. Furthermore, proponents believe there will be a significant reduction in traffic collisions and resulting injuries, as the majority of accidents are caused due to human errors.
Autonomous cars can even offer mobility for elderly and disabled persons.
Global Market
If we examine geographically, the first major areas that will accommodate autonomous cars will be North America, Latin America, Western Europe, Eastern Europe, Asia Pacific, Japan, Middle East, and Africa. That means an ample amount of self-driving cars will be on the world’s roads before long and represent a tremendous growth in the autonomous vehicle market.
Leading Manufactures
The first self-sufficient cars appeared with Carnegie Mellon University’s Navlab and ALV projects in 1984, and Mercedes-Benz and Bundeswehr University’s Eureka Prometheus Project in 1987. Since then, numerous companies have developed working prototypes, including Nissan, General Motors, Fiat Chrysler Automobiles, Ford, Audi, Volvo, Google and many more.
Below is an Infographic from Get Off Road, showing the history of and relevant data relating to autonomous cars. The infographic also includes the challenges involved in engineering an autonomous car, the technology behind the vehicles, and how DARPA has been involved in testing driverless cars.
Toby Dean works on behalf of Get Off Road in content creation and marketing. Over the past 7 years, he has worked with dozens of SME’s in both an agency and freelance capacity.

Cover Photo: Ford Motor Company

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2017 Jeep Compass Aims To Satisfy All SUV Drivers

2017 Jeep Compass Aims To Satisfy All SUV Drivers

Boy is Jeep proud of its 2017 Jeep Compass. The superlatives from the press office are flying thick and fast, and really, who can blame them. Jeep, after all, did invent the entire idea of the Sport Utility Vehicle.
Still, the press release headline is hysterically over written: “An All-new Global Compact SUV Delivering Unsurpassed 4×4 Capability, World-class On-road Driving Dynamics, Advanced Fuel-efficient Powertrains, and Premium Styling.”
Yes, the Jeep Compass is solid, but don’t try and over-sell it before we even get to find out why it’s such a good little off-roader.
Road Warrior
For example, there’s the Compass’ 4×4 drive system. Jeep says it’s the “most advanced,” and why doubt them? The 2017 Compass comes with two drive modes to choose from: Jeep Active Drive and Jeep Active Drive Low. This is the proverbial high/low gearing mix that actually allows you to go off road, rather than just thinking you can go off road. A crossover looks like you can tackle a rock filled defile, a Jeep can actually drive up there – and usually with ease.
Jeep says the Compass’ “small wide 4×4 architecture” merges best-in-class abilities with exceptional on-road driving dynamics. Which is, again, a nice way of saying that even though this guy looks pretty square from above, it actually drives okay on highways and pavement in general.
The upper body structure and frame were engineered as a single unit for a stiffer and more mass-efficient design. 65 percent of the vehicle is high-strength steel, which maximizes vehicle dynamics, crash performance, and efficiency. Photo: FCA US LLC.
Styling & Design
On the outside, it still looks like the Jeeps of old. It’s one of those designs, like the Porsche 911, that worked well from the outset and became iconic seemingly overnight, so Jeep would be very foolish to mess with it. And with the 2017 Compass, Jeep didn’t mess with it much, but they did add an open-air, dual-pane sunroof.
It’s a nice touch – works on giving you that top down feeling, but helps you keep civilized on inclement days.
The inside is highlighted by what Jeep calls “sculptured forms,” which is a nice way of saying they don’t just glue gauges onto any piece of sheet metal they find handy. And speaking of, the inside is replete with high-quality materials and state-of-the-art technology. So far gone are the days of bare metal dashes and door panels, un-insulated interiors, and Spartan driving conditions.
Safety and security were paramount in the development of the all-new 2017 Jeep Compass, which offers more than 70 available active and passive safety and security features. Photo: FCA US LLC.
Powertrain & Fuel Economy
Powertrain wise, there are 17 fuel-efficient options to choose from, but that’s worldwide – some of those are not available in the home market. The North American models do get the 2.4-liter Tigershark engine, which is a rather charmingly named throwback to days when cars had features like the Firedome and Go-Devil and stuff like that. The Tigershark plant gives you over 30 miles per gallon, which is pretty impressive considering these things have the aerodynamics of the crate they’re shipped in, and weigh a lot more than you’d expect.
The Jeep Compass also has an engine stop-start (ESS) system, so that gives you increased fuel efficiency as well.
Jeep says the Compass gets best-in-class 4×4 highway fuel economy with the Tigershark Multiair Engine, paired with the six-speed manual transmission. Speaking of transmissions, the available three are pretty impressive. Probably the most remarkable is the class-exclusive nine-speed automatic transmission for 4×4 models. There is this growing trend of auto-boxes with more and more ratios, but it’s quite interesting to see them turning up in a Jeep. Other options include a six-speed automatic for 4×2 models, and a six-speed manual for 4×2 variants.
Obviously the manual gearbox will be the one chosen by serious off-roaders. It has a 6.68 ratio spread and a 4.438 final-drive ratio for fuel efficiency at faster speeds; a first-gear launch ratio of 18.4:1 means the 2017 Jeep Compass will deliver quick acceleration.
Efficiency and refinement also are hallmarks of FCA‘s 16-valve, 2.4-liter Tigershark I-4 engine with the MultiAir2 electro-hydraulic, fully variable valve-actuation system. The engine produces 180 horsepower and 175 lb-ft. of torque. Photo: FCA US LLC.

World Class
And, since this is 2017, and not 1947, the Jeep Compass comes with all sorts of tech goodies. The Uconnect system is already into its fourth-generation and includes Apple CarPlay, Android Auto, and the choice of a 5.0-, 7.0- or 8.4-inch touchscreen with pinch-and-zoom capability. It’s nice to have the options, but it still strikes me as rather odd. Why choose one over the other? Why not just get the biggest one you can?
Another interesting aspect to the Jeep Compass – you can’t really call it a feature – is how it will be manufactured in four different countries, making it sort of a world vehicle, in a way. Jeep builds the things in Brazil, China, Mexico, and India, and sells them in more than 100 countries.
The 2017 Jeep Compass comes in four different trim configurations: Sport, Latitude, Limited, and Trailhawk and should be in your local dealer showrooms as you read this.
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.
2017 Jeep Compass Gallery

Photos & Source: FCA US LLC

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Ford GT Competition Shed Pounds, Adds Performance

Ford GT Competition Shed Pounds, Adds Performance

Ford has decided to up the stakes of its already high performance GT by droping weight, and tweaking some of the performance goodies here and there. And, as we all know, less weight is always a good thing. Always, always, always, always.
Always.
Look, in case you’re new to the game, or just don’t get the concept, let me ask you a question: How many fat jockeys do you see riding in the Kentucky Derby? Exactly. If you want your horse, or, in the case of the gearhead, your car to be faster, make it lighter.
To wit, Ford is heading down this path to make its GT even better.
Racing Blood
After a resounding win at this year’s Rolex 24 Hour race at Daytona, Ford decided to hang around the Florida beach town and show off the new, ultra-lightweight Ford GT Competition Series for North America. As the name implies, it’s intended for track and racing use, which is fine, but also rather a pity. My personal preference is that I like to see track cars also roaming around the streets, but that’s just me.
Ford says the GT Competition Series is the “ultimate production car” for track fans, and it does this (be ultimate) by removing weight higher up in the vehicle and, therefore, moves the center of gravity lower down, getting it closer to the track for even better road-holding. They also point out the “duh, obvious” benefit of reducing weight in maximizing the car’s 647 horsepower engine.
“The Ford GT has racing in its blood,” said Raj Nair, Ford Executive Vice President, Global Product Development, and Chief Technical Officer. “The Competition Series was developed with the most hardcore track enthusiasts in mind, providing a tailored set of lightweight features and unique livery to match.”
And really, I’m not going to argue with him on any of that.
Photo: Ford Motor Company.
Gravity & Glass
As an example, look no further than the rear deck lid. It now sports an innovative, lightweight, and race-inspired Perspex acrylic engine hatch cover with manual latch and carbon fiber prop rod. This reduces the weight near the roof and shifts the balance of the weight lower in the car. Perspex is the same stuff they use in fighter plane canopies, and, although it scratches easier (a down side to every day road use) it is much, much lighter than glass. Besides, it’s the same stuff they use in fighter planes, how cool is that? The manual latches do away with all the cabling and interior pulls, saving a few pounds, as does the carbon fiber prop rod.
The “glass” between the driver and the engine compartment, which is known as bulkhead glass, is now made of reduced thickness Gorilla Glass. Gorilla Glass is the same stuff that’s on the face of an iPhone/iPad and is already very light and pretty darn tough. As rolled out in the Ford GT Competition, it’s about half as thick when compared to other models.
Photo: Ford Motor Company.
Dressed For Success
Ford has not, thankfully, monkeyed with any of the existing performance features on the GT. The FIA-certified steel roll cage and active aerodynamic system are still there, mercifully. Items not vital to performance are eliminated. So, gone to the parts shelves are the air conditioning, the radio, the stowage bins, and the cupholders. The cupholders Martha! See what Ford is willing to sacrifice?
The Competition Series also features, as standard, previously available weight-reducing optional equipment. Carbon fiber wheels (hubba), and titanium lug nuts (hubba-hubba), and a titanium exhaust (hubba-hubba-hubba) are standard.
Carbon fiber? Oh yeah, lots of it.
Photo: Ford Motor Company.

Carbon Covered
The GT Competition Series gets a unique gloss carbon fiber stripe, carbon fiber mirror caps and A-pillars, and exposed carbon fiber lower body trim with a matching gloss finish. The interior matches the lightweight intentions of the car, but it keeps the same driver-oriented elements of other models, such as the F1-styled steering wheel and its functional controls. There is Ebony Alcantara suede on the seats, instrument panel, and headliner, which is pretty and lighter than leather, but also a pain to maintain.
There’s exposed carbon fiber on the console, registers, and door sills. The shift paddles are anodized red (which is pretty boss) as is the instrument panel badge. There’s a unique center console plate and steering wheel fascia in place of the deleted infotainment controls and screen. The Competition Series comes in six colors: Shadow Black, Frozen White, Ingot Silver, Liquid Blue, Liquid Grey, and Triple Yellow.
No word on price and availability, but the proverbial “a lot and not many” will most likely apply.
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.
Ford GT Competition Gallery

Photos & Source: Ford Motor Company

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2019 Cadillac CT6 V-Sport: A New Species Emerges

2019 Cadillac CT6 V-Sport: A New Species Emerges Cadillac has unveiled the 2019 CT6 V-Sport, the first-ever V-Performance version of its top sedan. The new CT6 V-Sport actually coincides with an ongoing makeover of the entire CT6 lineup; said makeover will usher in the design cues first seen on the Escala Concept. With the new CT6 V-Sport, Cadillac is definitely swinging for the fences.
“The CT6 V-Sport was developed for driving enthusiasts who want the best of both worlds: a high-performance sports sedan and a luxury car with all the comforts and technology that come with it,” said Lyndon Lie, CT6 Chief Engineer.
Power & Performance
The CT6 V-Sport is not the car you want to make angry at a stop light. Under the hood is a new 4.2-liter Twin Turbo V8, Cadillac’s first engine of this kind in its history. It’s described as a “clean-sheet design” in a performance-oriented and mass-efficient package. This is best seen in what Cadillac refers to as the “hot V” residing at the center of the engine. The setup is another first for Cadillac.
The configuration transposes the conventional layout of the cylinder heads’ intake and exhaust systems, with the turbochargers mounted at the top of the engine, or “in the valley between the heads.” This, according to Cadillac, cuts turbo lag and reduces the engine’s overall packaging size. There are a lot of things one could say about the CT6 V-Sport but the engine is one of the car’s strongest character traits.
“It is the centerpiece of the new CT6 V-Sport, an engaging sport sedan infused with the DNA of Cadillac’s world-renowned and championship-winning motorsports program,” explained Cadillac President Johan de Nysschen. “Cadillac V-Sport is the embodiment of our passion to deliver an exhilarating driving experience without compromises.”
Horsepower is estimated at or around the 550 range, with torque coming in at about 630 lb-ft. A mechanically-controlled limited-slip rear differential increases traction and performance, especially while on the track.
“With its lightweight architecture, an all-new Cadillac Twin Turbo V8, coupled with the tightened suspension and revised AWD torque split, we’ve enhanced the CT6 to be well-balanced and capable in all conditions,” Lie added.
Photo: Cadillac.
Transmission Tech
The new engine is matched with a 10-speed automatic transmission (10L90 Hydra-Matic). The 7.39 overall gear ratio spread enhances off-the-line performance but lowers engine speeds on the highway for efficiency. Narrow steps between the gear ratios help create maximum power at nearly any speed.
Ride & Handling
Cadillac didn’t give many details but expect an enhanced variation of GM’s evergreen Magnetic Ride Control. The steering has been “re-mapped” for more dynamic feedback, while an Active Rear Steer feature was added. There is also a list of “track-focused” stability controls, although Cadillac did not elaborate as to what they were. The V-Sport is modified with “specific suspension tuning” for improved roll control and cornering capability. Cadillac again did not elaborate, unfortunately.
19-inch Brembo brakes were developed specifically for the CT6, complete with performance linings and air deflectors that direct air to cool the brakes during aggressive driving.
Photo: Cadillac.
Connectivity & Technology
V-Sport aside, CT6 buyers can expect a lot (and we mean a lot) of in-vehicle tech. Cadillac’s in-car system reacts similar to a smartphone, so getting onto it should be relatively easy. The system’s central display is a 10-inch diagonal interface and can be updated over time to meet a customer’s connectivity needs, should they change. It leverages the cloud and an available 4G LTE connection to enable a number of personalized infotainment choices like navigation or news. The rear-seat infotainment system even has media inputs through USB, HDMI, or Wi-Fi connections to a phone.
Other tech features for the CT6 include the Rear Camera Mirror which has zoom and tilt functions, and a Surround Vision Recorder that provides 360 degrees of recording when the security system is activated. Naturally, the Cadillac CT6 has a wide range of driver aids like Front Pedestrian Braking, Rear Pedestrian Detection, and Night Vision.
Pricing & Availability
Cadillac has not disclosed either, just that the CT6 V-Sport is coming for the 2019 model year. The vehicle will be built at Detroit-Hamtramck Assembly in Hamtramck, Michigan.
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.
2019 Cadillac CT6 V-Sport Gallery

Photos & Source: Cadillac.

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Inside The 2019 Toyota Corolla Hatchback

Inside The 2019 Toyota Corolla Hatchback Hot hatch fever is going around and Toyota has caught the bug! Meet the 2019 Corolla Hatchback in advance of its debut at the upcoming New York International Auto Show. Toyota says the Corolla Hatchback has “flair extraordinaire” and indeed that seems to be the case, especially in that bright blue. The new Corolla Hatchback has Apple CarPlay and Amazon Alexa connectivity, a revised sport-tuned suspension, and a host of advanced safety features.
Platform & Architecture
The 2019 Corolla Hatchback resides on the automaker’s TNGA C platform, also referred to as Toyota’s New Global Architecture. The compact structure employs a mixture of adhesives, spot welding, and additional bracing to boost fuel economy and on-road stability. The platform makes use of aluminum and high- and ultra-high tensile strength steels, improving torsional rigidity by 60 percent when compared to its predecessor, the Corolla iM. Likewise, the new hatchback is lower by an inch, wider by 1.2 inches, and longer by 1.5 inches.
Toyota uses a number of sound-absorbing materials, sealants, foams, resonator ribs, and silencers to reduce unwanted cabin noise. The actual hatch is made from Toyota’s Super Olefin Polymer and Acrylonitrile Butadiene Styrene – both materials are lightweight to help with fuel efficiency. The hatch was moved 14 degrees forward for a more sporty look.
Photo: Toyota Motor Sales, U.S.A., Inc.
Power & Performance
The new Corolla Hatchback should be a responsive little machine with its 2.0-liter Dynamic-Force inline four engine. Complete with direct injection, it’s smaller and lighter than the 1.8-liter it replaces. A more rigid crank case with an integrated stiffener, a lighter resin cylinder head, and a ribbed oil pan further reduce unwanted noise and vibrations.
The engine, known in Toyota-speak as M20A-FKS, has the automaker’s latest D-4S fuel-injection technology. The system uses high-pressure direct-injection and low-pressure Port Fuel Injection, and can adapt the injection cycle based on driving conditions so ideal combustion is always achieved. The engine also features Dual VVT-i (Variable Valve Timing-intelligence) on the exhaust side and VVT-iE (Variable Valve Timing-intelligence by Electric motor) on the intake side. VVT-iE uses an electric motor instead of oil pressure to control the variable valve timing. Together, the systems enhance power output and fuel mileage, but cut emissions.
Although horsepower and torque figures are forthcoming, Toyota put a laundry list of work into the new engine. For example, the valve nip angle has been enlarged and the stroke is longer. Toyota says these changes, along with laser clad valve seats, provide higher compression and air intake volumes. Similarly, the pistons with their rounded top surface and slanted side walls reduce knocking and friction, but keep compression high. Toyota also notes the high-strength steel connecting rods, lighter timing chain, and how each cylinder receives three separate oil jets.
Photo: Toyota Motor Sales, U.S.A., Inc.
Transmission Tech
Like the engine, the Dynamic-Shift CVT received an extensive amount of work. It emulates a 10-speed, has a sport mode and paddle shifters, and comes with a slick feature known as a “launch gear.” Toyota says this helps in lower gear ratios where belt efficiency is typically poor in a CVT. Essentially, the transmission utilizes something called “gear drive” for stronger acceleration from a stop. The belt angle was narrowed and the pulley diameters reduced, creating 20 percent quicker shifts.
Drivers can also opt for a six-speed manual gearbox with downshift rev-matching control.
Ride & Handling
The car’s front MacPherson setup has been tweaked – i.e. updated bound stopper clearance and stabilizer locations – while other modifications include a revised coil spring rate and damping force. At the rear are updated shock absorbers and springs, and like the front, the geometry is slightly modified. Lower arm locations have moved for improved toe-in angles at higher speeds, and the shock absorbers have moved forward for better cargo capacity.
Toyota also took measures to reduce friction (by 40 percent) in all the sliding parts.
Photo: Toyota Motor Sales, U.S.A., Inc.
In-Car Technology
A high-resolution, eight-inch multimedia touchscreen houses the vehicle settings, audio controls, navigation, smartphone functions, and the Entune 3.0 apps. The premium Entune package adds an eight-speaker, 800-watt JBL stereo with Clari-Fi, voice recognition, navigation, and various search and connect features. The JBL stereo is really cool with its A-Pillar mounted tweeters and 6.7-inch door subwoofers. Wireless phone charging is a nice added bonus.
The second generation of Toyota Safety Sense is also standard.
In Person & Availability
The 2019 Toyota Corolla Hatchback will arrive this summer with the pricing information due in the near future. Expect to see it, in the meantime, at the 2018 New York International Auto Show, which opens to the public on Friday, March 30th.
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.
2019 Toyota Corolla Hatchback Gallery

Photos & Source: Toyota Motor Sales, U.S.A., Inc.

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Ford & Mahindra To Develop SUVs, Electric Vehicles & Connected Car Technologies

Ford & Mahindra To Develop SUVs, Electric Vehicles & Connected Car Technologies Ford Motor Company and the Mahindra Group have signed five agreements to develop new SUVs and small electric vehicles. Ford and Mahindra announced their strategic partnership in September of 2017, saying both companies were focusing on mobility programs, connected vehicle initiatives, and electrification strategies. The partnership will also explore sourcing and commercial efficiencies, and product development in general. Ford hopes to gain traction in India as well, an emerging automotive market.
“Ford is committed to offering the best vehicles, technologies, and services that fit the lifestyles and preferences of Indian consumers,” said Jim Farley, Ford Executive Vice President and President of Global Markets.
Joint Development Plans

Under these latest initiatives, Mahindra and Ford will co-develop a midsize SUV both companies can sell independently as separate brands. The forthcoming SUV will be built on a Mahindra platform but both will explore sharing powertrain portfolios. The two companies will also examine the possibility of developing a compact SUV and an electric vehicle, along with a range of connected car technologies.
“Listening to our customers and incorporating their future needs is the core premise of this collaboration,” Farley added. “With utility vehicles and electrification as key focus areas, we are glad to see the progress our two companies have made.”
Ford EcoSport, Goa, India. Photo: Ford Motor Company.
Continued Expansion
Overall, the strategic alliance will leverage Ford’s global reach and Mahindra’s scale in India. Ford entered India in 1995 and remains one of the country’s largest exporters. India is also the second-largest Ford employee base globally, with more than 14,000 working across the Ford India or Global Business Services operations in New Delhi, Chennai, and Coimbator. Likewise, Mahindra has lead the utility vehicles segment in India for seven decades. The Mumbai-based manufacturer owns a majority stake in the Ssangyong Motor Company in Korea, and has invested in ridesharing platforms in the United States.
“Both teams are working together on joint development areas in keeping with industry requirements and leveraging mutual strengths,” explained Dr. Pawan Goenka, Managing Director, Mahindra and Mahindra Ltd. “We are excited about the synergies unveiled through this collaboration and the potential opportunities it will bring.”
The Automoblog Staff contributed to this report and can be reached anytime.
Photos & Source: Ford Motor Company, Mahindra.

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Second Generation McLaren Super Series: Boy Can It Stop

Second Generation McLaren Super Series: Boy Can It Stop

With the Geneva Motor Show fast approaching, McLaren is gearing up for the roll out of the next generation of their Super Series. The one make series for well-healed racers is notable for a number of reasons, but have you seen how quick these things can stop?
Years ago, I was hanging out in the paddock at the Vancouver IndyCar race, talking with one of the sponsorship guys from Player’s Racing. Up walked the wife of one the honored guests, and she asked a very cogent question: “What’s the best thing that an IndyCar can do?”
Without missing a beat he said, “you have to remember that the fastest thing a race car can do is stop.”
Infinity And Beyond
It seems kind of counter-intuitive, but it’s actually true. If you’ve even gotten a ride around a track in a race car, or even better still, driven one yourself, especially a formula car, you know the braking forces are literally mind boggling. IndyCars can pull in excess of 4 Gs when they’re really on the binders. That’s enough to slide you forward in your seat against the already-tight harness, for your eyeballs to distend and start to come out of your sockets, and for your consciousness to gray-out.
I wasn’t kidding when I said “literally mind boggling.”
Road cars, even high performance ones, are not nearly this capable, but are still pretty impressive enough. This is just the feature McLaren is touting about with regard to the stopping capabilities of the new Super Series.
Raw Mechanics
The cars of the McLaren Super Series can do zero to 200km/h (124 mph) in 7.8 seconds, which is impressive enough. But if you stand on the binders, these things can brake to a standstill in just 4.6 seconds and 117 meters (about 384 feet). That is a full six meters less than the McLaren 650S supercar, nearly 20 feet shorter and almost on par with the McLaren P1 hypercar. And the P1 has to use all these gizmos like flaps and hybrid-regen braking and the like. The Super Series cars do it the old fashion way: Raw mechanics.
“As well as delivering the outstanding driver involvement and enjoyment for which the brand is renowned, McLaren’s new supercar will also excel in everyday driving,” explained Chris Goodwin, McLaren Automotive Chief Test Driver. “The extreme performance and dynamic prowess of the second-generation Super Series, honed by testing at the limits and beyond, provides the perfect foundation for it to be the most complete supercar across the full range of use.”
Okay yes, the guy is obviously biased, and yes, he is trying to make the people that sign his checks look good, but still, these things are very impressive. McLaren put out a short film showing Goodwin himself flogging the car like a rented mule, and it does look very capable – and fun. It must be a total hoot to have a car like this and a track all to yourself. The footage can be viewed below.
Photo: McLaren Automotive.

Brake Pedals & Papaya Orange
All this stopping aptitude comes down to lighter, stiffer brake calipers (most likely of a mono-block design) carbon-ceramic discs as standard (natch), and optimized brake pedal feel and modulation at the limit. Those last two will be key elements in delivering all the stopping power. Being able to hold your braking right at the limit of lock-up, and being able to modulate that is a real godsend.
McLaren also gives deserved credit to the new, bespoke Pirelli P Zero Corsa tires (which McLaren spells tyre, cause they’re quaint and British and are probably having tea and biscuits (i.e. cookies) as you read this). The new Pirelli skins are said to give a six percent improvement in mechanical grip compared to the McLaren 650S.
Finally, I have to give a big round of applause to McLaren for one of the nicest touches I’ve seen lately in a piece of corporate media. All of the main titles and such in their press releases are in a Papaya Orange font. Some people mistakenly refer to this color as “McLaren Orange” but they are wrong. The shade is properly referred to as “Papaya Orange” which is Bruce McLaren’s favorite color, and the color of all of his racing cars from back in the 60s.
Papaya Orange. Know it. Love it. Live it.
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 & Video: McLaren Automotive

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2018 Porsche Panamera Sport Turismo: Kinda Ugly But Really Powerful

2018 Porsche Panamera Sport Turismo: Kinda Ugly But Really Powerful

I know, pointing out that Porsche’s Panamera is as homely as a mud fence is kind of a cheap shot, and one that has been taken by almost anyone who has seen the car. But really, why split hairs over aesthetics when you see the performance numbers?
Porsche will be rolling out the 2018 Panamera Turbo S E-Hybrid at the upcoming Geneva Motor Show, but all the pre-release docs point out that this is the most powerful Panamera ever.
Performance & Efficiency
The 2018 Panamera Turbo S E-Hybrid, which is a plug-in hybrid, by the way, is the flagship of the Panamera line. The powertrain pairs the 4.0-liter V8 engine from the Panamera Turbo with an electric motor for a prodigious combined power output of 680 horsepower and 626 lb-ft. of torque. Porsche, with nary a hint of irony nor humility says that “only the limited production 918 Spyder has ever had more power.”
That little remark must really sit well with 911 and Cayman owners. Of course, that is offset by the fact that the Panamera is neither light, nor exactly nimble. So no one in a 911 should feel threatened.
Despite that power-to-weight trade off, the Panamera Turbo S E-Hybrid is anything but slow. 0 to 60 mph comes up in 3.2 seconds and Porsche’s big sedan tops out at 192 mph. And since this is a hybrid, the efficiency figures are pretty impressive as well, with the average fuel consumption at 2.9 liters per 100 kilometers, which works out to 81.11 mpg. The Panamera hybrid can drive on fully electric power for up to 50 kilometers, which is around 30 miles. More than enough for shorter trips to get groceries and the like.
The new Panamera Turbo S E-Hybrid employs a boost strategy derived from the knee-weakening 918 Spyder to help attain those performance figures. The drivetrain combines a 136 horsepower electric motor with a 550 horsepower twin-turbo V8 engine to provide the motive. There’s this gizmo called a decoupler that’s part of the Porsche hybrid module. The decoupler, triggered electromechanically, ensures responsive shifting between the engine and the electric motor.
Like all other Panamera models, the transmission is a quick-shifting, eight-speed dual-clutch box. This would be a further utilization of Porsche’s famed PDK transmission (or Doppelkupplung, which is hysterically funny to try and pronounce without sounding like a Muppet). Everything gets sent through the standard active all-wheel drive system with Porsche Traction Management.
Photo: Porsche Cars North America, Inc.
Battery & Charging
The electric motor itself, usually a rather boring piece of kit, is powered via a liquid-cooled lithium-ion battery with an energy capacity of 14.1 kWh. So, that’s pretty fine that you need a radiator for the car’s battery, if you ask me. Yes, yes, I know, charging. The next biggest bug-a-boo on any sort of EV or plug-in hybrid, after range concerns, is charging times and schemes. The Panamera’s high-voltage battery takes 12 hours to fully charge via a common 120 volt, 10 amp connection, which is what you have in the walls of your typical American home.
No, this is not very fast, but, you don’t need to drag some guy from the IBEW out to your house to install a 220 volt line. Really, when you’re dealing with that much juice, leave it to a pro, okay?
You do have the option of getting a 7.2 kW on-board charger instead of the standard 3.6 kW unit. This drops the time to less than three hours with a 240 volt, 40 amp connection. Yes, you have to monkey with your house wiring, or, more prudently pay someone to do it for you, but if you can plunk down the cash for a Porsche, you can afford this.
The charging process can be easily managed using a timer via Porsche Communication Management, or through the Porsche Connect app for smartphones. Photo: Porsche Cars North America, Inc.

Abundant Tech
With that much golly-gee-willikers tech in the drivetrain, it’s unsurprising to find the rest of the car just as slathered with high tech goodness. There’s a 12.3-inch touchscreen for dealing with the Porsche Communication Management system with integrated navigation, and smartphone incorporation via Apple CarPlay. Air suspension? That comes standard. Porsche Ceramic Composite Brakes, check. Porsche Dynamic Chassis Control Sport including Porsche Torque Vectoring Plus, check and check.
Power Steering Plus and Sport Chrono Package? Of course sir or madam. Auxiliary air-conditioning, adaptive aerodynamic elements, and a three-chamber air suspension including Porsche Active Suspension Management are also standard. The Executive version, that’s the one with the longer wheelbase, is equipped with rear axle steering, 8-way power rear seats (with comfort head rests), and 4-zone climate control.
Cost? A lot. Like condo in suburban Seattle a lot. The 2018 Panamera Turbo S E-Hybrid will run $184,400 USD, and the Panamera Turbo S E-Hybrid Executive will start at $194,800 USD.
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: Porsche Cars North America, Inc.

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Cee’s Black & White Photo Challenge: Cars, Trucks, or Motorcycles

This week’s Cee’s Black and White Photo Challenge (CB&W) topic is Cars, Trucks, or Motorcycles. You vehicles this week can be vintage or right off the assembly line. They can be rusty and crusty and found somewhere in the an old barn or in the woods. They can be extra shiny and prime for show. […]

via Cee’s Black & White Photo Challenge: Cars, Trucks, or Motorcycles — Cee's Photography http://carsecret.atspace.eu/blog/cees-black-white-photo-challenge-cars-trucks-or-motorcycles/

Ford Proposing Cars That Are Virtual Personal Assistants

Ford Proposing Cars That Are Virtual Personal Assistants

According to Ford, by 2022 nearly all new cars are expected to offer voice recognition, and future systems may evolve to interpret tone of voice and facial expressions. This will come as a surprise to people who drive Ariel Atoms and Lotus 7s, and as no surprise to anyone who thinks it’s over-reach at best, and a bad idea in general.
Look, Ford’s in-car connectivity system SYNC 3 works really well. It already has voice control and integrates with Apple CarPlay and Android Auto. Soon we will be able to use Amazon’s virtual assistant Alexa as part of SYNC.
That’s all fine and good, I guess. What is not good is this:
Keep It Simple Stupid
According to Ford subcontractor Nuance, within the next two years, voice control systems could prompt us with: “Would you like to order flowers for your mom for Mothers’ Day?” “Shall I choose a less congested but slower route home?” And “you’re running low on your favorite chocolate and your favorite store has some in stock. Want to stop by and pick some up?”
No. No I would not. You know what I would like to do: Drive. Look. I’m not a Luddite. I like technology. But I am also opposed to any technology being added to a car that makes driving it harder or more complicated.
Adding stuff like this to a car is solving problems that do not exist, and overlooking problems that are already there. It rather reminds me of the time when someone pointed out to Triumph that people weren’t buying their cars because they were scared of them being unreliable. Triumph’s answer: Make them easier to work on. Triumph thought the problem was solved. The market thought otherwise.
The answer to traffic is not to figure out that you’re upset by it and sing you a happy tune, it’s to make less traffic. And believe it or not, singing you a happy song is just what Nuance would like to do.
“We’re well on the road to developing the empathetic car which might tell you a joke to cheer you up, offer advice when you need it, remind you of birthdays, and keep you alert on a long drive,” said Fatima Vital, Senior Director of Marketing Automotive for Nuance Communications.
Ford brings the industry’s first in-car Alexa integration with SYNC 3 AppLink. Alexa provides the ability to command and operate internet-enabled functions such as lighting, security systems, garage doors, and other Alexa smart home devices. Available home-to-car features allow electric vehicle owners to start and stop their engine, lock and unlock doors, and monitor vehicle readings, including fuel level and battery range. Photo: Sam VarnHagen.
Facial Recognition, Mood Interpretation
Why they thought this was an answer, and to what problem is beyond me. What we do know is that Nuance helped Ford develop voice recognition for the SYNC in-car connectivity system, so Ford seems to listen to these people, which does not fill one with confidence. Ford predicts that future in-car systems like SYNC will evolve into personal assistants that can shuffle appointments and order take-out food when drivers are stuck in traffic jams.
No. Seriously.
Ford and Nuance think the cars of tomorrow will be able to pick up on tiny changes in our facial expression, as well as modulations and inflections in our speaking voice, easing the driving experience.
Yeah, just what I want. Some idiot blows through a red light, I nearly hit him, the car picks up on “tiny changes in my facial expression and modulations and inflections in my speaking voice,” i.e. I turn red in the face and start screaming at another driver’s inattentive behavior that nearly cost me my life, so the car decides to play “The Piña Colada Song” to calm me down. Yeah, bad idea.
In the future, our vehicles may be able to read our facial expressions and respond. Photo: Ford Motor Company.

Silence & Sneezes
Ford and Nuance say that advanced in-car systems equipped with sophisticated microphones and cameras could “learn which songs we like to hear when we are stressed and those occasions we prefer to simply enjoy silence.” The car could even change the interior lighting to complement our mood.
I don’t even know where to start with that mind bogglingly misdirected urge.
“Voice commands like ‘I’m hungry’ to find a restaurant and ‘I need coffee’ have already brought SYNC 3 into personal assistant territory,” said Mareike Sauer, Voice Control Engineer, Connectivity Application Team, Ford of Europe.
Hey Mareike, what will my car-of-the-future do when I lose it over the knuckle-dragging reprobate in front of me, fiddling with their voice recognition in-car assistant and driving 25 miles an hour under the speed limit? What if I demand that my car play Black Flag at maximum volume and order that it deploy The Hadron Enforcer on said knuckle-dragger?
It gets even goofier. Ford says future gesture and eye control would enable drivers to answer calls by nodding their head, or with short twisting motions, adjust the volume, or set the navigation with a quick glance at their destination on a map. They said nothing about what would happen if someone has a sneezing fit in the middle of allergy season or a total freak out over noticing a bee flying around in their car.
Want to give me a better car? Give me a car that looks like a Ferrari, goes like a cheetah, and costs like a Miata. Leave the digital minions in the hands of Apple or Google or Bill Gates.
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.

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2017 Honda CR-V: Product & Performance Overview

2017 Honda CR-V: Product & Performance Overview

The 2017 Honda CR-V is really about good things getting better. It’s one of America’s best-selling SUVs, with lots of features and performance attributes to match. Now in its fifth generation, the 2017 Honda CR-V has more cargo space, new interior refinements, and increased levels of connectivity and comfort.
The CR-V’s new body architecture provides benefits as well, from ride and handling to steering response.
Nearly 4 million CR-Vs have been sold in the United States over the last 20 years. If you are considering one, here is a breakdown of the 2017 Honda CR-V.
Exterior Design
The focus was a more aggressive stance, characterized by the combined appearances of the front end, fenders, and headlights. Honda also wanted to achieve a sophisticated and athletic presence, as seen in things like the longer wheel base and short rear overhang.
Honda even took the hood into consideration and the dual exhaust is a nice touch too.
Although, the 2017 Honda CR-V is more than a pretty face – it’s functional and efficient. With the automaker’s first Active Shutter Grille system, aerodynamic drag is reduced to increase fuel efficiency. The A-pillars are narrower to increase visibility. At the rear, the tailgate will open and close by simply waving your foot under the vehicle (optional).
Photo: Honda North America.
Interior Finish
Honda wanted to set a new standard here as they focused on refinement, utility, and premium features. The new soft-touch instrument panel, seat stitching, and color TFT driver information interface are prime examples. Other creature comforts include a remote start, dual-zone climate controls, heated side mirrors, and dual rear USB charging ports.
In the way of comfort, the front passenger seat has a 4-way power adjustment while the driver’s seat has an 8-way power adjustment and 4-way power lumbar support.
The 2017 Honda CR-V is well connected with a 7-inch touchscreen Display Audio interface. The Android operating system has an available Honda Satellite-Linked Navigation System, developed in partnership with Garmin. Smartphones are easily integrated through Apple CarPlay and Android Auto.
Cargo Space
There is plenty of room for everything from groceries and pets to people and sports equipment. Since the 2017 Honda CR-V has a winder stance and longer wheelbase, interior room has increased nicely. When compared to the previous model, total interior volume is up 1.8 cubic feet. This includes an increase in rear seat legroom by 2.1 inches, while total cargo length, with the second-row seats folded flat, increased by 9.8 inches.
A new 60/40 split rear seat design should make it easy to get passengers and cargo in and out.

Photo: Honda North America.

Engine Specs & Fuel Economy
Honda invested a significant amount of time here, focusing on responsiveness, fuel economy, and overall performance. The 2017 Honda CR-V offers two engines, both of which are pretty solid. The CR-V LX trims are powered by a 2.4-liter DOHC direct-injected i-VTEC engine with Variable Timing Control. The higher trims feature CR-V’s first turbocharged engine, a 1.5-liter DOHC, Direct-Injected in-line 4-cylinder with dual Valve Timing Control.
The first engine, the 2.4-liter, creates 184 horsepower and 180 lb-ft. of torque. Fuel economy is EPA rated at 26/32 city/highway and 27 combined with front-wheel drive. All-wheel drive, by comparison, is rated at 25/31 city/highway and 27 combined.
The second engine, the 1.5-liter turbo, comes in at 190 horsepower and 179 lb-ft. of torque. At first glance, the numbers seem pretty close (and they are) but the advantage for the second engine is where the torque is available: 2,000 to 5,000 rpm here as opposed to 3,900 rpm with the 2.4-liter.
Fuel economy ratings on the turbo engine are a bit better too: 28/34 city/highway and 30 combined with front-wheel drive and 27/33 city/highway and 29 with all-wheel drive.
Try not to stress too much here. If you are looking at the 2017 Honda CR-V seriously, pick the one that fits your budget. Either engine will be satisfactory. Both are paired to a continuously variable transmission (CVT) with Honda G-Shift control logic.
Last big item here is Honda’s Real Time AWD system, which will provide additional footing in bad weather. The 2017 Honda CR-V sees a significant increase, through this system, in maximum rear-wheel torque output. Finally, new electronic controls will provide better traction, regardless of the weather.
Photo: Honda North America.
Chassis & Suspension
To increase things like handling and ground clearance, a front MacPherson strut and a new rear multi-link suspension were employed. There are specially tuned low-friction dampers, while tubular front and solid rear stabilizer bars provide more response when turning and driving through corners.
The dual-pinion, variable ratio Electric Power Steering is essential here too, providing the driver with a strong sense of control. This will make maneuvering the vehicle through packed city streets, congested parking lots, or rush hour traffic relatively easy.
Safety & Security
One of the things we feel quite strongly about is Honda’s next-generation Advanced Compatibility Engineering (ACE) body structure. We are convinced it is one of the best designs on the market to keep you and your family safe. Essentially, ACE is a very strong, very stable front frame structure that provides protection in a frontal collision. The design disperses crash energy away from occupants (you and your family) by diverting that energy to upper and lower structural elements of the vehicle.
The 2017 Honda CR-V is targeting the highest available safety ratings, including an NCAP 5-star Overall Vehicle Score from the NHTSA and a TOP SAFETY PICK+ rating from the IIHS, including a SUPERIOR rating for frontal crash prevention when equipped with Honda Sensing.
Photo: Honda North America.
Development & Manufacturing
Honda offices in the United States and Japan worked together when developing the 2017 CR-V. The vehicle will be produced in North America at three different facilities: East Liberty, Ohio, Alliston, Ontario, Canada, and, for the first time, Greensburg, Indiana. Engines for the new CR-V will be manufactured in Anna, Ohio and in Alliston, Ontario, while the CVT will be produced in Russells Point, Ohio.
In essence, the 2017 Honda CR-V came to fruition through the collective efforts of the automaker’s various teams worldwide. The vehicle is on sale now with a starting MSRP of $24,045 USD.
Carl Anthony is Managing Editor of Automoblog and resides in Detroit, Michigan.
2017 Honda CR-V Gallery

Photos & Source: Honda North America

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2018 Camaro ZL1 1LE: Hang On, This Thing Is Fast

2018 Camaro ZL1 1LE: Hang On, This Thing Is Fast

As luck would have it (more to do with my lifelong addiction to racing) this past weekend was the Daytona 500. Driving the pace car was Jeff Gordon, fresh off his win (I thought he was retired) at the 24 Hours of Daytona. The car he was driving was a 2018 Camaro ZL1 1LE.
At one point he said, while pacing the field, cool as a cucumber, “y’know, this thing can top out right around 200 miles an’ hour.”
That’s all I needed to hear.
Running With The Pack
Now, I am not that much of a NASCAR fan. But this was the Daytona 500, so why not? However, I am enough of a fan of the stockers to know that at Daytona (and at Talladega etc.) a stock car tops out in the mid-190s, brushing up against 200. Yes, yes, I know. This is a restrictor plate track, and yes, I know they could go considerably faster if you pulled the plates and just let ’em run. Go ask Brian France why that’s the state of things, I’m not going to get into it here.
Anyway, Gordon’s statement of, “y’know, this thing can top out right around 200 miles an’ hour,” was clearly meant to be interpreted as “y’know, if I don’t pull into the pits, I bet I could hold these guys off for a lap or two!”
No, that’s not just my wishful thinking. The huge grin on Jeff Gordon’s face when he said it tells you it was fact.
Heavy Hitting
Now, the General will tell you the new ZL1 1LE is all about being a curve swallowing, straight-munching track machine – and make no mistake, it is – but c’mon, how much fun would this thing be on Woodward Avenue on a warm spring night? That smug yuppie jerk that’s been pacing you for the past three or four lights? This would wipe that conceited grin off his face like a chalkboard eraser.
Basically, the Bowtie Boys show us this is going to be one quick mofo.
For starters, the new ZL1 1LE was 3 seconds faster than the standard ZL1 Coupe around General Motors’ Milford Road Course. At 2.9-miles, that’s more than a second per mile quicker than the next quickest Camaro Chevy offers. That is a big gap.
How, might you ask, does Chevy make a Camaro this fast? Well, my busted-knuckle, greasy-nailed gearheads, they did it by working four main elements like Ali on a heavy bag: Aerodynamics, adjustable suspension, wheels and tires, and weight loss.
Photo: Chevrolet.
Aerodynamics & Suspension
Aero-wise there’s a bunch of new bits and pieces sprinkled onto the car. There’s a carbon fiber rear wing (and yes, it actually produces downforce and was finessed in a wind tunnel) and up front there are specific air deflectors and dive planes on the nose. Bottom line: grip is up, and cornering speeds are way up.
The adjustable suspension showcases racing-derived, lightweight dampers (front and rear) a with Multimatic DSSV (Dynamic Suspension Spool Valve) system. Yes, that’s a bunch of corp-speak, but what it gives the 1LE is excellent wheel and vehicle control. These front dampers can adjust the front-end ride height while the camber plates are also adjustable. The rear stabilizer bar? You get three adjustments there, and all of the suspension components are designed for quick changes at the track for “optimal performance and a quick return to street settings when the track day ends.”
Or, you know, you can just leave it on the track set up because that’s how you roll.
Tire Tech
The 1LE rides on new, lightweight forged aluminum wheels that are an inch wider but, curiously, are an inch smaller in diameter, front and rear, than the standard ZL1 wheels. Your guess is as good as mine, but I’m betting on better sidewall control and an obviously larger contact patch. The wheels are swathed in new Goodyear Eagle F1 Supercar 3R tires. Chevy says this is good enough to deliver a max lateral grip of 1.10g, which is really impressive. The new Goodyear skins were created solely for the Camaro ZL1 1LE. The 3R tires warm up faster, so as to stop you from embarrassing your self on the first corner of the first lap.
The new wheel-and-tire package weighs about 1.5 pounds less per corner.
Speaking of lighter weight, the lighter wheels and dampers, along with reduced thickness in the rear glass, and a fixed-back rear seat drop 60-pounds off the curb weight of a standard ZL1 Coupe. Look, lighter weight is always a laudable goal in performance oriented cars, but 60 pounds ain’t all that much, and Camaros, although relatively lighter, will never be mistaken for something Colin Chapman would make.
Photo: Chevrolet.

Engine & Braking
Besides, given the engine this thing has under the hood, weight issues aren’t really issues. In the case of the Camaro ZL1 1LE, said plant is a 650 horsepower, supercharged LT4 engine hooked up to a six-speed manual transmission with Active Rev Match.
Hence the big grin on Jeff Gordon’s face.
Stopping is down to Brembo brakes, with red calipers with the 1LE logo, because why not add a little bit of flash?
Other standard features comprise of dual-zone automatic climate control, Bose premium audio system, heated/ventilated front seats, and a heated steering wheel, because even though this is a track-focused car, this is not a track-only car. Only complete hair-shirt screwballs would insist on a factory car stripped of carpet and sound deadening and back seats and stipulate side windows made of Lexan.
But there’s no need to get into my personal kinks, this is all about the 1LE.
The 2018 Camaro ZL1 1LE goes on sale later this year and pricing will be announced closer to 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: Chevrolet

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2017 Mazda CX-9 Signature AWD Review

2017 Mazda CX-9 Signature AWD Review

The 2017 Mazda CX-9 offers up three-row seating, abundant features, and plenty of safety tech for growing families. But it’s the driving dynamics that set this family hauler apart from the seven-passenger SUV segment. In the top Signature trim, the CX-9 is exploring new territory, and that puts it up there with some of the luxury brands.
It’s the most luxurious in this class.
We recently drove the 2017 Mazda CX-9 Signature trim with all-wheel drive.
What’s New For 2017
Not much has changed except for the Mazda CX-9 Touring trim now comes standard with Smart City Brake Support. On the Signature trim, it comes standard as well.
Features & Options
The top-of-the line 2017 Mazda CX-9 Signature AWD ($44,315) comes standard with plenty of features for families. It has 20-inch alloy wheels, automatic LED headlights, tri-zone automatic climate control, leather-wrapped steering wheel and shifter, 60/40-split folding second-row seats, 50/50-split folding third-row seats, and a rearview camera.
It also comes with heated mirrors, a power lift gate with adjustable height stops, keyless ignition and entry, an auto-dimming rearview mirror, blind-spot monitoring with rear cross-traffic alert, low-speed emergency braking (Smart City Brake Support), heated front seats, premium leather upholstery, an eight-way power-adjustable driver’s seat (four-way front passenger seat), an 8-inch infotainment display, and two USB ports in the second-row center armrest.
Other features include LED fog lights, automatic wipers, roof rails, a sunroof, and adaptive cruise control.
Safety tech includes lane keeping assist, rear parking sensors, upgraded frontal collision warning and mitigation systems, and a heads-up display. Driver-seat memory functions, retractable sunshades for the middle-row seats, aluminum interior trim, and additional interior lighting are also included. Navigation, a 12-speaker Bose premium audio system, and satellite radio are standard; the Signature variant also adds exterior LED accent lighting and rosewood interior trim.
Total MSRP including destination: $45,855.

Interior Highlights
Comfortable and upscale are the two best words to describe the cabin of the XC-9 Signature trim. This top-trim makes liberal use of plush materials on the inside that we usually see in premium luxury vehicles. The fit and finish is tight, and the quality of materials are the best in this three-row crossover class. The CX-9 feels larger than it looks on the outside, and there’s plenty of room for taller adults.
The front seats are extra comfy and they won’t leave you tired at the end of the day, as we found out on two longer trips to Colorado Springs this week. The interior is extra comfortable for those long commutes, and for taking the family on a trip to the mountains for a weekend ski trip. The second row will easily accommodate two adults, and the third row is ideal for kids. There are two complaints we have, however: The front and rear doors are relatively short and we found ourselves hitting our head when we got out. There’s no heated steering wheel, which is a surprise for this top trim.
The CX-9 will hold as much cargo as most families will need, although it’s less than competing SUVs and crossovers. The power liftgate made it easy to load the extra cargo we had this week.

Engine & Fuel Mileage Specs

The 2017 Mazda CX-9 is powered by a 2.5-liter turbocharged four-cylinder engine, producing 227 horsepower and a healthy 310 lb-ft. of torque. It sends power to all four wheels by way of a six-speed automatic transmission. All-wheel drive is standard on the Signature model.
EPA fuel mileage estimates are 20/26 city/highway and 23 combined mpg.
Driving Dynamics
We think the CX-9 drives much smaller than its actual size. It has Mazda’s sporty nature, which driving enthusiasts will appreciate. It’s nimble in city traffic and has a smooth, comfortable ride on the open highway. The cabin is especially quiet due to the raked body style with very little wind noise even at 75 mph.
On curvy mountain roads west of Denver this week, we experienced some body lean, but overall, the CX-9 powers around the tight curves with little effort. The 2.5-liter turbocharged engine has more power than you would think for an engine this size and will satisfy most drivers.
The CX-9 had no trouble passing slower traffic, even at altitude in the rarefied air near Evergreen, Colorado. We had no trouble accelerating quickly when merging – the 6-speed automatic transmission with Sport Mode is smooth and executes quick shifts when you need the extra boost. We had a heavy snow storm hit the west side of Denver that left us shut down for over an hour when they closed I-70. The all-wheel drive worked flawlessly and we had no trouble in the slick ice and snow that left others by the side of the road.
That said, we would characterize the CX-9 as one that gives the driver a feeling of confidence.
Conclusion
The 2017 Mazda CX-9 Signature AWD trim delivers a level of luxury often seen in more expensive brands. Those who need a three-row crossover for commuting or taking the family on a ski trip on snow-packed roads will find the CX-9 will meet their needs. It delivers an impressive degree of comfort thanks to a smooth ride, quiet cabin, and a stylish raked design.
For more information about the CX9’s different trim levels, visit this page here.
Denis Flierl has invested over 25 years in the automotive industry in a variety of roles. Follow his work on Twitter: @CarReviewGuy
2017 Mazda CX-9 Gallery

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2017 Mazda CX-9 Official Site
Photos: Mazda North American Operations

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