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http://carsecret.atspace.eu/blog/2019-aston-martin-vantage-2019-new/2019 Aston Martin Vantage 2019 New
2019 Ford Ranger SuperCrew Review: Good Enough But Far From Great
This week, we drove the 2019 Ford Ranger Lariat SuperCrew 4×4, which is the top trim.
Ford Ranger: What’s New For 2019?
The 2019 Ford Ranger is all-new, at least here in the U.S. market. It’s been called a baby F-150 and can be mistaken for its big brother – let’s just say, trucks these days (even midsize ones) are bigger than they used to be. Like the F-150, the Ranger features a high-strength steel frame and an EcoBoost engine. Available in either SuperCab or SuperCrew configuration, the Ranger has three familiar trim levels: XL, XLT, and Lariat.
Chrome and Sport Appearance packages are available, as is a new FX2 package.
2019 Ford Ranger FX2.
Features & Options: A Healthy Mix
Our 2019 Ford Ranger Lariat SuperCrew 4×4 ($38,385) came standard with front and rear parking sensors, foglights, a 110-volt power outlet, an extra USB port, keyless entry, remote locking tailgate, 4G Wi-Fi hotspot, and a six-speaker stereo. The top-trim Lariat also gets 18-inch alloy wheels; LED headlights and taillights; an LED cargo lamp; power-adjustable and heated front seats; leather upholstery; and dual-zone automatic climate control. Tech features include an eight-inch center touchscreen with Ford’s Sync 3 interface, along with Apple CarPlay and Android Auto.
It also comes with Ford’s Co-Pilot360 safety suite which brings lane keeping assist and blind-spot monitoring with rear cross-traffic alert.
This Lariat tester came with the optional technology package ($1,795); FX4 Off-Road package ($1,295); Sport Appearance package ($895); trailer package ($495); and spray-in bed liner ($495). Total MSRP, including destination: $44,960. By contrast, the 2019 Ford Ranger starts at $24,300.
2019 Ford Ranger.
Interior Highlights: Some Good, Some Not So Good
Our Lariat Ranger came with inconsistent build quality. For example, the leather seats and soft-touch materials are nice, but we think the Lariat has too much plastic for a top-trim model. The driver’s seat is nicely-positioned however, unlike the Toyota Tacoma that places the seat bases lower to the floor. We could find the perfect driving position in our Ranger with the eight-way power adjustments. Similarly, the telescoping steering wheel also offers a good range of adjustment. Legroom is excellent up front for taller drivers and there’s plenty of elbow and headroom.
There is a small bin to store your cell phone, and the automatic gear selector and pull-up parking brake handle are traditional. The Lariat touchscreen is larger (eight inches) and intuitive for the most part. The controls are generally easy to understand but there are too many small buttons on the climate control menu for our liking. With the advancements in the midsize truck segment today, the Ranger’s interior seems to run in the middle of the pack.
The SuperCrew offers a good amount of backseat space for adults and there won’t be any complaints on longer trips. The SuperCrew comes with a five-foot bed that may come in handy for weekend projects; but its short length and narrow width will limit what you can carry. You can opt for a longer six-foot box if needed.
2019 Ford Ranger interior layout.
2019 Ford Ranger: Engine & Fuel Mileage Specs
The 2019 Ford Ranger is powered by a 2.3-liter EcoBoost engine. The turbo four-cylinder creates 270 horsepower and 310 lb-ft. of torque; it’s paired with a 10-speed automatic transmission. When equipped with the tow package and a trailer brake controller, the 2019 Ranger’s max tow rating is 7,500 lbs. Max payload, when properly equipped, is 1,860 lbs.
EPA fuel mileage estimates come in at 20/24 city/highway and 22 combined mpg. Against the competition, the 2019 Ford Ranger comes out on top.
Driving Dynamics: Unsteady & Uneasy
The seats are comfortable, visibility is good, and the cabin is generally quiet, but we did experience a noticeable amount of sway as we hit uneven pavement. The Ranger’s suspension needs more damping and has a fair amount of unsteady bouncing that can make passengers feel uneasy as the cabin bobs back and forth. The 2019 Ranger does well on the open road if the road is flat and smooth. In the tight corners, the truck will track well but body roll is apparent.
The 2019 Ford Ranger features a double-wishbone suspension, monotube shocks, and parabolic rear leaf springs. Under a load, it’s probably ideal. However, on our test drive unloaded, we found ourselves being thrown around quite a bit by the bumps in the road.
Driving Dynamics: Silver Linings
The Ranger’s 2.3-liter EcoBoost engine has plenty of torque if you need to pull a small trailer. We tested the Ranger at altitude where you need a turbo engine because of the rarified air. The midsize pickup had plenty of “umph” to get us past slower traffic and up to highway speeds. We dropped the transmission into Sport mode for quicker shifts on the tight mountain roads near Denver and found it enjoyable.
The 10-speed automatic works well and did so for us in the mountains, never hunting for the right gear. This transmission contributes to the Ranger’s fuel efficiency, something we can attest to on our drive. With a maximum tow capacity of 7,500 lbs., the 2019 Ford Ranger can out-tow and out-haul its midsize competitors; a selling point if you do own a small trailer.
For off-road use, the available FX4 package makes it one of the best on the market. It adds off-road shocks, all-terrain tires, and a terrain-management system. We recommend the FX4 package for those who live where snow and ice is common. The added capability will provide peace of mind when old man winter strikes.
We recommend the FX4 package for the 2019 Ford Ranger.
Related: Does your new Ford have enough factory warranty to suit your driving needs?
Conclusion: Not The Best Thing Since Sliced Bread
We weren’t overly impressed with the 2019 Ford Ranger’s interior or suspension. We liked the feel of the engine and transmission, and the extra torque for pulling and towing at altitude. The Ranger also offers the latest safety and connectivity technology. However, the new Ranger is far from a slam dunk in a midsize truck market bristling with strong competition.
Denis Flierl has invested over 25 years in the automotive industry in a variety of roles. All of his firsthand reviews are archived on our test drives page. Follow Denis on Twitter: @CarReviewGuy
2019 Ford Ranger Gallery
Photos: Ford Motor Company. (Additional trim levels shown).
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http://carsecret.atspace.eu/blog/2019-ford-ranger-supercrew-review-good-enough-but-far-from-great/2020 Porsche Taycan: Inside The Four-Door, Fully-Electric 911
It has dual-electric motors and an 800-volt electrical architecture.
Porsche will offer the Taycan in two trims with different power outputs.
Folks, the 2020 Porsche Taycan is finally here. The Taycan is a number of firsts for Porsche. It’s the first-ever electric vehicle from the Stuttgart-based automaker, and it’s the first EV to come with an 800-volt architecture. It’s also notable for the clever two-speed transmission, which we will discuss in a moment. The Taycan is also the record-holder as the fastest four-door, all-electric sports car around the Nürburgring Nordschleife.
It did it in seven minutes and 42 seconds.
But alas! Elon Musk announced on Twitter the Tesla Model S will make an appearance at the Nürburgring next week, which is right smack in the middle of the 2019 Frankfurt Motor Show – an international car fest dominated by popular German brands like Mercedes-Benz, Audi, and yes, Porsche. Will the Tesla Model S beat the Taycan’s record, or will the Porsche finally lay claim to the mythical title of Tesla killer?
For now, let’s take a closer look at the 2020 Porsche Taycan, which is essentially a four-door electric 911.
Proprietary 800-Volt Architecture
I’m not big on electric jargon, nor am I pretending to know a lot about the inner workings of an EV. But I know the Taycan’s 800-volt architecture is unprecedented. It’s also a dominating factor for the Taycan, responsible for the longer range, higher efficiency, and overall performance. You may know the Taycan managed to sprint from zero to 200 mph repetitively? It did so without any degradation from the electric motors and battery pack, and the 800-volt architecture has a lot to do with that.
You see, other electric cars are running less than half the voltage – in particular, the 375-volt system in the Tesla Model S. In the Taycan, a higher voltage means lower current, which also equates to less heat generated by the motors and battery. It also means less weight since the vehicle comes with lighter and thinner wires that take up less space.
And since the whole electrical system produces less heat, it allows the motors and battery to deliver consistent power outputs without losing a beat. The 800-volt system also means faster charging times without overheating the 93.4 kWh battery pack. In fact, it only takes around 22 minutes to charge the battery to 80 percent using a 270 kW DC fast charger. Meanwhile, it takes 6 to 8 hours to fully charge using the standard 11 kW charger.
2020 Porsche Taycan. Photo: Porsche Cars North America, Inc.
Ingenious Two-Speed Automatic Transmission
This feature is one of the most unique about the 2020 Porsche Taycan. Frankly, we’re surprised Tesla didn’t come out with this first, and we’re constantly blabbering on why electric vehicles only come with a single-speed transmission. It only makes sense to have more than a single gear in a torquey EV, and Porsche seems to know this all too well.
The two-speed gearbox is specifically-developed by Porsche for the Taycan EV. The entire unit is mounted on the rear axle. With two electric motors in the front and rear, the Taycan is an all-wheel drive electric sports car, but it’s not a full-time system constantly spinning all four wheels. When you’re not pushing it to the limit, the Taycan is using second gear with power coming exclusively from the front wheels.
However, in Sport or Sport Plus mode, first gear is engaged during acceleration to deliver maximum thrills with all four wheels burning the tarmac. First gear remains until 50 mph and switches to a taller second gear to maximize the range and top speed.
The 2020 Taycan is the first fully-electric vehicle from Porsche. Photo: Porsche Cars North America, Inc.
Porsche Taycan Styling: 911 Meets Panamera
And then we get to what is conceivably the most important factor of all: the way it looks. The Taycan pretty much resembles the 911, especially when viewed from the front. But as you gaze towards the sides and rear, it borrows certain styling cues from the four-door Panamera. Then again, the Taycan sits lower to the ground and is shorter than the Panamera. Think of it as a stretched 911 with four doors and you won’t be far off.
Truthfully, we weren’t blown away by the Porsche Taycan’s styling. I don’t know about the rest of the team here at Automoblog, but I personally think the Taycan is a bit underwhelming in terms of style points. Maybe it’s because I’m all too familiar with the Mission E concept car, or maybe I’m expecting the Taycan to differ greatly from the concept first seen at the 2015 Frankfurt Motor Show.
The interior is a different story altogether. You can get five touchscreens in a full-spec Taycan, and you also get the 911’s steering wheel as an added bonus. You sit low in the Taycan like in the 911, which contributes greatly to the vehicle’s sporting appeal.
2020 Porsche Taycan interior layout. Photo: Porsche Cars North America, Inc.
Porsche Taycan Production Specs
Porsche is peddling the Taycan in Turbo and Turbo S trim. No, there are no actual turbos in the Taycan, but who are we to judge? Both cars have two electric motors. The Taycan Turbo has a maximum output of 670 horsepower and 626 lb-ft. of torque. The Turbo has a range between 237 and 280 miles. Meanwhile, the Turbo S is good for 750 horsepower and 774 lb-ft. of torque. The Turbo S achieves 241 to 256 miles of range. Both have a top speed of 161 mph, and both have the 800-volt architecture and rear-mounted, two-speed transmission.
Related: Porsche versus the S&P: Can this classic sports car top the stock market?
As you can see, even the base Taycan is powerful enough to outrun most sports cars. The Taycan Turbo rushes from zero to 60 mph in three seconds while the Turbo S is faster yet at 2.6 seconds. For all these impressive numbers, we can’t help but wonder if all this is enough to outpace the Tesla Model S Performance version. The Tesla scampers to 60 mph in 2.4 seconds and has a range of 345 miles.
Photo: Porsche Cars North America, Inc.
2020 Porsche Taycan: Pricing & Availability
Unfortunately, all the marvelous features in the Porsche Taycan won’t come cheap. The Taycan Turbo starts at $150,900 while the Turbo S comes in at $185,000. While the Turbo S undercuts the Panamera Turbo S E-Hybrid, Tesla’s Model S Performance is less than $100,000 and is presumably faster and more “ludicrous” in the real world.
However, the Model S is a proper sport-luxury touring car, while Porsche is designating the Taycan as a true four-door electric sports car. We’ll find out soon enough which is which.
Alvin Reyes is the Associate Editor of Automoblog. He studied civil aviation, aeronautics, and accountancy in his younger years and is still very much smitten to his former Lancer GSR and Galant SS. He also likes fried chicken, music, and herbal medicine.
2020 Porsche Taycan Gallery
Photos & Source: Porsche Cars North America, Inc.
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http://carsecret.atspace.eu/blog/2020-porsche-taycan-inside-the-four-door-fully-electric-911/2019 Hyundai Santa Fe: The Most Amazing Girl In School
Except I don’t ever get the courage to ask her out.
Friend Zone
This describes my relationship with the Hyundai Santa Fe. Despite my work in the automotive industry, I’ve never driven one. Never even been close. Never even been a passenger in one. I have simply marveled from afar, even going to Hyundai dealerships after they are closed to look at them. I realize this is nuts. I like a lot of vehicles – it’s a side effect of this profession – but the Santa Fe just really stands out to me.
Power & Performance
The most amazing girl in school just become more so with a new diesel engine in the mix for 2019. In total, the new Santa Fe will offer three engines: a 2.4-liter inline four-cylinder with 185 horsepower, or a turbocharged 2.0-liter four-cylinder with 235 horsepower (estimated). The 2.2-liter diesel option definitely comes from left field, but it’s a welcome surprise with 190 horsepower (3,800 rpm) and 322 lb-ft. of torque between 1,750 – 2,500 rpm. Hyundai says the torque figure is an estimation for now, but that’s still a healthy amount.
All engines are mated to a Hyundai-designed eight-speed automatic, a lighter more efficient transmission replacing the outgoing six-speed. With the extra ratio range, expert better acceleration and improved fuel economy. Among the most interesting features is a multi-disc and individually controlled hydraulic channel torque converter, said to improve responsiveness. Further, the oil pump was downsized and double ball bearings added to minimize friction loss.
The 2019 Hyundai Santa Fe comes in both front and all-wheel drive. It’s your choice.
Photo: Hyundai Motor America.
Walk Around
I admit my bias here, but a quick glance at the new Santa Fe proves just how easy it is on the eyes. Up front is Hyundai’s signature Cascading Grille, followed by a “Composite Light” design which consists of LED daytime running lamps. Hyundai says (and I laughed a bit even) the “wide stance and athletic body makes a statement from 100 feet away.” Well, yes, true but if I personally owned a Santa Fe I would never want to be a 100 feet away from it.
Again, admitting my bias – I will focus – back to our walk around.
Looking at the side, what is most noticeable is the character line that arches from the headlights to the taillights. The outside mirrors are mounted lower and further rearward and the A-pillars have decreased in size. Diamond-cut 19-inch wheels are available for a little extra flare – not exactly necessary for a family vehicle, but still nice to have.
Photo: Hyundai Motor America.
Family Features
Here is where Hyundai really dials in, providing a number of updates and luxury touches inside. The premium treatments include a layered, three-dimensional instrument panel, contrasting seat stitching, and an aircraft-inspired heads-up display. Convenience-wise, the center screen was tilted specifically to reduce glare, the window switches and grab handles were moved forward for more elbow room, and the height and length of the center armrest grew.
The area between the first and second rows was enlarged while the floor was slightly lowered – these design changes allow for less clutter and more legroom. Total interior volume, if you opt for the third row, is 150.7 cubic feet. Incidentally, the long wheelbase three-row version is renamed “Santa Fe XL” for 2019.
Safety is always a priority for families and the Hyundai Smart Sense package should provide peace of mind. The system includes a number of advanced safety and driver-assist systems like forward collision warning, blind spot detection, lane keeping assist, and rear cross traffic/collision avoidance.
Photo: Hyundai Motor America.
Pricing & Availability
Expect the 2019 Santa Fe at Hyundai dealerships this summer with pricing announced closer to that time. In the meantime, it’s on display at the New York International Auto Show, now through April 8th at the Jacob Javits Convention Center. With sales of more than 1.5 million units, the Santa Fe is Hyundai’s best-selling SUV in the United States.
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.
Photos & Source: Hyundai Motor America.
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http://carsecret.atspace.eu/blog/2019-hyundai-santa-fe-the-most-amazing-girl-in-school/Maserati Levante Trofeo: Not Your “Normal” SUV. Not Even Close.
“It’s proof that when you play with the elements you end up in a storm,” explained Tim Kuniskis, Chief Executive Officer, Maserati. “In the case of the Trofeo, the engineers and designers in Modena knew the driveline parameters were more than able to cope with additional power, and they also knew that Maserati had access to the finest engines on earth.”
Granted, it’s highly subjective (and infinitely debatable) at which automaker actually has the finest engines, but I understand where the passion is coming from. In fact, the Ghibli is one of my favorite cars. I absolutely adore it. I actually love all Italian cars, Maserati no exception. When I see a Maserati I get excited and the Levante Trofeo gets me excited – not Ghibli excited, but excited. Does Maserati have the finest engines on the planet? I don’t know. Maybe. But they do have, in the Levante Trofeo, one of the most powerful engines in the Italian manufacturer’s history.
Power & Performance
What we are discussing is the Levante Trofeo’s 3.8-liter Twin Turbo plant, developed in tandem with the Q4 Intelligent All-Wheel Drive System. The new engine brings with it new hardware: crankcase, crankshaft assembly, oil pump, auxiliary belt, and wiring layout – all new and enhanced in the interest of performance. The turbo flow was increased, the cylinder heads redesigned, and the pistons and connecting rods strengthened to help achieve maximum power. Even the hood is new with special vents to increase cooling.
Add it all up and the Levante Trofeo hits 62 mph in 3.9 seconds, with a top speed of 186. Between 2,250 and 5,000 rpm, a healthy 538 lb-ft. of torque is available with a max horsepower of 590. And like all Maserati gasoline engines, this latest creation is assembled by Ferrari in Maranello, Italy.
Photo: Maserati S.p.A.
Essential Foundations
The Levante Trofeo’s 50:50 weight balance, low center of gravity, and overall chassis design help handle the high power levels. The double-wishbone front and multi-link rear suspension went through extensive tuning in the interest of keeping the vehicle balanced further. Maserati’s Integrated Vehicle Control system is included for the first time in a Levante to increase stability and performance.
Walk Around
It’s easy to see how the Trofeo sits at the top-of-the-line for the Levante. The font is fashioned with Full Matrix LED headlights, a unique grille with double vertical bars, and a lower honeycomb fascia. Moving to the side, the painted brake calipers (they come in multiple colors) and 22-inch wheels really stand out, and the “Saetta” Trofeo logos are a nice touch. The wheels, by the way, come in both polished and matte finishes. Your choice.
Maserati makes note of the side air intakes defined by “two aerodynamic wings” for a sense of “further stability.” In a similar fashion, the Trofeo is fitted with carbon fiber side bezel blades and a carbon fiber splitter.
The seats have a full-grain “Pieno Fiore” natural leather, available in black, red, and tan, all with contrast stitching and a “Trofeo” logo on the headrests. Pieno Fiore is renowned for its natural feel and soft character – it’s ideally suited for a vehicle of this class. Music lovers will appreciate the standard 1,280-watt, 17-speaker Bowers & Wilkins sound system. I would recommend smooth jazz, but it’s your Levante, so it’s your pick on the music.
Photo: Maserati S.p.A.
Availability & In Person
Production begins this summer at Maserati’s plant in Mirafiori (Turin), Italy. The Levante Trofeo is initially intended for overseas export markets, including the United States and Canada. In the meantime, the Levante Trofeo Launch Edition can be seen at the New York International Auto Show, now through April 8th at the Jacob Javits Convention Center.
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.
Photos & Source: Maserati S.p.A.
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http://carsecret.atspace.eu/blog/maserati-levante-trofeo-not-your-normal-suv-not-even-close/2019 Lexus UX: At Home In Any Concrete Paradise
Solid Footing
The UX resides on a 103.9-inch wheelbase for a smooth, stable ride and lots of interior space. This, combined with the overall length of 177 inches and a tight turning radius, lets the UX easily fit into convenient, compact-only parking spots. The chassis is Lexus’ first use of the Global Architecture – Compact platform, which the company says is a rigid structure, with a low center of gravity for precise handling and ride comfort.
There are MacPherson struts up front and a double wishbone-type rear suspension, and both are specially tuned for a combination of “urban agility and comfort over well-worn streets.” Electric power steering is also along for the ride with a compact and rigid column assist for crisp, immediate response.
2019 Lexus UX on display at the 2018 New York International Auto Show.
Power & Performance
That new 2.0-liter inline four-cylinder engine delivers 168 horsepower to the front wheels, using multi-hole direct fuel injectors, a continuously variable capacity oil pump, and variable valve-timing on the intake side. The Direct Shift-CVT also debuts in the UX 200, adding a traditional gear set (beginning from a stop) to give the UX quicker, more linear acceleration off the line. The UX 250h hybrid, on the other hand, goes with an Atkinson Cycle version of the 2.0-liter that puts out 176 total system horsepower. It gets 38 combined mpg – not bad all around.
Sadly, if somewhat predictably, the UX 250h model is the only one with all-wheel drive. But hey, these things aren’t for surviving the zombie apocalypse, so you most likely won’t miss it. The UX 250h adds an electric motor to the rear axle; power is distributed between the front and rear axles and automatically optimized when accelerating, cornering, or driving on slippery surfaces. The eAWD control system is clever enough to improve stability by introducing drag (i.e. hitting the brakes on one corner) or adding power to help correct an over or understeer situation.
Photo: Toyota Motor Sales, U.S.A., Inc.
Predictive Insight
The Lexus UX 250h also comes with Predictive Efficient Drive, a system that analyzes driving habits along with road and traffic conditions to optimize charging and discharging of the battery. It’s a pretty trick, if somewhat creepy system, that uses accumulated knowledge about a driver’s behavior to predict when and where the vehicle is likely to slow down or stop. Tied in with the Predictive Efficient Drive system is the Predictive State of Charge control for the battery, a thingy that uses data from the navigation system to predict the optimal times for recharging it.
Connectivity & Security
And yes, since this is the year 2018 and the UX is aimed right at you urbane urban types, it is drowning in connected tech and safety features. There’s Amazon Alexa integration to see to all your music and media needs, read you a Kindle book, and control your swank smart home devices. On board safety features include the Lexus Safety System+, Lane Tracing Assist, Dynamic Radar Cruise Control, Automatic High Beams, and Road Sign Assist. The vehicle can even recognize pedestrians at night and detect cyclists.
Availability & In Person
When the UX goes on sale in December, there will be a new option for those of you that still want a car but do not want to purchase or lease. For the first time, the UX will be offered through a subscription service, which should appeal to a certain younger segment of potential buyers. In the meantime, it’s on display at the New York International Auto Show, now through April 8th at the Jacob Javits Convention Center.
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 Lexus UX Gallery
Photos & Source: Toyota Motor Sales, U.S.A., Inc.
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http://carsecret.atspace.eu/blog/2019-lexus-ux-at-home-in-any-concrete-paradise/2019 Ford Mustang Bullitt Ordering Now Open
“The new Bullitt will be every bit as cool and charismatic as the original ’68 Mustang,” said Corey Holter, Ford Car Group Marketing Manager. “Since its introduction earlier this year, Ford dealers have been fielding calls from customers wanting to know when they can order this unique piece of automotive history.”
Power & Performance
The new Mustang Bullitt features an open air intake, Shelby GT350 intake manifold, Brembo brakes, and a larger 87-millimeter throttle body. There are unique powertrain control module calibrations to help deliver the aforementioned 480 horsepower and 420 lb-ft. of torque. Top speed for the new McQueen machine is 163, an 8 mph increase versus the latest Mustang GT.
2019 Ford Mustang Bullitt. Photo: Ford Motor Company.
Colors & Treatments
Customers can choose between a Shadow Black or the more classic Dark Highland Green. There’s minimal badging inside and out, although the leather-trimmed interior features green accent stitching on the dashboard, door panels, center console, and seats.
Pricing & Availability
Those who opt not to order one won’t have to wait very long. The new Mustang Bullitt is expected at Ford dealerships this summer with a starting MSRP of $47,495.
The Automoblog Staff contributed to this report and can be reached anytime.
Photos & Source: Ford Motor Company.
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http://carsecret.atspace.eu/blog/2019-ford-mustang-bullitt-ordering-now-open/Lamborghini Huracán Peformante Spyder Comes To North America
The Huracán Peformante Spyder made its North American debut during an intimate media unveiling in the heart of New York City. I was not there since I was both busy, and now almost completely feel that New York is trying to kill me, but that’s neither here nor there.
Light & Aerodynamic
What I have gathered though is that, by and large, the design, technology, and performance features found on the Huracán Performante are found in the Spyder in the same amounts. In other words, the Spyder is just as mean and nasty and fast as its tin-top brother, but with the added party trick of a lightweight, electro-hydraulic roof that opens in just 17 seconds. And you can drop that top up to speeds of 30 mph which is so boss.
The Performante Spyder is 77 lbs. lighter than its Spyder sister, thanks to the exclusive use of Lamborghini’s Forged Composite Structure and, with the top up, it still maintains the aerodynamic slipperiness of the coupé.
The Performante Spyder also comes with the Aerodinamica Lamborghini Attiva system. This is a trick bit of active aero that varies the load for either high down force or low drag, as well as facilitating aero vectoring in high-speed cornering situations. All of this adds up to outstanding driving dynamics both on the track and road.
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
The Huracán Performante Spyder also gets an enhanced suspension, recalibrated ESC stability control, a more responsive Lamborghini Dynamic Steering system, and a permanent four-wheel drive layout for maximized traction in all situations. There is even a revised ANIMA . . . yeah, they really call it that. “ANIMA” is a driver “mode” system that customizes the setup of all the car’s dynamic systems. It comes in three settings: STRADA, SPORT, and CORSA.
Just like under the engine cover of the Performante Coupé, the Spyder has a naturally aspirated V10 engine, delivering 640 horsepower at 8,000 rpm. This plant is good enough for the Huracán Performante Spyder to accelerate to 62 mph in 3.1 seconds, and top out at 202. So yeah, it’ll blow your hair back.
Photo: Automobili Lamborghini.
Availability
Customers will begin taking deliveries this summer, and if you haven’t ordered yours yet, you’ll be happy to know the retail price is a mere $308,859 – which is right in line for that market segment. Red’s a good color. Get yours in red. I’m getting mine in red.
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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http://carsecret.atspace.eu/blog/lamborghini-huracan-peformante-spyder-comes-to-north-america/Fiat Goes For Extra Flare With 500 Urbana Edition
Style Points
The Fiat 500 Urbana Edition, which just rolled onto the stand at this year’s New International York Auto Show, exists as a way for Fiat customers to brandish their personality, and stand out from the maddening city rabble. The Fiat 500 Urbana Edition is all about style and, sadly, not performance. There’s no word on a hot rod Abarth Urbana, but how could they not, eventually? The unique styling highlights include black-trimmed exterior lights and 16-inch “hyper-black” aluminum wheels.
Special Treatments
On the inside, there are sleek interior cues all over the place, including black Sport Cloth front bucket seats with nifty silver accent stitching and a snazzy black instrument panel bezel. The Fiat 500 Urbana Edition comes in five exterior colors: Pompei Silver, Bianco White Ice, Perla White Tri-Coat, Granito Gray, and Metallo Gray. Yes, for those of you that speak Italian, that one color translates as “White White Ice” which I think was also the name for that horrid rapper from Florida, but we’ll let that slide.
2018 Fiat 500 Urbana Edition. Photo: FCA US LLC.
X & L
The Urbana Edition is also available on the other 500 versions, the 500L and 500X. The 2018 Fiat 500L Urbana Edition, that’s the bigger version of the 500, the Longer one (although I think the L stands for Lusso) sports 17-inch black aluminum wheels, black exterior mirrors, and a black roof. The 500L Urbana Edition is available now.
The 500X somehow never got onto my radar, which is a shame because they offer an all-wheel drive version. At any rate, the 2018 500X Urbana Edition features Miron black-painted mirror caps, door handles, taillight surrounds, tailgate release, and a skid plate – so that’s more than most other Urbana variants right there. You will also find copper-accented side moldings and a special 500X logo along for the ride.
The wheels are 18-inch matte black deals that are accented with a copper center cap. You will also find Mopar side moldings on the 500X Urbana Edition. Yes, you read that right, “Mopar side moldings.” No, I don’t know what that means. And yes, I know that Fiat owns Chrysler. And yes, I am thinking the same thing you are: “Hey, if you could put Mopar side moldings on the thing, could you stuff a 383 in it??” If only!
2018 Fiat 500X Urbana Edition. Photo: FCA US LLC.
Wishful Thinking
Everything else on the various Urbana Editions is pretty much a box-stock Fiat 500. There’s that happy-to-rev 1.4-liter MultiAir Turbo plant cranking out 135 ponies and 150 lb-ft. of torque, however. Like I said, sadly no Abarth version for the Urbana, although the regular 500 gets the scorpion badge. But no 1.4-liter mill turning out 160 horsepower and 183 lb-ft. of torque for the Urbana. Sigh.
Availability
The 2018 Fiat 500 Urbana Edition will arrive at Fiat dealers (which the company insists on calling “studios”) this spring. In the meantime, it’s also on display at the New York International Auto Show, now through April 8th at the Jacob Javits Convention Center.
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.
Photos & Source: FCA US LLC.
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http://carsecret.atspace.eu/blog/fiat-goes-for-extra-flare-with-500-urbana-edition/Memory Lane: Bumbershoot Festivals & Defensive Driving
Part one of this series here.
It’s been a few weeks since the anger over losing my beloved F-150 has faded, as if losing my truck was more important than the fact that I was not seriously injured. According to the United States Department of Transportation, male drivers aged 16 to 29 are the most dangerous people on the road.
The guy who hit me and totaled both vehicles in the process was 28.
As much as I want to be in denial about it, I was a young driver and fitted that category perfectly. My angst towards the guy subsided when I remembered the accidents I had caused, and how I became more respectful of the machines I drove over time.
Forty Dollar Folly
When I was 18, or so, I borrowed a co-worker’s 1965 Plymouth Valiant with a push button transmission. It was black with red interior. I lived up north and was driving on a clear road, except it was covered with black ice. Due to my inexperience, I failed to recognize it and lost control of the car. I ended up down an eight-foot embankment, the car smashing dead on a boulder. The rock didn’t move, but the front of the car was pushed back quite a ways and it was totaled.
I only suffered a scratched knee when it busted the 8-track tape.
Of course, there was a cost to my poor driving and I had to reimburse my co-worker for what the car was worth to the tune of $40.00 per paycheck, a lot back then. I felt bad about the whole thing, but at least there was no one else involved in the crash. After that, I was a little less careless. I would have the occasional distraction, like hitting the rear bumper of a car waiting at a yield sign when I was too preoccupied to see if the road was clearing up so I could get on the freeway.
But I still drove too fast, especially in wintertime, and would lose control of my car once in a while and hit a curb.
According to Safety Insurance, at least 77 percent of traffic accidents are the result of driver error. Photo: Pexels.
Proactive Position
I became much more responsible when I had the good fortune of taking a defensive driving and skid control course. It is one of the best courses I have ever taken, still putting into practice what I learned so many years ago. The main thing I realized is I was following too close, and I can see to this day how many people tailgate. The other thing I realized was an overconfidence in the braking ability of cars. Aside from driving too closely and having little time to react, braking also takes time.
From the moment your brain tells your foot to switch to the brake pedal, it may already be too late. So, I’ve learned to keep my distance, at least three seconds behind, not two, and to know the limits of the car, and not just in terms of braking. Speeding was the last thing to be stricken off my list of do’s and don’ts. I even lost my driver’s license because of too many speeding tickets.
Wintertime Woes
The defensive driving course helped me countless times. There was a particular trip in winter when the sun was shining. I was driving a 1989 Thunderbird LX, climbing a hill next to a large body of water. The combination of moisture from the lake, sun, and cold air had turned the road into an ice rink. On the other side of the hill, I came upon a surreal sight. At least a dozen vehicles had skidded off the highway. There was a Greyhound bus way out in the field, the driver outside waiting.
None of the cars had overturned and no one was injured. They were waiting for the police and tow trucks to come along.
There was no one else on the actual road except me. I decided not to stop and made the conscious effort to stay away from the brake pedal. Had I stopped, I would likely have ended up off the road, or been an obstacle for future traffic since there was not enough space on the shoulder. Besides, there was nothing I could do and there were enough people around to help one another. I glided safely past this particular spiderweb of winter and eventually to the ice free pavement up ahead.
According to AAA Exchange, applying the gas slowly to accelerate is the best method for regaining traction and avoiding skids during wintertime driving. Photo: fancycrave1.
Weekend Outing
Another time, I was driving my friend’s Chevy Lumina on the I-5. We were off to Seattle to attend Bumbershoot over Labor Day weekend. My friend was up front in the passenger seat and his two sons were in the back seat. The traffic was heavy, but we were making good time by staying in the left lane. All of a sudden, a Honda Accord positioned in the center lane loses a wheel. The Accord does a 180 but stays in its lane coming to a stop. The driver, still wondering what had happened, was now fearful of being hit head-on by the cars following behind.
I drive past the Accord, still in the left lane, but the wheel was bouncing ahead. It’s all happening at 60 mph too. We don’t know where the wheel is going to end up and a guy driving a Grumman van in the slow lane doesn’t know either. He is afraid of getting hit by the wheel and as he tries to avoid it, makes his way through the center lane and into our lane. We are gradually being squeezed between the van and the median barrier. I apply the brakes slowly and manage to avoid the barrier and the van. Thank you, defensive driving course.
We made it okay to our hotel near Seattle Center. I particularly enjoyed the Brazilian Girls, the New York Dolls, and the icing on the cake, Iggy Pop and the Stooges. “I want to be your dog.” Yeah, man! If you’ve never been to Bumbershoot, it’s worth putting on your bucket list.
Seattle Skyline. Photo: Unsplash.
Mindful Considerations
I cannot count the number of times the skills I learned during that course helped me out of jams. It seems too easy to obtain a driver’s license. At least it was when I started driving. I’m not judging. I was an overconfident and irresponsible driver in my youth. When young, we think of ourselves as invincible and oftentimes, we carry that to our senior years, especially when we sit behind the wheel.
In fact, a refresher course should be mandatory for all seniors of a certain age. I know so many “old guys” who should not be driving, but won’t give it up. They will lose their freedom, maybe their identity if they stop driving. For the young, defensive driving should be greatly emphasized as it teaches respect for a vehicle, something we all should have the moment we grab onto those handlebars or that steering wheel. This is challenging to inculcate since today’s cars are much safer and reliable, which only adds to the false sense of security.
Michael Bellamy is the author of our Memory Lane series. He enjoys driving his 1997 Lincoln Mark VIII LSC and until an untimely collision claimed it, his 2001 Ford F-150 7700.
Cover Photo: Pexels.
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http://carsecret.atspace.eu/blog/memory-lane-bumbershoot-festivals-defensive-driving/2018 Audi S5 Sportback: The Semi-Sleeper In Wait
Audi says the 2018 S5 Sportback “leads the segment in performance,” and who am I to disagree? My question is: what segment is that, exactly? The semi-big coupe, mid-hatchback segment, I suppose?
And it’s not like I’m really complaining here, it’s just the Audi 5 Series really doesn’t need much dodging around when it comes to performance. Audi has, for a while now, pretty much stolen the march on other German car brands, in terms of leveraged performance.
They’ve pretty much owned Le Mans for a very long while, and they show no hesitancy when it comes to putting performance stuff into their road cars. Ergo, the S5, the more performance oriented version of the A5 coupe, is no slouch in either in the go/turn/stop departments.
Power & Performance
Audi’s 2018 S5 Sportback has an all-new 3.0-liter TFSI V6 engine living under the hood. It produces a rather vigorous 354 horsepower and 369 lb-ft. of torque. That power band spreads from 1,370 to 4,500 rpm, which is nice and mesa-like. Power from the V6 plant gets to the bahn via a newly prepared eight-speed Tiptronic automatic transmission, optimized for the V6’s low-end torque.
The 2018 S5 Sportback blastoffs from 0 and hits 60 mph in 4.5 seconds, topping out at 155 mph when equipped with summer performance tires. Not bad, not bad at all. The standard Audi drive select comes with four different modes: comfort, auto, dynamic, and individual. S5 Sportbacks come standard with quattro all-wheel drive, because, duh.
Photo: Audi of America, Inc.
Styling & Design
There’s a wider, flatter Singleframe grille (yes that’s one word, and yes, Audi went and registered it, and yes, I think that’s overreaching) and a longer, lower hood line to highlight the V6 mill. The wave-design shoulder line is more distinct than earlier generations, and there are wider wheel arches. The slim sculptural LED taillights are joined by a horizontal design line to offer a markedly muscular look, and to emphasize vehicle width.
The S5 Sportback is recognizable by its aluminum-optic side mirror housings, the Platinum Gray Singleframe grille with aluminum-optic double horizontal blade bars, S model specific rear diffuser with honeycomb structure, and quad exhaust outlets with chrome tips. Consider it a semi-sleeper.
Interior Treatments
The sophisticated interior of the S5 has seating for up to five, as long as the backseat passengers are not NBA hopefuls or typical Wal-Mart shoppers. There’s three-dimensional decorative inlay trim with climate control integration that spans from the door panels and across the dashboard. There’s also 35 cubic feet of cargo capacity with the rear seats folded down.
Photo: Audi of America, Inc.
Standard Equipment
The list of standard equipment for the all-new S5 Sportback is rather extensive, but the high points include full-LED headlights, the aforementioned drivetrain, a leather/Alcantara trimmed interior, heated eight-way power front seats with four-way power lumbar support, and driver’s memory. The seats are diamond stitched with power side bolsters and massage function.
Other niceties include a power sunroof, power tailgate, and three-zone automatic climate control with digital rear display.
Optional Features
Options? Oh yeah, you got options. 19-inch 5-spoke-cavo design wheels with summer performance tires, a full-color heads up display, tunes via a Bang & Olufsen sound system with 3D sound, and Audi MMI touch with handwriting recognition. Yeah, I don’t get why it needs handwriting recognition either, and good luck recognizing mine, bub.
The driver assistance package includes adaptive cruise control with traffic jam assist, Audi active lane assist, high beam assistant, and traffic sign recognition (cause you’re a distracted baboon and need all the assistance you can get). A heated, 3-spoke steering wheel with shift paddles are part of the cold weather package, as are heated rear seats. The warm weather package gets you ventilated front sport seats.
Photo: Audi of America, Inc.
Pricing & Trim Levels
Pricing? Well, that’s where the bad news starts.
The dollars start flowing right away for the 2018 Audi A5 Sportback: $42,600 for the Premium level, all the way up to $66,700 for the 2018 S5 Cabriolet in Prestige trim, which is about what a new Corvette costs. And I highly recommend you think about that for a bit. The middle of the road, pricing-wise, seems to be the S5 Coupe starting at $54,600. But still, that’s not out of the ordinary for the market and for what Audi is bringing to the table here.
If you go for the S sport package you get red brake calipers, sport adaptive damping suspension, and rear sport differential, and really, you should go for this. Don’t be a poseur – go and get all the performance goodies you can.
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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http://carsecret.atspace.eu/blog/2018-audi-s5-sportback-the-semi-sleeper-in-wait/McLaren 720S: The Logical Progression
After monkeying around, McLaren has finally released the specs on its 720S supercar, and it’s pretty amazing. It seems to be a logical progression from McLaren’s 650S, which was a logical progression from the MP4-12C. But logic, schmogic, the McLaren 720S can haul the mail.
First off, that name. Yes, it’s a number, and not a name (minus points for that) but that 720 does not refer to the engine displacement. Which is kind of sad, really, cause a big, whompin’ 7.2 liter V8 in the back of this thing would have been so much fun, a la the 1960s McLaren CanAm cars.
Power & Performance
No, the “720” is actually the power output of the thing. Yes, that’s the power output in European standards. The good ‘Murican horsepower figures are 710. Which is, and not to use too technical of a term here: a LOT!
The main figures breakdown thusly: 710 bhp at 7,500 revs and 568 lb-ft. of torque (5,500 rpm). Like I said, that’s a lot. Especially given how little this thing actually tips the scales. That would be 3,128 pounds at the curb (or 1,419 kilos for you metric types out there). Combine those hard points for the golden calculation that is power-to-weight ratio, and you don’t have to be Isaac Newton to figure out where this is going.
0-60 mph comes up in a searing 2.8 seconds, 0-124 mph is reached in 7.8 seconds, with a maximum speed of 212 mph. Quick and fast, no? These numbers spool out thanks to the new M480T engine powering the 720S. It’s a 4.0-liter twin-turbocharged V8, with power and torque fed to the tarmac via a 7-speed semi-auto box.
Every road car built by the British manufacturer since the McLaren F1 in 1993 has utilized a carbon fiber chassis. The same is true for the new 720S. A range of aluminium alloys are also used extensively in the chassis, as well as for some body panels. Photo: McLaren Automotive.
Handling & Aerodynamics
The architecture of the 720S is based around a new carbon fiber “tub” and upper structure, which McLaren refers to as the Monocage II. Essentially, it’s both the tub and a roll cage in one combined piece. It is extremely strong and rigid. McLaren doesn’t give specific torsional rigidity figures, but c’mon, these are the people who first used carbon fiber in a car – any car – back in their John Barnard era.
Handling, something the Brits have always excelled at, comes courtesy of McLaren’s Proactive Chassis Control, a new suspension design and McLaren’s power-assisted, electro-hydraulic steering. Grip? By the metric tonne. Balance? Like a Romanian gymnast on the uneven bars.
A interesting feature, design-wise, about the 720S is the lack of radiator intakes on the flanks of the car. They get cold air over the radiators via the unique “double-skin” aerodynamic shape of the dihedral doors. This channels air to the high-temperature heat exchangers for cooling the mid-mounted engine.
Interior Treatments
The interior is anything but Spartan. There’s yards of fine leather and lots of machined aluminum throughout the cabin. The new McLaren Driver Interface contains a Folding Driver Display and Central Infotainment Screen. The cabin offers excellent visibility, more space than you’d think, and a great deal of comfort.
Pricing & Availability
You can order a new McLaren 720S now – the first customers are expected to receive their cars in May. Price? A not all that unreasonable £208,600, which is around $250,000 USD. Three grades of the car are available, with different performance and luxury trims to suit a variety of tastes.
I’ll take mine in Papaya Orange, mate!
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.
McLaren 720S Gallery
Photos & Source: McLaren Automotive.
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http://carsecret.atspace.eu/blog/mclaren-720s-the-logical-progression/Volkswagen Atlas Cross Sport Concept: A Serious Contender?
In other words, “take our SUVs seriously.” Well, should we take the Atlas Cross Sport Concept seriously?
Up To Speed
For those out of the loop, the quick sketch is that SUVs are a big deal. People want them, for a number of reasons you don’t have to be Sigmund Freud to really figure out. And car makers want to sell them, because the profit margins are higher than traditional cars. So, bottom line: Everybody wants in on the SUV game. And Volkswagen is kind of late to the party. So, their Atlas Cross Sport Concept has to hit all the right notes and make an impression.
The Atlas Cross Sport Concept sits right in the middle of the SUV world. It’s not huge, like an Escalade, and it’s not goofy and tiny, like a Nissan Juke (if the Juke even counts). The Atlas can seat five and carry a lot of their stuff, and it looks like a modern SUV: a big, two-box design resembling a station wagon on steroids.
The Volkswagen Atlas Cross Sport Concept on display at the 2018 New York International Auto Show.
Just Enough
The Atlas Cross Sport Concept is 7.5 inches shorter than the run-of-the-mill Atlas, yet it keeps the same wheelbase. The most notable loss is that third row, which knocks the seating capacity down to five. So the Atlas Cross Sport Concept is not aimed at big families, but it’s still big enough for most people and most families to use most of the time. VW goes on and on about how it looks, but to my eyes, it’s rather inoffensive and generic and, if anything, there’s not much there to even criticize. What really sets VW’s Atlas Cross Sport Concept apart is the hybrid drivetrain.
Power & Performance
Volkswagen notes the Atlas is based on the company’s modular transverse matrix (MQB) platform, and that it can be “built with all manner of drive systems, including a plug-in hybrid drivetrain.” In other words, look for a bunch of engine choices across the range.
The concept uses the same 3.6-liter V6 FSI engine as the “normal” Atlas, putting out 276 horsepower and 266 lb-ft. of torque. However, that’s just the start, since output is enhanced by two electric motors “fueled” by a compact 18.0 kWh lithium-ion battery housed in the center tunnel. The front motor puts out 54 horsepower and 162 lb-ft. of torque, and the rear motor adds 114 horsepower and 199 lb-ft. of torque to the party. This means a total system power output of 355 horsepower and 1,439,294 lb-ft. of torque.
Wait, I think my figures are a little off for the torque? Let’s just say it puts out a lot of torque, okay? Anyways, you add all that up and this VW concept hits 60 in just 5.4 seconds, topping out at 130 mph.
Photo: Volkswagen of America, Inc.
Drive Modes
And here’s where things get interestingly geeky and gearhead-centric. The software genies that control everything do some very interesting stuff, allowing this concept to operate in any of five modes: E-Mode, Hybrid, GTE, Off-Road or Battery Hold/Battery Charge.
The vehicle always starts out in the all-electric E-Mode if the battery is sufficiently charged. The all-electric driving range is up to 26 miles. Impressive. In E-Mode, drive power is entirely supplied by the 114 horsepower electric motor at the rear axle. Further, the gasoline engine is decoupled from the drivetrain and shut off. As soon as the software decides it needs the V6, it is recoupled to the drivetrain in an almost unnoticeable process.
When working in Hybrid mode, the V6 and/or rear electric motor automatically engage. If the battery is not sufficiently charged at this point, lifting your foot off the accelerator or hitting the brakes will turn the electric motors into generators where the energy recovered from braking is pumped into the lithium-ion battery. In GTE, which is driver-activated via a button, the throttle map, gearshifts, and steering feel sportier, and the V6 and the electric motors work together to access the full system’s power output. Ya-hoo!
If the driver activates the Off-Road mode, the Atlas Cross Sport Concept goes full-on all-wheel drive. The battery’s state of charge is low, and the front electric motor is exclusively used as a generator for the electric motor on the rear axle. This is said to give this show-car Atlas very impressive off-road ability.
Finally, the dual Battery Hold/Battery Charge mode is activated from a menu in the infotainment system. Battery Hold means the energy content of the battery stays constant and Battery Charge means the battery is charged while driving; and all this sounds quite clever. For example, you might use this mode to intentionally prep for driving in the all-electric mode.
Photo: Volkswagen of America, Inc.
In Person
Will this concept be built? Probably, but that’s not the point, I think. The point here is that VW could be sitting on a very flexible drivetrain that can be dropped into a large number of future vehicles. We will have to wait and see. In the meantime, the Atlas Cross Sport Concept is on display the New York International Auto Show, now through April 8th at the Jacob Javits Convention Center.
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.
Volkswagen Atlas Cross Sport Concept Gallery
Photos & Source: Volkswagen of America, Inc.
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http://carsecret.atspace.eu/blog/volkswagen-atlas-cross-sport-concept-a-serious-contender/
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