Automotive

New Technology Addresses Intersection Safety

New Technology Addresses Intersection Safety
According to the United States Department of Transportation, 51 percent of all injury crashes and 28 percent of all fatal crashes occur at either an intersection or T-junction. The causes of these collisions are numerous. Sometimes, drivers are distracted or under the influence; others may have mistakenly misjudged the situation or were unable to see another car or pedestrian approaching. Overall, the National Safety Council found that over 40,000 motor vehicle deaths occurred in 2016, making it the deadliest year on U.S. roads since 2007.
Reducing The Numbers
Autonomous driving proponents believe vehicle perception technologies will help improve such grim statistics. In other words, if a vehicle could see its environment, communicate with other cars and the surrounding infrastructure, many – if not all – of today’s traffic accidents could be prevented, especially at intersections. One such technology is Continental’s Vehicle-to-X, a system that can detect road users within a 360° radius of an intersection. V2X communicates the position and movement of any objects within that field of vision to oncoming vehicles equipped with the technology. Continental says V2X is part of the company’s Intelligent Intersection concept, described as an “end-to-end solution.”
“Our solution is based on transferring and adapting vehicle-proven hardware and software solutions to an infrastructure application,” explained Jeremy McClain, Head of Systems & Technology, Chassis & Safety, Continental North America. “Cities will be able to deploy this technology to increase safety for their citizens and visitors alike.”
Continental’s V2X uses advanced sensor fusion algorithms and Dedicated Short-Range Communication (DSRC) units to generate an environmental model of the intersection. It can detect other cars, and is designed to prevent left-turning vehicles from getting struck head-on by traffic that may suddenly appear out of nowhere. V2X also detects pedestrians and cyclists, something other safety advocates say is an important element to consider. For example, Richard Schram, Technical Manager, Euro NCAP, highlighted the organization’s 2025 Road Map at AutoSens Brussels in September. He explained that Euro NCAP is working to minimize the higher fatality rates associated with two-wheeled vehicles in an accident.
Photo: Continental.
Eye In The Sky
However, pedestrians and cyclists only benefit from this technology if they can actually be detected by it, a critical point raised by Continental during the research and develop of V2X. By placing cameras, radar, and LiDAR at the corners of a intersection to communicate with vehicles, Continental hopes to reduce the number of accidents within an intersection. Continental says once those road users are detected, a list of relevant objects are delivered to a sensor fusion unit, which generates a comprehensive 360° environmental model.
Those relevant objects are then sent via Dedicated Short-Range Communications to every approaching vehicle. A special control unit inside the vehicle receives the messages, where an on-board system checks it for relevance, and triggers action accordingly if a critical situation is at hand. Should a collision appear imminent, a warning can be sent to the driver, or the vehicle’s brakes could be deployed automatically.
“With the Intelligent Intersection technology, we offer a new safety element with a perfect fit for future smart cities,” said Bastian Zydek, Project Manager, Intelligent Intersection. “Active monitoring of intersections provides the driver and/or intelligent vehicle system a very important time advantage to take action, even before a problem would have otherwise become visible.”
“In the longer term, the technology can also serve to improve inner-city traffic flow, thereby reducing travel time and vehicle emissions,” McClain added.
Photo: Continental.
Human Touch
Continetal will be discussing Intelligent Intersection and its corresponding technologies at the Consumer Electronics Show, Tuesday January 9th through Friday January 12th in Las Vegas, Nevada. Intelligent Intersection was first demonstrated on a test track in October at Continental’s development center in Brimley, Michigan. The next steps include a lager test and pilot implementation at an intersection in Columbus, Ohio.
Earlier this year, we met with Continental representatives during an industry event at Detroit’s Cobo Center. We learned about the company’s five different internal divisions, each with their own unique technologies and objectives. What we found was how each of those divisions come together to create the company’s single most important vision.
“The Intelligent Intersection is a showcase of collaborative safety and a further step towards reaching our Vision Zero – our vision of accident-free driving,” Zydek said.
Carl Anthony is Managing Editor of Automoblog and resides in Detroit, Michigan.
Photos & Source: Continental.

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Aventador S Roadster: The New, Top Chop Lambo

Aventador S Roadster: The New, Top Chop Lambo

The new Lamborghini Aventador S Roadster is here, but it is not really a roadster, nor is it a convertible. It’s really a targa version of the Aventador, but I’m not going to quibble about that and start getting all pedantic about correct automotive terminology. With a car like the Aventador S Roadster, who cares about stuff like that? The Aventador S Roadster, shoot any Lamborghini really, is the automotive equivalent of a freshman eight-and-a-half beers into his first fraternity kegger; the results are going to be spectacular if not necessarily positive.
Strong Like Bull
The Aventador S Roadster is, 99% of the time, just like a “normal” Aventador S. The only real difference is the removable roof panel that will allow the wind to mess your hair up like you’re standing outside in a hurricane. This, for some people, actually sounds like a good thing and, on most days, I am one of them.
The Aventador S Roadster is, like the fighting bull it is named after, big, powerful, and nothing to be trifled with. Sure, sure, it has all those modern high tech niceties like traction control and four wheel steering and stuff like that, but you know – just know – that some rich kid with more money than sense or skill is going to uncork an Aventador S Roadster (probably within weeks of buying it) and wrap it around a tree.
How can I say this? How can I say all those computers upon computers and the even more computers along for the ride will not work? Simple answer: Physics. Let’s look at the numbers, shall we?
Improved vertical control comes from an updated pushrod suspension, new rear springs, and the Lamborghini Magneto-rheological Suspension (LMS) with revised kinematics for the new four-wheel steering. A real-time variable damping system optimizes wheel and body control. Photo: Automobili Lamborghini.
Numerical Factors
The Aventador S Roadster is a big girl. She’s just under 189 inches long overall, just under 80 inches wide, and tips the scales at 3,582 pounds dry weight with a 43 to 57 percent weight distribution. Add in a full 85 liters of fuel, 13 liters of oil, and your butt in the driver’s seat, and even those massive contact patches provided by the vast Pirelli meats (255/30/ZR20s up front and 355/25/ZR21 out the back) will, eventually, be overwhelmed by the laws of physics. Or, as Enzo Ferrari once said to a displeased customer who had just totaled his prancing horse, “being a Ferrari owner does not make you a Ferrari driver.”
That same ethos applies to the glorified tractors that bear Ferruccio’s name and are made at the behest of corporate overlords Audi, especially when you look at the other numbers, the real numbers, the numbers that count for the Aventador S Roadster.
Photo: Automobili Lamborghini.
Power & Performance
To wit: The engine. It’s a 6.5-liter lump of alloy and whirling parts that puts out 740 horsepower and 509 lb-ft. of torque. All that power that eventually hits the strada via the Pirellis runs through a Haldex gen IV electronically controlled 4WD system, and a 7-speed double dry plate gearbox with variable “shifting characteristics.” The drive modes are, get this, listed as STRADA, SPORT, CORSA, and the new EGO mode. Lambo says these modes influence “every aspect of the car’s behavior through management of traction, steering, and suspension.” The EGO mode (hey, at least they’re up front with their name!) permits the driver to set up their preferred criteria in each mode to suit their driving style. If you ask me, there should also be a mode that turns off all of the governors. Lambo could call it SUICIDIO mode. But they never listen to me, so this probably will never happen.
All this adds up to a beautifully flashy way to shuffle off this mortal coil. Top speed, for example, is listed at 217 mph. Lambo always mentions top speed first, because that is traditionally what is closest to their hearts. From a dead stop you’ll hit 62 mph in 3 seconds flat. In another 6 seconds, 9 seconds total, you’ll be seeing 124 mph. In 25 seconds from a dead stop, you’ll hit 186 mph. Braking is, thankfully just as prodigious. You can haul the Aventador S Roadster down to a complete stop from 62 mph in only 102 feet.
The TFT digital dashboard can be customized to the driver’s preferences and Apple CarPlay is standard. Photo: Automobili Lamborghini.
Open-Air Enjoyment
The Aventador S Roadster is all about that targa top though. The removable hardtop roof panels weigh less than six kg (about 13 pounds) and are convexly molded to ensure maximum cabin space for the occupants. It has that old Zagato double bubble feel to it. The hardtop roof panels are finished in matte black and are made of carbon fiber, naturally. There are options such as high gloss black, shiny visible carbon fiber, plus more color options using Lambo’s Ad Personam customization program. And I must sayt I love how they named the program in Latin.
The roof panels pop off quickly and are stored in the front trunk. There’s also a rear window that is electrically operated if you want more wind and more opera from that V12 plant sitting at your shoulder. That rear window can be closed while the roof panel is off to minimize cabin noise and airflow, but why would you want to do that?
The Lamborghini Aventador S Roadster gives you all this for a paltry $460,247.00. The first customers will take delivery in February; in the meantime, it will be displayed next week at the International Automobile Exhibition in Frankfurt, Germany.
Tony Borroz has spent his entire life racing antique and sports cars. He means well, even if he has a bias toward lighter, agile cars rather than big engine muscle cars or family sedans.

Photos & Source: Automobili Lamborghini.

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Bentley Continental GT: It’s Not A Sports Car, But It’s Still Fast

Bentley Continental GT: It’s Not A Sports Car, But It’s Still Fast

This is the all-new Bentley Continental GT. It is many things, but one thing it is definitely not, is a sports car. Yes, it is very fast. Yes, it can cover huge amounts of ground at high speed. Yes, it has NASA levels of technology packed within. But, this thing weighs more than a Sherman tank. No, Bentley doesn’t give weight figures, but I’m willing to bet this Bentley, like all Bentleys before it, tips the scales at least double what a real sports car should.
Red Carpet Treatment
No, the Bentley Continental GT will not be seen at an Autocross meet any time soon, although it might be entertaining if it were to. The Bentley Continental GT is not about stripped down, high performance at all costs. No, the Continental GT is all about getting you from, say, Madison Avenue out to your place in Montauk, and doing so quickly and quietly, while drowning you in wood and leather and luxury and high tech connectivity and more wood and leather.
Wait, what am I saying? How nouveau riche. Madison Avenue to Montauk, how gauche of me. More like from your place in Kensington up to Highclere.
Power & Performance
Yes, the Bentley Continental GT is fat and overstuffed with riches and tech, turning it into a rolling gentlemen’s club. But, somehow, it is also capable of getting up and moving fast. This third generation of the Continental GT, which the Anglo-German company refers to as the “definitive luxury Grand Tourer,” is motivated down The Strand thanks to an enhanced version of the company’s 6.0-liter W12 TSI twin-turbocharged engine. It delivers 626 horsepower and 664 lb-ft. of Sarsen pulling torque, good enough to make this hefty ride hit 60 mph in 3.6 seconds with a top speed of 207 mph. That W12 plant is mated to a dual-clutch, eight-speed transmission. This is the first application of that gearbox in a Bentley, and it makes for faster, more efficient gear changes.
Designed, developed, and handbuilt in Crewe, the W12 TSI engine is one of the most advanced in Bentley’s history. The unique “W” configuration means the engine is 24 percent shorter than a traditional V12. This helps weight distribution and increases cabin space. Bentley utilizes precise engine management technology that makes 300 million software calculations per second. Photo: Bentley Motors.
Chassis Implementation
The new Continental GT has, of course, gotten a new skin to cruise around in. And although it is modern and attractive (from some angles), it is, sadly I think, rather copycat and lacking in understatement (something 99 percent of Bentley owners value highly). The Conti GT oozes along on a new, technically innovative, adaptive chassis that uses Bentley’s 48-volt Dynamic Ride System. This new system controls ride comfort and lateral roll, “cushioning passengers from excessive movement as well as making the car feel effortlessly precise,” cause, you know, your butt’s worth a couple billion dollars, so you better give it more cushion.
The exterior was created using what Bentley calls a revolutionary technology, resulting in a lightweight, yet stiff, body structure. The engine is positioned further back in the chassis to improve weight distribution, of course, and results in “driver-focused, dynamic performance.”
Steering feel and suspension design was a focal point for Bentley. The Electric Power-Assisted Steering, with a variable rack ratio, improves feedback and isolates unwanted road disturbances for better overall handling. The air suspension uses three-chamber air springs which gives the Continental GT 60 percent more air volume in the softest setting than the previous model. Photo: Bentley Motors.

Interior Finishes
The new Bentley Continental GT is a four seater. No plebian bench seat in the back. Oh no. None of that for the Bentley buyer, thank you very much. And the new Conti has improved luggage capacity for, get this, “genuine real-world usability.” Gee, I wonder how many cinder blocks I could haul back from the hardware store in the thing? I’ll ask for a loaner from Bentley and let you know how that “genuine real-world usability” works out.
The interior, which Bentley redundantly calls a “luxurious cabin,” is saturated in features and details that quietly scream: “look at how much money you just spent!” There’s a new “diamond in diamond” leather design which one-ups that now-old diamond stitch pattern that Bentley popularized a short while back. Your choice of off the rack interior colors come from the “extensive portfolio of 15 colors across hides and carpets.” Seriously, the whole 4,000 word Bentley press release uses terms like that continually. The more I read, the more I find myself starting to agree with Cecil Rhodes and what should have been done with The Cape Colony.
The Bentley Continental GT offers a Bang & Olufsen 1,500 watt, 16-speaker system with illuminated speaker grilles. It benefits from the first automotive application of the BeoSonic system – a new way for tone setting with a one-touch user interface. Photo: Bentley Motors.
Laundry Lists
But, as Olde English as the new Continental GT is, it also has lots of that high tech stuff nestled within. There is an advanced, fully digital, driver-focused instrument panel and this thing they call the “Bentley Rotating Display.” The Bentley Rotating Display features a 12.3-inch touchscreen stored in a three-sided unit and, as the name implies, revolves the veneer to reveal the touchscreen and analogue dials.
Bentley goes on, at Silmarillion-like length about every last detail of the new Continental GT, but most of it is, again, very Silmarillion-like, and rather uninteresting; how they choose the carpets, the hand-finished twisted polished wheel finish, luxurious haptic finishes, Mulliner Bespoke buttock massagers, cut-crystal effect taillights, and more . . . so much, much more. Okay, one of those is a joke, but I’ll let you figure out which one, but reading through it becomes hard to tell whether Bentley is being serious or having a laugh with this stuff.
The Bentley Continental GT will make its global debut at the IAA Frankfurt Motor Show starting on September 14th. No word on when it will reach showrooms or what it will cost. Probably those answers are “pretty soon” and “comparable to a yacht.”
Tony Borroz has spent his entire life racing antique and sports cars. He means well, even if he has a bias toward lighter, agile cars rather than big engine muscle cars or family sedans.

Photos & Source: Bentley Motors.

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New Graphic Details Three Decades of The Honda Civic Si

New Graphic Details Three Decades of The Honda Civic Si The Civic is the quintessential Honda, seen by many today as a reliable and affordable means of transportation. The Civic Si was greeted the same way when it debuted in 1986 on the heels of the CRX Si a year earlier. Since then, the car has seen its fair share of revisions and upgrades, but despite three decades passing, the cost of the car hasn’t changed all that much after adjusting for inflation.
The team at HondaPartsOnline.net put together this interesting comparison chart that details the Civic Si’s specs and pricing through the years.
“Performance enthusiasts know this Honda combines some smooth shifting, quick agility, and unmistaken power into a reasonably priced compact,” said Cesar Aranda, HondaPartsOnline.net Director. “Other car brands don’t offer this kind of performance and quality for the price, so we thought it would be fun to look at the pricing history and see if the Si is still an affordable option.”
Dressed To Impress
The United States Congress outlined the Corporate Average Fuel Economy (CAFE) standards in 1975 following the 1973 oil embargo. Through the Energy Policy and Conservation Act of 1975, Congress established fuel economy standards for cars to begin meeting by 1978. By 1985, automakers were expected to record an average of 27.5 mpg with their fleets. With the Civic Si, Honda was uniquely positioned to meet these increasing demands. When the hatchback Si arrived, it delivered 26 in the city and 30 on the highway. By comparison, today’s Honda Civics deliver 40 or above on the highway, depending on the model.
1986 Honda Civic CRX Si. Photo: Honda North America.
Power & Performance
Performance was solid for the 1986 Civic Si at 91 horsepower. A series of sensors assisted the car’s computer in handling what Honda called “timed-sequential multi-port Programmed Fuel Injection.” By comparison, the Civic Type R is the most powerful car Honda has ever sold in the United States. The 2.0-liter engine under the hood is characterized by direct injection, a dual overhead cam, and Honda’s evergreen VTEC technology. The Type R creates 306 horsepower and 295 lb-ft. of torque, a great deal more than Civic buyers in the 80s were used to.
“Honda’s been racing motorcycles since 1955, and they were building Formula 1 engines in 1983. It’s not an exaggeration to say that Honda is one of the best engine builders in the world,” Aranda explained. “Considering that Honda has pioneered a lot of engine performance technology, it’s great that they continue to improve this high performing, affordable model for the public.”
Honda Civic Type R. Photo: Honda North America.
Pricing Comparisons
HondaPartsOnline.net analyzed the pricing through the years and found that, when adjusting for inflation, not much has changed. In fact, in some variations, today’s Civics cost less. For example, when the 2003 Civic Si hatchback’s MSRP is adjusted for inflation, it rings up nearly $2,000 more than the 2017 base model. On a similar note, the 2017 Si coupe has better fuel economy and more horsepower, but costs less than the 2015 model.
“Honda keeps improving the performance on the Si, reducing the weight, and keeping the price low,” Aranda added.
The graphic from HondaPartsOnline.net is below. Enjoy!
Carl Anthony in Managing Editor of Automoblog and resides in Detroit, Michigan.

Civic Photos: Honda North America.

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2018 Hyundai Tucson Arrives In Dealerships With More Updates, Technology

2018 Hyundai Tucson Arrives In Dealerships With More Updates, Technology The Hyundai Tucson recorded its best November in the company’s history, and as the new model arrives for 2018, expect to see more available features. More than 90 percent of 2018 model year Tucsons will feature a 7-inch audio display, HD Radio, Android Auto, Apple CarPlay, and heated seats. The Guidance Package offers free map and multimedia system updates and unique fabric seats, made by YES Essentials, are now standard for the gray and beige interiors.
Power & Performance
The 2018 Hyundai Tucson is motivated by two different four-cylinder engines, a 1.6-liter or a 2.0-liter. Both engines untilize direct injection while the 1.6-liter is turbocharged for additional power and efficiency. The 1.6-liter makes 175 horsepower and 195 lb-ft. of torque when paired to Hyundai’s seven-speed EcoShift dual-clutch transmission. Expect to see this combination on the Value and Limited trims. By comparison, the 2.0-liter creates 164 horsepower and 151 lb-ft. of torque when matched to a six-speed automatic transmission. This combination is standard on SE, SEL, and SEL Plus trims.
EPA fuel economy estimates come in at 27 combined mpg for the 1.6-liter turbo and 26 combined mpg for the 2.0-liter. The 2.0-liter’s transmission has an overdrive lock-up torque converter to increase fuel economy at higher speeds. All-wheel drive is available across the lineup.
Photo: Hyundai Motor America.
Trim Levels
The SE trim remains as the base model, although the SE Popular Equipment package is now the SEL trim. This latter trim level includes the aforementioned 7-inch audio display with Android Auto and Apple CarPlay compatibility. The SE Plus is now SEL Plus; the Value and Limited trims remain but Eco and Night have been discontinued. That said, the trim levels for the 2018 Hyundai Tucson, in order, are SE, SEL, SEL Plus, Value, and Limited.
Those opting for the SEL Plus and Limited trims get three years of Blue Link Connected Car Services, including the previously mentioned Guidance Package. The Blue Link system lets drivers start and adjust their Tucson’s interior climate remotely and schedule maintenance among other things. Those going for the Value trims will have Android Auto and Apple CarPlay at their service while Limited customers will be treated to a heated steering wheel.
Heated front seats have been expanded to the SEL trim and above, HomeLink is now available starting with the Value trim, and SiriusXM and HD Radio are now available starting with the SEL models. Other available features for the 2018 Hyundai Tucson include proximity key, push button start, panoramic sunroof, Clean Air Ionizer, and an Infinity premium audio system with Clari-Fi Music Restoration Technology. The latter is featured on the SEL Plus as well as the Limited trim.
Photo: Hyundai Motor America.
Safety & Styling
The 2018 Hyundai Tucson has a number of available advanced driver assistance systems like blind spot detection with rear-cross traffic alert, lane change assist, automatic emergency braking with pedestrian detection, and lane departure warning. On the outside, the Tucson is characterized by 17 or 19-inch alloy wheels, LED daytime running lamps, and HID headlights that turn as the steering wheel does for better visibility at night.
Pricing & Availability
The 2018 Hyundai Tucson is available now with a starting MSRP of $22,550 for the front-wheel drive SE with the 2.0-liter. The same model with all-wheel drive runs $23,950. At the top end, the front-wheel drive Limited with the 1.6-liter goes for $29,425; $30,825 with all-wheel drive. Buyers who want to land in the middle of the specturm might consider the SEL Plus with the 2.0-liter. When equipped with front-wheel drive, the MSRP is $26,700; $28,100 with all-wheel drive.
Carl Anthony is Managing Editor of Automoblog and resides in Detroit, Michigan.
2018 Hyundai Tucson Gallery

Photos & Source: Hyundai Motor America.

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2018 Nissan Leaf Makes North American Debut

2018 Nissan Leaf Makes North American Debut

The 2018 Nissan Leaf was unveiled at a media event in Las Vegas yesterday (September 6th) at the Thomas & Mack Center. The Las Vegas appearance followed the vehicle’s global launch earlier in Tokyo, Japan. The 2018 Leaf underscores Nissan’s commitment to clean and efficient transportation.
“When we launched Leaf in 2010, it instantly became the most affordable, mass market EV in the world,” said José Muñoz, Chief Performance Officer, Nissan Motor Co., Ltd. during the Las Vegas event. “We are not walking away from that proposition.”
Technology & Performance
The 2018 Nissan Leaf has an estimated 150 miles of range with the automaker’s latest segment innovations, including a more aerodynamic exterior, advanced driver assistance systems like ProPILOT Assist, and an e-Pedal feature for more efficient driving. In 2019, a high powered variant is expected with increased motor and battery capacity. Nissan is aiming for segment leadership by focusing on extensive testing and consumer interactions.
“This new Leaf is not just the latest symbol of Nissan’s global leadership in the EV segment,” Muñoz remarked. “It is the culmination of everything we’ve learned from more than two billion miles of real life, on-road driving and from the feedback of hundreds of thousands of owners around the world, particularly Leaf customers here in the U.S.”
Photo: Nissan Motor Co., Ltd.
Pricing & Availability
The 2018 Nissan Leaf will arrive at dealerships early next year with a starting MSRP under $30,000. That’s less than the current Leaf despite the 2018 variant offering more technology, range, and power. To date, Nissan has sold over 112,000 Leaf EVs in the United States and more than 283,000 globally, making it the world’s best-selling electric vehicle.
“We believe the new Leaf will be another game changer for Nissan in the U.S., just as the redesigned Rogue has been in the last year and a half, hitting the ‘sweet spot’ in the growing EV segment,” Muñoz added. “It takes everything we’ve learned from our loyal first-generation Leaf owners to the next level.”
Carl Anthony is Managing Editor of Automoblog and resides in Detroit, Michigan.
Photo: Nissan Motor Co., Ltd.
Photos & Source: Nissan Motor Co., Ltd.

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2018 Volkswagen Golf Alltrack SE Review

2018 Volkswagen Golf Alltrack SE Review
Why would you want a wagon? The Volkswagen Golf Alltrack was released last year as the newest member of the iconic Golf family, and it’s designed for adventurous families. It has a more rugged appearance, all-wheel drive, and cargo carrying abilities rivaling similarly priced compact crossovers. It’s ready for the trail and gets better mileage than many small crossovers or SUVs.
And, you can’t find many vehicles with a 6-speed manual gearbox option like the Alltrack.
What’s New For 2018?
Returning for the 2018 model year is the Alltrack’s 1.8-liter TSI turbocharged four-cylinder engine, standard 4Motion All-Wheel Drive, and Hill Descent Control. The vehicle comes outfitted in three trim levels: S, SE, and SEL. This week, we drove the attractively outfitted 2018 Volkswagen Golf Alltrack SE.
Features & Options
The Golf Alltrack SE gets perforated leatherette seating, a leather-wrapped multifunction steering wheel, heated front seats, heated windshield washer nozzles, ambient interior lighting, backup camera, foglights, LED taillights, LED Daytime Running Lights, alarm prep, automatic headlights with rain sensor, an 8-inch touchscreen with Composition Color infotainment, and a Fender Premium audio system, which adds a subwoofer and upgraded sound. The Driver Assist package added a panoramic sunroof, adaptive cruise control, automatic emergency braking, and a self-parking system. Total MSRP, not including destination: $29,765.

Interior Highlights
The inside of the VW Golf Alltrack is stylish with Marrakesh Brown perforated leatherette seats and black trim to set the tone. The seats are comfortable and there’s enough soft-touch materials to make it feel a bit more upscale than your average crossover. The 6-speed manual shifter is positioned perfectly and the controls are easy to understand and driver-focused.
Visibility is excellent in all directions thanks to Alltrack’s tall greenhouse, plentiful glass, and relatively slim pillars, which differs from many of the crossovers today with raked rooflines. With the panoramic sunroof, the wagon offers up lots of light and a great view skyward too.
In the back, room is not as plentiful as up front, but there’s enough legroom for taller adults. Our riders commented this week on how the backseats are positioned too low and they felt claustrophobic. They couldn’t see out and wanted a better view of the road. The 60/40-split folding rear seats do offer a center pass-through, so you can carry a 2X4 without strapping it on the roof.
What adventurous families will like is Alltrack’s 30.4 cubic feet of standard cargo space which is SUV-like. And fold those seats down flat and you have room for extra camping gear with 66.5 cubic feet. The seat backs conveniently flip forward via easy-to-reach release handles on either side of the cargo area, so there’s no need to walk around to the backseat. We also like the handy two-position sliding cargo cover to conceal valuables during your weekend adventures.

Engine & Fuel Mileage Specs
The Volkswagen Alltrack is powered by a 1.8-liter turbocharged engine producing 170 horsepower and 199 lb-ft. of torque. This tester came with a 6-speed manual gearbox and 4Motion all-wheel-drive. With the 6-speed manual, EPA fuel mileage estimates are 22/32 city/highway and 26 combined mpg.
Driving Dynamics
Because the 1.8-liter engine is turbocharged, we had no problem scooting up the mountains west of Denver at elevation. The engine’s torque also gets the Alltrack moving quickly from a stop, and is useful for carrying extra weight on those weekend excursions to the high country. Our only complaint is how the outside mirrors were small and were too touchy to adjust. We found ourselves taking longer than expected to change them to the right driving position.
Underway, the Alltrack has smooth power and the 6-speed manual gives the driver extra control in the curves. There’s a slight body lean in the curves because of the wagon’s 6.7 inches of ground clearance, which gives extra room when taking it off-pavement. But the Alltrack won’t be challenging the Subaru Outback (8.7 inches) for off-road-wagon supremacy.
Overall, we found the Allratck to be a competent road warrior and the perfect size for those urban-dwellers to navigate tight city streets.
Conclusion
The 2018 Volkswagen Golf Alltrack offers all-wheel drive, all-weather capability, cargo carrying abilities rivaling similarly priced crossovers, and it’s rugged enough for your weekend adventures away from civilization. It gets excellent fuel mileage and offers a 6-speed manual gearbox which is hard to find these days.
Denis Flierl has invested over 25 years in the automotive industry in a variety of roles. Follow his work on Twitter: @CarReviewGuy
2018 Volkswagen Golf Alltrack Gallery

VW Golf Alltrack Official Site.
Photos: Volkswagen of America, Inc.
*2017 model also shown.

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Chevy Camaro ZL1 1LE Takes On Santa’s Sleigh

Chevy Camaro ZL1 1LE Takes On Santa’s Sleigh When I was a kid, I wondered how Santa Claus made it around the world, to every house, in just one night. My parents and I lived in an apartment, which only complicated matters. Since we didn’t have a chimney, one year I asked my father how Santa was going to get in. When my father, a distinguished college professor, assured me he would leave the patio door unlocked, I inquired if that were safe.
“It’s a small town, we should be fine,” my father responded.
Super Sled
Still, Santa would need a fast rig to make every house and a new Camaro sounds like the ticket. Earlier this year, the 2018 Camaro ZL1 1LE set a record time on the Nürburgring, making it the fastest Camaro ever on the famed German track. With a supercharged LT4 engine and Brembo high performance brakes, the Camaro ZL1 1LE would be Santa’s ideal car for quickly accelerating to and stopping at every house.
But don’t expect to see Santa at a Chevy dealership anytime soon. Turns out, old St. Nick’s sleigh is one powerful sled. A recent comparison conducted by GMPartsCenter.net shows that while the Camaro ZL1 1LE might be every Chevy enthusiasts dream, its 650 horses are hotly contested by only nine reindeer.
“What could we compare to the new Camaro ZL1 1LE,” asked Matt Mylan, Director at GMPartsCenter.net, noting the car’s affordable price point and performance attributes. “If we’re going to compare it to any machine, that machine has to be amazing, and Santa’s sleigh definitely qualifies.”

Chevy Versus Sleigh
The Camaro holds an advantage in fuel efficiency, with a combined 20 miles per gallon. By comparison, Santa’s sleigh requires one to two cookies per house, which means a significant amount of calories is required to move the sled through the average neighborhood. While milk was not calculated, you can figure a good amount of that is needed as well. When considering the transmission, Santa’s mode of transportation proves a bit more difficult. One would have to master all of his special reindeer calls, whereas the Camaro ZL1 1LE comes with a quick-shifting six-speed manual.
It would appear the Camaro ZL1 1LE holds the advantage in power: 650 horses versus nine reindeer, but it seems Rudolph is a sleeper. GMPartsCenter.net estimates the top speed of Santa’s sleigh is 2.3 million miles per hour, with 60 coming in less than a millisecond. With cargo space, there is no contest. We could fit a few gifts (or maybe only gift cards) in the Camaro’s 9.1 cubic feet for sure, but with all the kids in the world, GMPartsCenter.net rightfully estimated the cargo space in Santa’s sled to be infinite. After all, Santa has to make room for all those fire trucks.
The chart is below. Enjoy!
Carl Anthony is Managing Editor of Automoblog and resides in Detroit, Michigan.

Camaro ZL1 1LE Photos: Chevrolet.

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The 2019 TVR Griffith marks the return of the famed British sports car maker

The 2019 TVR Griffith marks the return of the famed British sports car maker TVR finally reveals its latest sports car after changing ownership in 2013, marking the official return of the automaker.

What’s going on?
After years of anticipation and much teasing in between, TVR finally revealed its all-new 2019 Griffith sports coupe.
Back in 2013, British entrepreneur, Les Edgar, purchased the company from a Russian businessman, who sadly let TVR wither away almost into nothing. But Edgar wasn’t going to let that happen, calling for the return of TVR to make sports cars once again. Thanks to his visions and his vows to reintroduce the “supercars for the common man,” we’re given the all-new Griffith.
Cool! TVR is back! But it looks a little mundane for a TVR

Yes they are, with a completely new car. And I’d 100% agree with you if that’s what ran through your head initially. The last TVRs ever made weren’t anywhere what’d you’d call traditional in almost every sense. Both from an aesthetic design and functional perspective, TVRs were the epitome of modern automotive quirkiness. But that’s also what made them so unique, special, and lovable.
So although the 2019 TVR Griffith seems a bit watered down, we’re still hugely excited for the company’s return. Its designed was penned by the one and only Gordon Murray, featuring his innovative iStream architecture. So not only does the funky sheetmetal look good, it’s made of lightweight materials and bolstered by carbon composite structuring.
What powers it?
Through the various teasers over the past four years, TVR confirmed power comes from a Ford-sourced Coyote V8, the same you find in a Mustang GT. It’s then sent to renowned tuning firm, Cosworth, who fiddles with the Ford V8 and fits it with a dry-sump lubrication system.
TVR did not confirm any official power numbers yet, but they claim the Griffith and its 5.0L Cosworth-tuned Ford V8 achieves a power-to-weight ratio of 400bhp per tonne. TVR says the Griffith weighs less than 1250 kg, or 2,755 lbs, or 1.25 tonnes. Multiplying that 400bhp per the Griffith’s 1.25 tonnes weight, and the math works out to be around 500 break horsepower from the V8.
It’s channeled only to the rear wheels with a six-speed Tremec manual, rated to handle up to 700 pound-feet of torque at engines speeds of up to 7500 RPM.
The resulting performance numbers are a speed of over 200 miles per hour and a 0-60 time of less than four seconds, according to the manufacturer’s claims.
And the handling…
TVR promises the Griffith delivers a balanced handling experience with 50/50 weight distribution and a light body.
Helping to slow things down are six-piston brake calipers up front and four-piston at the rear. The power steering system is electrically assisted and suspending the car at both ends are standard double-wishbone arrangements.
When will it go on sale?
TVR claims production is scheduled to commence in late 2018. A Launch Edition marks the first 500 cars produced, featuring custom color choices, special Launch Edition color options, and a special wheel package only available on the Launch Edition.
Pricing for the launch edition begins at £90,000 or around $119,000 USD.
– By: Chris Chin
2019 TVR Griffith Specifications
TECHNICAL SPECIFICATIONS
Body: Two-seat coupe, with carbon chassis, and composite body with a number of aluminium panels.
Chassis: iStream® design steel and aluminium frame with bonded carbon composite sections
Suspension
Front: Double wishbones with adjustable gas filled coil-over dampers with concentric springs
Rear: Double wishbones with adjustable gas filled coil-over dampers with concentric springs

Steering: Electric Power Assisted Steering (EPAS)
Brakes
Front: Six-piston aluminium brake calipers and 2-piece ventilated floating brake discs with 370mm diameter and 32mm thickness
Rear: Four-piston aluminium brake calipers and 2-piece ventilated floating brake discs with 350mm diameter and 32mm thickness

Wheels and tyres
Front: 235/35 ZR19, on 8.5in wide rims
Rear: 275/30 ZR20, on 9.5in wide rims

Weight
Unladen weight:
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