Automotive

Here Is What’s Happening At The 2018 North American International Auto Show

Here Is What’s Happening At The 2018 North American International Auto Show
The North American International Auto Show, held in Detroit, Michigan, is the most significant auto show in the world. Last year at the Cobo Center, there were 50 OEMs in the house, 42 press conferences, and over 70 vehicle introductions. 5,000 journalists and other media professionals packed the halls for Press Preview, with nearly 13,000 attending the Charity Preview event. The economic impact of NAIAS on metro Detroit, according to David Sowerby, C.F.A., Portfolio Manager and Chief Market Analyst at Loomis Sayles & Company, is an estimated $450 million.
Here is what to expect at NAIAS, now in its 30th year.
Big Reveals
Casual car enthusiasts and career automotive professionals can appreciate the sea of iron that decorates the Cobo Center every January. Press Preview (January 15th and 16th) is where a lot of the action happens with regard to vehicle reveals.
“From global automakers to tech giants, mobility startups to suppliers and even the head of U.S. Transportation, NAIAS Press Preview will feature industry-shaping announcements from the entire automotive ecosystem,” explained Ryan LaFontaine, 2018 NAIAS Chairman.
Expect to see these automakers debuting new models. All times are Eastern.
Acura
The third-generation Acura RDX Prototype will make its world debut on January 15th at 11:05 a.m. The reveal will showcase a new direction for Acura; this RDX Prototype is the first in a new generation of products, according to the automaker. The RDX will ride on an Acura-exclusive platform centered on two design mantras, Precision Concept and Precision Cockpit. The first is about sleek styling and strong body lines; the latter is concerned with making the interior functional and clean.
Acura RDX teaser shot. Photo: Acura.
BMW
The X2 and i8 Coupe will make their world debuts on Monday, January 15th at 9:35 a.m. The X2 is said to have “fast-moving body language, low-slung proportions, and a robust construction.” A 2.0-liter TwinPower Turbo 4-cylinder engine and eight-speed automatic motivate the X2, expected to arrive in dealerships this spring. BMW will also have an array of electrified vehicles on display.
Infiniti
The Q Inspiration Concept will take center stage on Monday, January 15th at 12:35 p.m. Karim Habib, Infiniti’s Executive Design Director, says they pushed the traditional sedan architecture to the next level.
“The Q Inspiration offers an alternative form; something more flowing in appearance and muscular in stance, with an unusually long and balanced cabin,” he explained. “Experimenting with new proportions in an established segment with the arrival of smarter, compact powertrains, the Q Inspiration features a shorter hood and elongated body, with all the benefits to interior well-being, comfort, and space that this layout entails.”
Infiniti Q Inspiration Concept. Photo: Infiniti Motor Company Ltd.
Jeep
The 2019 Jeep Cherokee will see its world debut on Tuesday, January 16th. Details are slim right now, but Jeep says the new Cherokee will have a more premium design and more fuel-efficient powertrains. Jeep starts their press event at 8 a.m. on the 16th, with breakfast for credentialed media.
Toyota
Toyota will premiere the all-new 2019 Avalon on Monday, January 15th at 1:05 p.m. No additional details were given and the teaser photo only showed a glimpse of the headlights.
Volkswagen
There are even fewer details here, just that VW will debut the 2019 Jetta. They did release these cool sketches, however. VW’s press conference is set for Monday, January 15th at 10:05 a.m.

Big Events
In addition to the vehicle reveals, NAIAS has plenty of opportunities for further education, networking, and just plain fun. Here are some of the other happenings.
The Gallery – January 13th
Fine food, fine art, and fine automobiles. Nothing better on a cold January evening in Detroit. The Gallery, now in its 12th year, is the official kick-off for NAIAS, held in the Cobo Center’s atrium overlooking the water. Guests will experience a multi-million dollar collection of the most acclaimed automobiles in the world, including the likes of Aston Martin, Bentley, Ferrari, Lamborghini, and Rolls Royce.
The University of Michigan C.S. Mott Children’s Hospital will be the beneficiary of The Gallery’s silent auction that includes an array of luxury experiences. Proceeds support patient care and research. Tickets are $250 per person.
Charity Preview – January 19th
Another night of fine dining, good causes, and enjoyment, Charity Preview is one of the most exclusive events in the United States. Since 1976, Charity Preview has raised more than $111 million for children’s charities in southeastern Michigan, $41 million of which was raised in the last 10 years. Tickets are $400 per person, $390 of which is tax deductible.
Fond memories for us include seeing The Steve Miller Band perform at the event in 2015.
The Beach Boys perform at Charity Preview, NAIAS 2017. Photo: North American International Auto Show.
Industry Preview / AutoMobili-D (January 17th and 18th)
Industry Preview places nearly 40,000 automotive professionals and analysts from over 2,200 companies under one roof. It’s a networking and professional development opportunity with the individuals behind many of today’s most innovative technologies and products. Complementing Industry Preview is AutoMobili-D, a gathering of the latest mobility-focused platforms from the world’s automakers, suppliers, and startups. AutoMobili-D examines the connected car, autonomous driving, and how smart cites play a role in our future.
Feature panels and presentations from industry experts make the $110 ticket cost well worth it. Speakers this year include Elaine Chao, United States Secretary of Transportation, and Ray Tanguay, Automotive Advisor to the Governments of Ontario and Canada.

Public Show
NAIAS runs January 20th through the 28th at the Cobo Center, One Washington Boulevard, downtown Detroit. Ticket information for the public show and the above events can be found here; a list of daily activities can be found here; for anything else, show’s official site is pretty easy to navigate. This year at NAIAS, a photo contest is being held with the top prize being Bose SoundSport wireless headphones. If you take any cool photos, share them with us on our Twitter page.
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 & Sources: North American International Auto Show, Acura, BMW of North America, LLC, Infiniti Motor Company Ltd, FCA US LLC, Toyota Motor Sales, U.S.A., Inc., Volkswagen of America, Inc.

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Unexpected Car Shows Are Always Worth Visiting

Unexpected Car Shows Are Always Worth Visiting

For me it has turned into an immutable fact that you should always, always head to a car show, especially if you are in a strange setting or you didn’t know about the car show in advance. About a month back, I found myself in just such a time and place, when an unexpected car show appeared out of nowhere.
It turned out to be a gloriously affirming good time of car related gearheadedness.
Quintessential Community
I was recently in Port Townsend, Washington on a working vacation. Port Townsend is a cute little Victorian-era town on the banks of Puget Sound. Back when it was founded, before the Civil War, they thought Port Townsend was going to be the San Francisco of the north. And they were nearly right, since at that time, Seattle was a brine-soaked series of mud flats and Tacoma was, uh, a brine-soaked series of mud flats (it’s amazing what a lot of rain will do to a place). But Port Townsend got outpaced by both Seattle and Tacoma and now exists, mainly, as a weekend getaway spot, artist colony, ex-hippie refuge and, somehow, a place for retired Californians to live.
Port Townsend was also a place where I stumbled onto a local car show that was pretty impressive; the Port Townsend Kiwanis Classic Car Show. Sure, there were the tastefully done up hot rods (I refuse to call them street rods) more than a few immaculate antique cars that looked showroom fresh 75 years on and, surprisingly, more than a few outright sports cars, plus interesting older cars and even – gasp – something French! Here are a few of my favorites, or at least the cars that caught my eye, followed by a photo gallery of the other rides assembled.
Photo: Tony Borroz for Automoblog.net.
First up, let’s get my biases out of the way. This is a rather nice and tastefully modified Triumph TR3. It had all the period goodies like wire wheels and that factory grille bar with the driving lights, but it had also been seen-to here and there.

The interior was redone with new materials but retained that old style look; even the dash was redone, and just as tastefully. “But what’s this,” I asked as I walked around the front and took in the engine bay . . . that, my dear friends, is a Roots-type scroll supercharger. I never found the owner so I couldn’t tell you how much power this thing puts to the tarmac, but that’s an upgrade after my own heart.
Photo: Tony Borroz for Automoblog.net.
Just aft of that Roots blower was this, the nearly impenetrable stronghold of Lucas, The Prince of Darkness.
Photo: Tony Borroz for Automoblog.net.
Many a times have I stared, knuckles bleeding, tears welling up in my eyes, at just that fuse block. Many, many times have I looked on, feeling like an Old Testament prophet that God had decided to test. That fuse block, right there, is one of the biggest reasons why I drive a Miata.
Photo: Tony Borroz for Automoblog.net.
Next up, we have this pickup, an older Chevy; I didn’t really pay attention, but what jumped out at me was the car club plaque screwed into the front bumper.
Photo: Tony Borroz for Automoblog.net.
Badge of Honor
See, back in the 1950s, if you were in a car club, one of the things your dues got you, in addition to that totally cool Car Coat and the secret blood initiation, was some sort of identifying marker. In SoCal, they tended to be these stand-up things you put on the parcel shelf in your rear window. In other places, it was a bumper plaque like this one.
Check it out closely, it is exemplary of the art: up top, your car club; in this case The Rakers (and how cool of a club name is that?) and down at the bottom, where you hail from, in this case, Port Townsend. In other words, this guy was a Port Townsend gearhead waaaay back in the day, and he still is. Like I said, cool, no?
Photo: Tony Borroz for Automoblog.net.
Red Hot
Ah, the Shoe Box Ford. Why they got called that I never knew, but that’s what everyone knows them as now. This is a particularly fine example that also hews very close to what cruiser cars were like back then. The modifications were usually subtle. This guy sported a very nice, deep wine red paint job; it was lowered a little, and was running on what looked like Gotti wheels (an odd choice, but they worked).
Photo: Tony Borroz for Automoblog.net.
But what’s this? This would be some rather nice pinstriping flourishes up front, a la Von Dutch. And if you think, even for a second, that Von Dutch is that clothing line Justin Timberlake wears, I swear I will hunt you down with dogs and show you just how wrong you are.
Photo: Tony Borroz for Automoblog.net.
I Fought The Law
But wait, it gets even better! What’s that, you might ask? That, my young Padawan, is a “Blue Dot.” That thing, right there in the center of the taillight, is an aftermarket item you could buy back in 50s and 60s. They are these faceted pieces of dark blue plastic about the size of a nickel, surrounded by a chrome bezel. And the deal was, you’d drill a hole in your taillight and mush them in there, and when you’d hit the brakes, you’d give off this purple-ish glow. Putting Blue Dots on your car back then was like rolling up your Pall Malls in your t-shirt sleeve, and turning up the collar on your Car Coat; it showed in no uncertain terms that you were A. Bad. Boy.
I know, it doesn’t seem like much until you consider that, for some reason lost to me, the local cops hated seeing them. You’d get pulled over and ticketed for some sort of penny-ante equipment infraction. But you didn’t care! You were a gearhead! The bulls could kiss it! Hand me a match, will ya? I am still personal friends with older guys that got hassled by cops because of this. See, when you’re a gearhead, there’s always something the cops are going to dislike. You get used to it, I suppose.
Here’s the rest of the cars that were at the show. Like I said, a pretty impressive turn out; everything from fabulous Hudson Hornets to Citroen Maseratis – and what sort of masochist owns a French car powered by a 70s vintage Italian engine way out in the wilds of the Olympic Peninsula? My kind of gearhead, that’s who.
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.
Port Townsend Kiwanis Classic Car Show Gallery

Gallery Photos: Tony Borroz.

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Global Summit In Brussels, Belgium Examines Autonomous Driving

Global Summit In Brussels, Belgium Examines Autonomous Driving

Autonomous driving is one of the headline topics today in the automotive industry. A conversation on autonomy can include everything from technology and infrastructure, to legalities and testing. Sometimes, people will even voice apprehensions about an autonomous car, expressing their fears about life in an autonomous world. Recently, a new study highlighted that safety is still the main concern among consumers.
AutoSens organizers are in tune to this, understanding that collaboration is necessary for the successful implementation of autonomy.
Challenges & Opportunities
AutoSens returns this week to Autoworld in Brussels, Belgium, their second summit this year, following a successful event in May in Detroit, Michigan. The Detroit event marked the North American debut for AutoSens, with over 350 engineers, researchers, entrepreneurs, and other automotive industry experts in attendance. AutoSens is built on the visions these professionals share on vehicle perception technology, ADAS systems, and autonomous driving. Like in Detroit, AutoSens Brussels examines OEM requirements for developing these systems, and provides arenas for engagement, idea sharing, and collaboration.
“AutoSens has a strong following, backing within the industry, and is building a community of dedicated and passionate automotive engineers and technologists,” said Robert Stead, Managing Director, Sense Media. “That same community has a powerful desire to see through the roll out of autonomous vehicle technology.”
Photo: Sense Media.
Active Participation
AutoSens Brussels will see an influx of over 400 technical experts and engineers, each with a thorough understanding of connected car systems. The biggest topics in Brussels include camera developments, functional safety testing and validations, sensor fusion, image processing, imaging standards, and benchmarking. LiDAR, radar, computer vision, in-car networking, and the challenges facing each will be prime talking points as well.
Organizers are dedicated to providing the ideal environment for industry professionals to better understand what is talking place in these key areas. The strongest aspect of AutoSens is how attendees participate in the conversations, bring ideas to the table, identify problems, and even implement solutions. In Brussels there will be ample opportunity: the 4-day program includes 6 expert workshops, vehicle demonstrations, over 60 keynote-style conference sessions, 40 plus booth exhibitions, 8 industry awards, and a gala ceremony.
“Keeping engineers at the core, AutoSens in Brussels will see an international awards program and gala dinner in Europe, extended learning through an enhanced series of workshops, continuation of the IEEE P2020 working group activities, and vehicle demos to showcase the latest technology as we develop the ADAS and autonomous vehicle technology community this year,” Stead said.
Photo: Sense Media.
Accomplished Voices
The speakers at AutoSens Brussels are as diverse as they are distinguished. Collectively, the panel has experience in everything from robotics and computer vision, to automotive electronics, digital imaging, and functional safety. Each speaker was handpicked and selected based on their contributions to functional safety, driver assistance systems, autonomous cars, and their overall passion for the topics. Speakers at AutoSens Brussels include:
Philipp Hoffmann, Research, New Technologies and Innovation, Project Leader, BMW Group.
Heiko Hirschmueller, Co-Founder, Roboception.
Erich Ramschak, Sensor Product Manager, ADAS Engineering, AVL.
Markus Heimberger, System Architect; Senior Expert, Valeo.
Chris Davies, Head of Technical Superiority, Belron.
Saskia de Craen, Senior Researcher, SWOV.
Paul Jennings, Professor, University of Warwick.
Sheldon Russell, Senior Research Associate, Virginia Tech Transportation Institute.
Junmuk Lee, Senior Research Engineer, Hyundai Autron.
Erik Vinkhuyzen, Senior Researcher, Nissan Research Center.
Photo: Sense Media.

Historic Appeal
AutoSens Brussels will be held in two different venues, the first of which is the Autoworld private museum. Organizers believe Autoworld’s architecture, car collection, and history make it the ideal location. During World War l, Autoworld served as the German army’s garage, while the Mundaneum, created by Belgian lawyers Paul Otlet and Henri La Fontaine, was installed there in 1920. The AutoSens Awards will take place on September 20th at the Atomium.
AutoSens Brussels begins on Tuesday, September 19th and runs through Thursday, September 21st. Registration is currently open and the full schedule can be found here.
“We have some really exciting things in store so the team and I are looking forward to seeing how the industry responds,” Stead said.
Carl Anthony is Managing Editor of Automoblog and resides in Detroit, Michigan.

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Innoviz Showcases New LiDAR Technology In Las Vegas

Innoviz Showcases New LiDAR Technology In Las Vegas
Innoviz Technologies recently launched a new stand-alone, solid-state, MEMS-based LiDAR solution for automated driving. The Israeli-based company says InnovizPro meets the automotive industry’s criteria for LiDAR systems, particularity in the areas of performance, reliability, cost, size, and maturity. Along with automotive, InnovizPro may provide the company traction in other markets, including industrial automation, security, and logistics.
Challenging Endeavors
At AutoSens Detroit last May, we met Omer Keilaf, Chief Executive Officer and Co-Founder of Innoviz Technologies. Keilaf explained the challenges in developing an all-inclusive LiDAR system, meaning one that is lightweight, cost effective, and functional. Automakers today benchmark their product lines, subtracting weight and cost at every turn to enhance financial and vehicle performance. We came to understand that creating a LiDAR product to fit this mold was difficult, although Keilaf and his team seemed ahead of the curve.
“Innoviz has delivered the industry’s first high-performance LiDAR solution that perfectly meets all of the requirements necessary to take fully autonomous vehicles mainstream,” Nicolas Autret, Partner at 360 Capital Partners said last year. “Based on the impressive adoption Innoviz has generated to date and the extremely talented team they’ve put together, it’s evident that the market has made its decision on who is going to win the LiDAR race and unlock the market’s vast potential.”
Innoviz Technologies demonstrating their LiDAR solution at AutoSens Detroit, May 2017. Photo: Carl Anthony for Automoblog.net.
Military Experience
The company’s unique and diverse technological roots may explain why InnovizPro meets the industry’s high standards. Innoviz was started by former members of the elite technological unit of the Israeli Defense Forces. The founders are experts in electro-optics, computer vision, MEMS design, and signal processing. In the military, Keilaf’s team was tasked with complex projects and tight deadlines. Assignments included building and implementing new technologies, from the ground up, in about eight to ten months. Not surprisingly, they needed to be reliable and cost effective. In our conversation with Keilaf, this aspect of Innoviz stood out more than any other.
“I come from a small unit but we were developing very unique hardware and technology – it’s like if MIT had an army,” he told us in a September feature. “You had to manage sometimes hundreds of people working on a certain project, and all of them needed to see something at the end that works perfectly.”
Photo: Innoviz Technologies.
Eye In The Sky
InnovizPro allows the company’s partners to test and develop the next generation of autonomous driving programs. Key features include an exceptionally high frame rate, higher angular resolution, and wider field of view. This means InnovizPro generates a dense 3D point cloud with greater accuracy while providing a detection range of nearly 500 feet.
“We are addressing a major need for high-resolution scanning technology at lower costs, with no minimum order required,” Keilaf said. “While we continue to work towards automotive-grade LiDAR with InnovizOne, our partners can order InnovizPro now in order to gain access to the most advanced LiDAR currently available.”
Autonomous cars require, in no uncertain terms, a set of eyes. This is, in no uncertain terms, so they can see where they are going. Much like a human, machines need eyes to navigate. Cameras, sensors, and now LiDAR all serve that purpose. The point of InnovizPro is to deliver superior accuracy – or superior sight – when driving proves especially difficult: during bad or unpredictable weather, at night, on a busy freeway, or when bright sunlight obstructs the view. In general, LiDAR’s range, detection, and accuracy make it necessary for autonomy – it can spot things cameras and sensors cannot, and its presence makes for a well-rounded autonomous car. InnovizPro just goes a little farther.
“It provides immediate accessibility to our advanced LiDAR technology and marks a giant leap forward for the entire autonomous vehicle market,” Keilaf added.
In Person
Live demonstrations of InnovizPro and samples of InnovizOne will be provided at the Consumer Electronics Show, January 9th through the 12th in Las Vegas, Nevada. Innoviz is booth 2101 inside the Smart Cities Hall, Tech East, Westgate. Innoviz will also demo InnovizPro at Automotive World Japan in Tokyo, beginning January 17th.
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.
Source: Innoviz Technologies.

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Leno’s Garage Releases New Detailing Aid To Combat Swirl Marks & Towel Scratches

Leno’s Garage Releases New Detailing Aid To Combat Swirl Marks & Towel Scratches You know Jay Leno, right? Funny guy, big chin, even bigger car collection? Yeah, that guy. It seems he’s getting into the car detailing business these days with an entire line of professional-grade products for both detailers and DIYers. The latest is unimaginatively called “Evaporate” but it’s designed to prevent scratches, remove streaks, and create a high-gloss finish without water spots. That’s a good thing, I suppose.
Waxing Poetics
One time, long ago, I was at the vintage races in Seattle with the local Miata club. When I got there, two of the more anal retentive members were talking about, and I’m not making this up, the direction to wipe water off their cars. I walked by, sauntered through the paddock for a brief survey of who was already there, wandered back to my car about 20 minutes later, and these two guys were still talking about the best direction of the drying motion to be used. People like that worry me.
This is a level of car detailing and cleanliness that usually bothers me. Look, I appreciate a clean car as much as the next gearhead, but there has to be some limits. And I’m not even really applying this to Leno. The guy has a fantastic car collection replete with very rare and impressive stuff like Auburns and Cords and Duesenbergs and steam cars from more than a century ago. Those are cars you are obligated, both mechanically and morally, to Take Very Good Care Of. Just think of the time and hassle and money that goes into repainting a V-12 Packard? You don’t want to scrimp on the wax.
Jay Leno and his team worked with in-house chemists and product engineers for the Advanced Vehicle Care line, which includes Evaporate. Photo: Leno’s Garage.
Two Towel Approach
Enter Evaporate. And, as the name implies, it is a “drying aid.” What Evaporate aims to do is help prevent swirl marks and towel scratches by lubricating the vehicle’s surface during the towel-drying process of a car wash. Laudable goals, to be sure. Nobody likes swirl marks and scratches. It also helps prevent water spots and leaves behind a high-gloss finish. Evaporate was created by a team of chemists and Jay’s professional detailers (and how would you like that job?).
Applying Evaporate is easy. It’s a spray-on product that you squirt over a wet area of the vehicle before you dry it. First you spray on the Evaporate, wipe it down with a damp towel, then buff to a glossy finish with a second, dry towel. Leno, or at least Leno’s press release, says the “easy-to-follow steps create a vastly improved finish over conventional methods with little extra work,” and I have a tendency to agree. Effectively, all this does is add one intermediate step with little hassle.
American Made
Evaporate is the latest in a line of stuff called Jay Leno’s Garage Advanced Vehicle Care. And, like all of his Advanced Vehicle Care products, Evaporate is made and bottled in the United States, natch, since Jay is nicely patriotic in that way. They say the entire line was designed by Jay and his team to clean and protect even the most delicate finishes with professional-grade formulations. I’m not going to argue with that, given the cars Jay has to maintain. I’ve seen more than one on the lawn at Pebble Beach myself.
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.
Source: Leno’s Garage.

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2018 Acura TLX 3.5L AWD A-Spec Review

2018 Acura TLX 3.5L AWD A-Spec Review

It’s always exciting when the new 2018 models arrive for our testing. It’s even better when a new sporty model is available to be driven before it arrives in showrooms. This new TLX is more dynamic, especially with the A-Spec trim we tested this week.
The A-Spec gets a sport-tuned suspension and its own unique styling elements.
What’s New For 2018?
The 2018 Acura TLX is updated with a face lift, mainly on the front end. Acura freshened the TLX’s styling to bring the sedan up to date with the company’s current design language. More advanced driver safety aids are now standard across all trims, the infotainment interface has been revised for quicker responses, and the transmissions have been retuned. The A-Spec trim level is new for 2018.
Features & Options
The 2018 Acura TLX 3.5L AWD A-Spec ($44,800) comes with standard features like keyless entry, leather upholstery, automatic wipers, a climate control system that compensates for sun direction, navigation, a 10-speaker premium audio system, blind-spot monitoring, and rear cross traffic alert. New for 2018 is the TLX 3.5L A-Spec, which comes with revised leather upholstery, a power-extending thigh support for the driver’s seat, sport-tuned suspension, 19-inch wheels, quicker steering, sport front seats, and some cosmetic tweaks.
The Technology package (included) adds parking sensors, remote engine start, ventilated front seats, heated outboard rear seats, a heated steering wheel, wireless charging, auto-dimming and power-folding side mirrors, a surround-view camera system, and a heated windshield.
For 2018, all TLXs are equipped as standard with a suite of driver assistance features collectively labeled AcuraWatch. This includes lane departure warning and intervention, forward collision warning and mitigation with automatic braking, road departure mitigation, adaptive cruise control, and automatic high-beam control. Total MSRP including destination: $45,750.

Interior Highlights
Stepping inside the cabin of the TLX, we could tell the sedan was well-built from quality materials and the leather upholstery is an upgrade from the standard model. The most noticeable feature is the space-saving push button gearshift lever that so many automakers are going to. It frees up storage space, and once we got used to it, it’s a snap to use. There’s plenty of room up front for taller drivers and visibility out the sides and back are TLX strengths.
We used the ventilated front seats every day as the temperatures in Denver soared into the 90s during the day. They kept us nice and cool as the mile-high sun was extra hot this week. There’s ample leg and headroom in the front and rear legroom is impressive. Rear headroom, however, might be a problem for passengers taller than 6 feet, but the TLX should be plenty comfortable for average-sized adults.
Overall, the TLX 3.5L AWD A-Spec offers an upgraded interior package that’s well-assembled and appealing.

Engine & Fuel Mileage Specs
The new TLX A-Spec trim is powered by a 3.5-liter V6, making 290 horsepower and 267 lb-ft. of torque. It comes mated to a 9-speed automatic transmission that sends power to the SH-AWD system. EPA estimates come in at 20/29 city/highway and 23 combined.
Driving Dynamics
The top-trim Acura TLX 3.5L AWD A-Spec comes with the composure and speed you would expect from a true performance model. It’s easy to drive and easy to live with for commuting around town and for comfort on the freeway, but it has a wild nature when you need it. We shifted into Sport+ mode, pushed the pedal down, and we could feel the extra power and the throaty exhaust note. We used the steering wheel paddle shifters this week to manually run through the 9 gears and it performed like a true sports sedan.
We chucked the TLX AWD A-Spec around some tight mountain corners and the sedan responded with very little body lean; the steering was nice and tight. The TLX’s sport-tuned suspension and four-wheel steering generally enhance handling.
However, we would have liked to see the A-Spec come with performance tires instead of all-season radials. What we also didn’t like was the TLX’s variable cylinder management that saves fuel and kills the engine at a stop light.
Conclusion
Acura brings the new sporty A-Spec trim to the lineup for a good balance between comfort and sport. There’s better performance sedans out there, but the TLX AWD A-Spec is still a fun ride and will fulfill the needs of driving enthusiasts.
Denis Flierl has invested over 25 years in the automotive industry in a variety of roles. Follow his work on Twitter: @CarReviewGuy
2018 Acura TLX A-Spec Gallery

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2018 Acura Acura TLX Official Site.
Photos: Honda North America.

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Toyota Research Institute Showcases New Autonomous Platform

Toyota Research Institute Showcases New Autonomous Platform
The Toyota Research Institute (TRI) will present Platform 3.0 at the 2018 Consumer Electronics Show in Las Vegas, Nevada. Platform 3.0, built on the Lexus LS 600hL, is Toyota’s latest autonomous research vehicle, one noted as both technologically advanced and stylish.
“Our team has once again rapidly advanced our automated vehicle research capabilities,” said Dr. Gill Pratt, TRI CEO and Toyota Motor Corporation Fellow. “To elevate our test platform to a new level, we tapped Toyota’s design and engineering expertise to create an all-new test platform that has the potential to be a benchmark in function and style.”
Threefold Approach
TRI approached Platform 3.0 with three fundamental principles: Elevate perception capabilities and be an industry leader in automated vehicles; blend the sensing equipment into the vehicle’s design with a distinct appearance that is sleek and elegant; and package the automated technology in a manner that is easy to reproduce for building an entire fleet at scale.
“Experimentation has transitioned to narrowing in on a technology package with a more defined sensor configuration and level of performance that helps catapult proficiency in understanding the world around the car,” reads a statement from TRI.
Photo: Toyota Motor North America.
Perception Technology
Vehicle perception technology can best be described as eyes for the car. Much like we humans have senses for sight, sound, touch and so on, an automated vehicle needs the same “sensory” attributes. This is where cameras, sensors, and LiDAR come into play – these components are essentially the car’s ability to see and understand what is taking place around it. Platform 3.0 has a 360-degree Luminar LiDAR system with a range in excess of 650 feet. The system utilizes four high-resolution LiDAR “scanning heads,” which detect objects around the car, including notoriously difficult-to-see dark objects.
Shorter-range LiDAR sensors are also positioned low and on all four sides of the vehicle – one in each front quarter panel and one on the front and rear bumpers. These can detect low-level and smaller objects like children playing or unexpected debris. A good analogy on how LiDAR works is to think of bats. The flying creatures use a similar process with sound waves to navigate, often called echolocation by scientists.
Photo: Toyota Motor North America.
Styling & Design
Not only does Platform 3.0 need to function, but it needs to look the part. CALTY Design Research in Ann Arbor, Michigan and engineers at Toyota Motor North America Research and Development (TMNA R&D) were tasked with this responsibility. By creating a new weather and temperature proof rooftop panel, they cut overall height. CALTY used motorcycle helmets to inspire the design of the panel, later deemed as “intelligent minimalism.” The end goal was a crisp, fluid, and aerodynamic look.
The team further worked to conceal the sensors and cameras, and eliminate the “bolt-on” look many autonomous test vehicles sport today. The computational architecture for operating the automated components once took up the entire trunk, but not now. The electronics infrastructure and wiring was condensed into a small box. It’s autographed accordingly with an LED-lit TRI logo.

Production & In Person
The Prototype Development Center at TMNA R&D in York Township, Michigan specializes in low volume production. Starting this spring, the facility will produce Platform 3.0 cars from stock Lexus LS models. In the meantime, Platform 3.0 will be on display at CES in Las Vegas, starting next week (January 9th) through the 12th.
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: Toyota Motor North America.

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The New Mercedes-Benz G-Class Versus The Schöckl

The New Mercedes-Benz G-Class Versus The Schöckl I know what you’re thinking: “Oh great, the Mercedes-Benz G-Class. Another SUV for the Carmela Sopranos of this world.” And nine out of ten times you’d be right to think that, given most SUVs are as likely to see a logging road as a rabbi will a Bacon-Egg-Croissanwich. In this case, however, you would be wrong. The Mercedes-Benz G-Class, which is a civilian version of a literal troop carrier, is built from the get-go to travel off-road and soak up the abuse like a sponge.
I Am Legend
Mercedes-Benz has their own off-road test track with the delightfully Teutonic name of the Schöckl, inspired by the actual mountain. As a matter of fact, their latest press release is even titled: “The legend on the Schöckl” and it starts out very ominously: “Every G-Class has to conquer the Schöckl.” The only thing that could make this more Wagnerian is if there were Nordic women in brass breast plates screeching about the imminent Götterdämmerung while handing you a beer in a mug the size of a Crock-Pot.
Oh, and while I’m at it, now’s as good a time as any to announce that Schöckl is the name of Automoblog’s in-house heavy metal band. At the moment we’re just a power trio, but we’re looking for more members. So if you’ve got a cool name, like Udo or Baldur or Hasso, we’d love to talk with you. Musical ability is nice but not required.
Back to the G-Class and what happens to it on the Schöckl . . .
The new G-Class undergoing testing on the Schöckl, a 1,445 meter high mountain near the Austrian city of Graz. Photo: MBUSA.
Off-Road Prowess
The test track is located near the Austrian city of Graz and uses a 1,445 meter (4,740 feet) high mountain as its playground. The test route runs for 5.6 kilometers, or around three-and-a-half miles and includes gradients of up to 60 percent(!) and lateral inclinations of up to 40 percent(!!). Your run of the mill Merc G-Class has to endure over 2,000 kilometers (1,200 miles) on the Schöckl and, unsurprisingly, the latest iteration handles it with noticeably more control and comfort.
Mercedes-Benz says the number one goal was to make the G-Class even more effective off-road. Not add cup holders, not a better stereo, but to literally make it “more effective off-road.” Sorry Carmella.
More pointers the G is built to really do this stuff can be seen in the standard ladder-type frame, the three differential locks that can full-on 100 percent lock to put the power down, and a low range off-road ratio to kick the whole gearbox down a notch for serious torque, traction, grip, and forward momentum no matter what. The suspension is also off-road focused with an independent double-wishbone front axle in combo with a rigid rear axle. Ground clearance has been maximized with the raised axle and independent suspension contributing to the off-road prowess.
Mercedes-Benz even threw in a new control program to handle those more unpredictable off-road circumstances. “G-Mode” works independently of the chosen drive program as soon as one of the three diff locks has been activated or low range has been engaged. G-Mode tweaks the adjustable damping of the chassis, along with the steering and accelerator characteristics while avoiding unnecessary gearshifts for maximum off-road capability.
The new G-Class has a suspension designed for off-road use. The components of the double-wishbone front axle are fixed directly to the ladder-type frame without a suspension subframe. The new, more rigid rear axle is guided with four longitudinal control arms on each side and a Panhard rod. Photo: MBUSA.
Facts & Figures
The off-roading figures are impressive. The ground clearance between the axles: 241 millimeters, a gain of six. Max fording depth is 70 centimeters (more than two feet) an increase of 10 centimeters from the previous G-Class. Driving stability is listed as 35° (a 7° gain) which, if I’m understanding this right, means you can traverse a section of the planet with the G-Class tipped over at 35° and it will still keep on truckin’. Departure angle is 30° and the approach angle is 31°. Suspension travel is listed as 85/100 millimeters for the front axle spring/rebound and 82/142 millimeters for the rear spring/rebound.
Transmission & Perception Tech
The 9G-TRONIC automatic transmission/torque converter combo was specifically adapted to meet off-road demands. The shift and response times of the 9-speed are quicker, and the wide ratios make driving quieter and more comfortable while reducing fuel consumption. The new transfer case is flange-mounted directly to the 9G-TRONIC; 40 percent of the drive torque reaches the front axle and 60 percent reaches the rear. The new G-Class utilizes a permanent all-wheel drive system.
In addition to monkeying around with the normal off-road stuff for better performance, the latest G-Class features other modern niceties like a bird’s-eye view camera, a reverse camera, plus three additional ones. This means obstacles located below your line of sight or in front of the vehicle, like a hill’s crest or your kid’s tricycle, can now be easily seen before disaster strikes. All these camera views show up on a full HD multimedia system display.
Final Verdict
So yes, the G-Class is pretty close to being the ne plus ultra of SUVs. It’s expensive and loaded with tech this and comfort that, but unlike seemingly 99 percent of SUVs out there, the Mercedes-Benz G-Class can really be used off-road. In a very serious manner.
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.
Mercedes-Benz G-Glass Gallery

Photos & Source: MBUSA.

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The Project ONE Show Car: Mercedes-AMG Drops The Big One

The Project ONE Show Car: Mercedes-AMG Drops The Big One

“Well it’s about time,” I said to myself when this one landed on my desk. For all of Mercedes-Benz’s vaunted and well-deserved engineering acumen, they are, in a lot of ways, a very conservative company. Mercedes-Benz is all about engineering. Always have been, always will be. If you could boil down the company to three words, it would be these: “It will work.” While others had no problem making gloriously fast and beautiful cars that stopped working in half a block, Mercedes-Benz contented themselves with making cars that would dial back on the beauty and the speed in pursuit of never letting the customer down.
Mercedes-Benz never really stepped up to the big time, or at least never did so in any meaningful way, when it came to company flagships. Sure, they’d turn out the occasional limited run of track cars with license plates to satisfy Le Mans rules makers, but, over the years, when it came to halo cars, all Mercedes-Benz had to offer was boulevard cruisers like the modern SLs and such. But now, thanks to the Mercedes-AMG Project ONE Show Car, all that has seriously changed.
Show Business
Okay, first off, let’s just deal with that appended “Show Car” in that name. That is, most likely, Mercedes-AMG giving itself some wiggle room in what we see here, versus what we will see on the road, hopefully in the not too distant future. And, truth be told, Mercedes-AMG has a rather long tradition of doing stuff like this. They would show near production-ready supercars at various auto shows, run them around test tracks, some times even tweaking and modifying them, and then, at seemingly the last minute, not produce the things.
The C-111 is the perfect example. It was a turn key, ready to go, mid-engine sports car set to face off against Porsche and Lamborghini and Ferrari. Then, when push came to shove, Mercedes-Benz decided not to produce the thing, saying it was “only a styling and engineering test bed” all along. I seriously doubt they are going to do that with the Project ONE, and if they do, it will be a monumental mistake.
Supercar Magic
The Mercedes-AMG Project ONE is here to finally answer all the implied challenges and lines drawn in the sand by Merc’s direct competitors. Look, you’re Mercedes-Benz. You continually, and rightfully, trumpet your racing successes, technological innovations, and engineering prowess, how about letting some of that out on the road? Or so asked builders like McLaren with their P1, Porsche with their 918, or Ferrari with the La Ferrari.
You will note that all of these existing hypercars – cars that go beyond being mere sports cars or even supercars, and take over-the-road performance to a whole new level – have a lot in common: They all have hybrid drivetrains optimized for pure performance, not just tree-hugging efficiency. They all put out 1,000 horsepower or close to it and they all flow from their respective company’s racing successes. Where’s Mercedes-Benz?
Photo: MBUSA.
Roll Call
I’ll tell you where, right here with the Mercedes-AMG Project ONE. It rolled out at the Frankfurt Auto Show, but the specs that were already released must have made engineers in Gilford, Zuffenhausen, and Maranello take notice. Technically speaking, the Mercedes-AMG Project ONE is about as impressive as a sawed off shotgun pressed against your eye. Taking most of its engineering cues from racing in general and Formula One in particular, the Project ONE is a rolling tour de force of vehicle engineering.
A lot of the engineering of the Project ONE, outside of the drivetrain, is rather standard, although still very impressive. The chassis is carbon fiber as are the body panels. The notable technology in these areas, as well as others, are in the details rather than in some sort of “oh wow” revelation. The drivetrain, on the other hand, is nothing but “oh wow” revelations. Yes, as is required by all hypercars today, the Mercedes-AMG Project ONE is a performance hybrid. There are batteries and computers hither and yon and there are electric drive motors that are in place for one purpose and one purpose only: GO!
In short, the Mercedes-AMG Project ONE is motivated down der bahn thanks to a completely integrated and shrewdly networked powertrain system, consisting of one hybrid, turbocharged combustion engine with a total of four electric motors. And no, that does not mean there’s one electric motor at each wheel, oh no. One electric motor is integrated into the turbocharger, another is installed directly on the combustion engine via a link to the crankcase, and the other two motors are driving the front wheels. Those of you that follow the Grand Prix circus will instantly recognize that a lot of this layout comes directly from Formula 1.
Photo: MBUSA.

Power & Performance
The actual internal combustion engine is rather quirky, especially when coming from a company as stodgy as Mercedes-Benz. It’s a 1.6-liter V6 hybrid gasoline plant with direct injection. That electric motor on the turbo is there to assist with spool up, maintain boost pressure, and relegate notions of “turbo lag” to the dustbin of engineering history. In case you aren’t fully getting the picture, that electrically assisted turbo layout comes directly from the Mercedes-Benz Formula 1 racing car.
There’s even more racing tech to be found in the four overhead camshafts which are driven by spur gears and actuate valves that are regulated by pneumatic valve springs. Also in the waste basket are the mechanical valve springs. I believe this is the first road car to run pneumatic valves, and the results are magnificent: The redline is at a stratospheric speed of 11,000 rpm. Mercedes-Benz humbly notes this “. . . is currently unique for a road going vehicle.”
While that max engine speed is appreciably below what an F1 engine can do, the electric motors at the front end can rotate at up to 50,000 rpm. Let that sink in for a bit and then consider that a dentist’s drill works around 22,000 rpm, and that the current state-of-the-art, more plebeian electric motors run around 20,000 rpm. The Mercedes-AMG Project ONE nearly triples that current benchmark.
One of the main reasons that Mercedes-Benz went with such a small displacement engine is throttle response. That little V6 has the rev ballistics of a small explosive charge, revving from idle to that towering redline in next to no time. This type of response, with completely eliminated turbo lag, equals impressive enough acceleration as is, but when you add in the electric motors, the Project ONE will effectively have two speeds: Here and gone.
Photo: MBUSA.
Electric Avenue
So, about those electric motors. How are they powered, you ask? Very cleverly indeed. The motor powering the electric turbocharger uses part of the surplus heat energy from the exhaust system to generate electricity. That excess heat energy is stored in the Project ONE’s high-voltage lithium-ion battery packs. It is then sent to any or all of the four electric motors as the Project ONE’s electronic brain sees fit. If the Project ONE wants electrical energy sent to that 120 kW motor installed directly on the engine, the engine gets it. If the brain senses the Project ONE needs more grip and go up front, those electric motors residing at each front wheel will get juice as required.
Speaking of those two electric motors at the front wheels, each is packing a heavy 120 kW punch. They are controlled so they can provide individual acceleration, braking, and torque vectoring to each front wheel. Merc states the axle motors recover up to 80 percent of the braking energy when you nail the binders. And all this power stored in the flat pack batteries is recovered not only from wasted turbo heat – via the MGU-H (Motor Generator Unit Heat) as they say in Formula 1 – but also from the MGU-K (Motor Generator Unit Kinetic) that picks up wasted energy from the braking system, slowing the car to a stop.
All of this adds up to a combined power output “in excess of” 1,000 horsepower, and it’s put to the ground via an automated AMG SPEEDSHIFT 8-speed manual transmission. The combination is good enough to get you to 60 in less than 6 seconds. Oh wait, did I say 60? So sorry, that’s zero to 124 in less than 6 seconds. It’ll top out at “more than” 217, which is not Earth-shattering, but how much do you want to bet the Project ONE can sustain speeds close to that through corners? I wouldn’t put my down against it.
Photo: MBUSA.
Skin Deep

Of course no car is perfect. The La Ferrari is rare but they won’t sell me one for $3,000. The McLaren P1 is ugly. The Porsche 918 suffers from the same deficiencies the La Ferrari does and it’s a Porsche. The Mercedes-AMG Project ONE is, in addition to being rare and expensive, not all that distinctive or good looking as a car. Lots of people, and I am one of them, have faulted it for being “generic” in appearance. In a bunch of ways, the Project ONE looks like any number of supercars from the past. The nose and headlights look like the sainted McLaren F1. That scoop on the roof looks lifted from a Pagani. The overall blockiness and heavy appearance reminds a lot of people of Koenigseggs. Oh well, nobody’s perfect. Not even Mercedes-Benz.
But the bottom line here won’t be how many they sell or how drool-worthy the Mercedes-AMG Project ONE will be. No, what will be most interesting about the Project ONE is how people like McLaren and Porsche and especially Ferrari will respond.
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.

Mercedes-AMG Project ONE show car
Rear-wheel drive
1.6-liter V6 with direct injection, four valves per cylinder, four overhead camshafts and electrically boosted single turbocharger, electric motor connected to the crankshaft.
Engine capacity
1,600 cc
Rear-wheel drive output
> 500 kW
Front-wheel drive output
2 x 120 kW
System output
> 740 kW (> 1,000 hp)
Electric range
25 km
Drive system
Variable AMG Performance 4MATIC+ all-wheel drive with hybrid-drive rear axle, electrically driven front axle and torque vectoring.
Transmission
Automated AMG SPEEDSHIFT 8-speed manual transmission.
Acceleration 0-200 km/h
< 6 seconds
Top speed
> 350 km/h
Mercedes-AMG Project ONE Gallery

Photos & Source: MBUSA.

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