Automotive

Automoblog In-Depth: The Science of Pet Safety

Automoblog In-Depth: The Science of Pet Safety

When I visit my family, nothing tops the welcome I receive from our beloved German Shepherd. When I walk through the door, Jack greets me warmly and vigorously. He pushes past my mom and brother, rushing up as to say “about time you came back.” And not far behind is Turbo, our family cat for the last 15 years.
I will spend the duration of my time back home with those two glued to me.
Man’s Best Friend
A study last year found a dog’s heart will actually beat in sync with its owner. According to WebMD, those with pets often have lower blood pressure, stronger immune systems, and even a more vibrant dating life. Our pets being safe at home is one thing, but what about when traveling? How do we keep them safe? What if we are in an accident with our pets? Is there anything we can do?
Critical Moments
In 2004, Lindsey Wolko learned not all pet safety products deliver on their promises. After rescuing her dog Maggie from an abusive situation, Wolko found it challenging to travel with her. Thinking it was the right thing, she picked up a seat harness for Maggie at a pet store. A few months later with Maggie strapped in, Wolko had to hit the brakes to avoid an accident on Interstate 66 in Virginia.
“All I remember was Maggie screaming,” Wolko recalled. “The safety harness did nothing to protect her.”
The sudden braking caused the harness tether to wrap around Maggie’s back legs. Worse yet, she was launched forward, striking the back of the front seat. The harness effectively failed to restrain her. In time, Maggie recovered but the experience inspired Wolko to launch the Center for Pet Safety, a research and advocacy organization dedicated to the science of pet safety. As the organization grew, she found most pet products didn’t meet any sort of performance criteria.
“I learned a lot about how unregulated it is,” Wolko said. “One of the consistent themes among pet owners today is wondering if the products they buy are really going to save their pets in a crash.”
Lindsey Wolko (right) with MGA Research Corporation during crash testing of a pet safety harness. Photo: Center for Pet Safety.
Uniform Standards
In 2011, the Center for Pet Safety began crash testing pet safety products, with additional tests in 2013 and 2015. A certification program was determined for harnesses, crates, and carriers; a pet seat pilot study followed in 2015. The certification and crash testing programs, carried out by MGA Research Corporation, are voluntary for pet safety product manufacturers. A rating is assigned accordingly and passing products are given a special seal for packaging.
“We want manufactures who understand our mission and what we are trying to do on behalf of the consumer,” Wolko said. “Ideally, once we are fully funded, we will offer something like what the Insurance Institute for Highway Safety does and test in mass.”
The Center for Pet Safety published the results of their controlled testing, complete with videos and an analysis of the data. The 2013 Harness Study Testing concluded the Sleepypod Clickit Utility was consistent with its claims. The Sleepypod Clickit Utility kept the test dog restrained and on the seat during every controlled launch. Other products didn’t fare so well. One video shows a test dog being launched off the seat, then rapidly snapped back by the harness. The slow motion video shows the test dog striking the back of its head on the seat. Another harness fails so badly during the controlled launch, the test dog actually disappears from the camera frame it’s propelled so far. One harness even breaks apart entirely.
“We have had products fall apart right in front of the manufacturer’s eyes,” Wolko said. “I’ve counseled hundreds of brands and if they don’t test their products to a uniform standard, there is no way to know if they are actually going to work.”
The Center for Pet Safety and MGA Research Corporation perform crash testing on a pet travel seat. Notice near the upper right hand corner of this photograph. A piece of the harness has snapped off and is flying through the air. Notice the rip in the black strap, just behind the test dog’s head. Photo: Center for Pet Safety.

Care & Concern
Addison Edmonds got his dog Gunner when he was still in college. Although he looked forward to their hunting expeditions together, Edmonds was always bothered when traveling with his best friend.
“I was never comfortable with him in the crates that were available on the market,” Edmonds recalled. “The best out there was a injection molded plastic crate that was, for lack of a better word, junk.”
The final straw for Edmonds was when the crate actually rolled over in his truck with Gunner inside.
“He’s an incredible dog and I told myself that somebody needs to make the best dog crate available,” Edmonds continued. “Part of being the best is also being the safest, so I started thinking about it for a while.”
Edmonds sold the advertising company he was running and moved back home to Nashville, Tennessee. He put everything into Gunner Kennels, a company today that produces kennels and accessories for pet safety. Edmonds will hear testimonials from customers about how a Gunner product saved their dog’s life, but getting there wasn’t easy.
“As soon as we got the first one made, I thought it was ready to go, but I wanted to run some crash tests,” Edmonds said. “I searched online to see if anybody ever did crash testing with dummy dogs and how it played out.”
Gunner Kennels during crash testing with the Center for Pet Safety and MGA Research Corporation. Photo: Center for Pet Safety.
Trial & Error
Edmonds eventually found the Center for Pet Safety and met with Wolko and MGA Research Corporation in Virginia. The initial tests showed the original design was prone to failure: the door opened up on impact and the tie down ends, used for strapping the kennel, bent out of place.
“To my surprise, the design was not perfect so I had to go back to the drawing board and get a couple of engineers involved,” Edmonds said.
The second round of testing was a bit more successful, with the tie down points holding. The door, however, still proved problematic, despite a new frame design. The crash tests repeatedly showed the dummy dog flying toward the kennel door and striking it, which is where the failure was happening. This was, to an already dismayed Edmonds, unacceptable.
“The door would just bust open,” he recalled. “I had to think of a way to keep that door shut so it was back to the drawing board again.”
After reassurance from friends and family, Edmonds was determined to get his kennel perfect. More engineering work ensued, with new safety latches being designed and the hinges reinforced. Stainless steel replaced aluminum and each rivet given special attention. The modifications worked and the final tests confirmed as much, with the door holding in place. Edmonds even had MGA Research Corporation perform crush testing on a machine with a 4,000 lbs. threshold.
“We actually broke their machine,” Edmonds said.
“That thing is rock solid,” Wolko added. “The tooling just to manufacture the Gunner kennels astounds me.”
Today, the Gunner Kennels’ G1 Intermediate is the only travel crate with a 5 Star Crash Test Rating from the Center For Pet Safety. Gunner branded kennels house mainly sporting dogs, but lately the company is getting requests for smaller kennels. Even military branches and law enforcement entities have reached out to Edmonds.
“I knew that was a potential market but I didn’t know it would come so quickly,” he said. “These are the most highly trained dogs in the world and until now, they were being carried around in inexpensive crates.”
Gunner Kennels during rigorous crash testing. Photo: Center for Pet Safety.
Tips & Advice
Lauren Witt is an automotive product specialist based in metro Detroit. She represents automakers at a variety of events and shows across the country. Heavy travel is common for Witt who also has two dogs; Capone, a six-and-a-half-year-old Pug and Karma, a two-and-a-half-year-old Labrador mix. She advises pet owners determine the most comfortable option for their companions, be it a harness, crate, or special seat.
“Every pet is different in the car so you need to find out which method works best for them,” Witt said.
Little things, like bringing along a favorite blanket to place inside a crate, will help pets adjust to traveling. Patience is also key, according to Witt.
“Pets are sensitive to your emotions and the last thing they need is something else to stress them out on their trip,” she said.
The Center for Pet Safety offers general tips for those traveling with pets. Making sure vaccinations are current, packing a first aid kit, and bringing extra food and water are among the top recommendations. When selecting a harness, consumers should find one that does not have a tether or zipline-style feature to prevent distractions. Limiting distractions is another point both animal and automotive experts agree on.
“Pets in a vehicle can be a huge distraction if not secured properly, and we all know the dangers of distracted driving,” Witt said, “Not only are you putting yourself and other people on the road at risk, but you are also putting your pets at risk.”
Wolko recommends using a new pet safety device on a series of shorter trips first, then gradually increasing the duration of the car ride. This will allow time for pets to adjust to the new safety device, be it a harness, crate, or seat. Other points of advice include using a happy, reassuring voice and to always place pets in the back seat.
Photo: Center for Pet Safety.

Discerning Eyes
Digesting this information might be a bit much for pet owners, especially ones worried about safety. Based on the testing conducted by the Center for Pet Safety, buying the average harness or crate doesn’t guarantee protection for pets in the event of an accident. Wolko hopes the work she is doing will garner more public awareness and encourage pet safety product manufacturers to further examine and ultimately test their designs.
“That’s one of the reasons the research and knowledge sharing is so important,” she said.
The pet safety products on the market today are sold with little to no oversight, so it’s vital consumers do their research. The Center for Pet Safety notes that just because a certain product says it is crash tested does not mean it actually passed crash testing. The organization cautions consumers, saying a pet safety product cannot pass even the best crash test if it is measured against something developed for humans. It’s important consumers understand, according to the Center for Pet Safety, that many pet safety product manufacturers do not publish their test evidence. Above all, pet owners are advised to maintain a keen eye when choosing a particular product.
“Do your research,” Edmonds said. “Our pets are also our family members and need to be restrained properly in a vehicle just like our children.”
“I read a quote once and I don’t know who said it: ‘whoever said diamonds are a girl’s best friend, never owned a dog’ and I couldn’t agree more,” Witt added.
Carl Anthony is Managing Editor of Automoblog and resides in Detroit, Michigan.
Center for Pet Safety Crash Testing Gallery

Photos: Center for Pet Safety.

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2018 Range Rover Sport Gets Significant Design And Tech Updates

2018 Range Rover Sport Gets Significant Design And Tech Updates

For 2018 the Range Rover Sport is getting a thorough going over. It’s not a full blown remake, but it’s much more then a mid-cycle refresh. New engines, more tech – lots of new tech – and lots of nips, tucks, and styling re-dos here and there. Range Rover uses the word “transformation” a lot in their press materials, and even though that’s an ever so British way to put things, it’s not far off from what’s actually happening with the 2018 Range Rover Sport.
The Joneses
I’ll get to all the new goodies, tech, powertrain, and otherwise in just a bit, but let me get the bottom line out of the way first. The 2018 Range Rover Sport goes for . . . are you kidding me? Sheesh! I mean, I know these things are expensive, but I had to read the specs twice to make sure I wasn’t having a stroke. The 2018 Range Rover Sport starts at a little less than 67-thousand dollars and tops out at a little under 114-thousand. That’s like Porsche Carrera territory. And yes, yes, I know. Range Rovers can go places and do things that Porsches etc. cannot do, but that is a lot of money to pay for a fancy jeep. But I get it. One of the fun things about being rich is letting other people know how rich you are, or so they tell me.
Over 732,000 Ranger Rover Sports have been sold since the vehicle was introduced in 2004. To compliment its growing heritage, the Ranger Rover Sport is fully British-designed, engineered, and built. Photo: Jaguar Land Rover.
Power & Performance
So what do you get for the cost of a nice tract home in Dearborn, Michigan? Honestly, you do get a lot, and it’s pretty nice stuff. The company says the upcoming 2018 Range Rover Sport (it should be arriving at U.S. dealers by early 2018) is “transformed by new technology.” It will feature an updated interior and exterior, along with enhancements to the powertrain, greater powertrain choices, and a buffet of tech goodies throughout. The upcoming Range Rover Sport lineup will consist of V6 and V8 gasoline models, a V6 diesel variant and, topping out the range, is the fastest Range Rover Sport to date, the 575 horsepower Sport SVR. Now, why you’d want a particularly fast truck/jeep/thing is a little beyond me at the moment, but, given that the SVR is capable of hitting 60 mph in 4.3 seconds, no one is going to call it underpowered or slow.
A plug-in hybrid electric powertrain is planned for 2019.
Vehicle Treatments
The revamp of the new Range Rover’s exterior aims to modernize the design and make the Sport look more dynamic, without changing its character. In other words, it still looks like a big box The Queen would drive around, only better. The front end has been reworked with a new LED headlight design alongside a redesigned grille. The lights and the grill are also better integrated with the new bumper and there’s a more aggressive profile overall.
The inside is like James Bond’s flat in Kensington or Eggsy’s place from The Kinsgmen: It’s veddy, veddy British with acres of leather and grove’s worth of fine wood hither and yon and tech, tech, tech! The new Touch Pro Duo infotainment system is said to be the most advanced ever created by Jaguar Land Rover. It features two high-definition 10-inch touchscreens, which form the centerpiece of a cabin Range Rover describes as “minimalist.”
I’m not sure what Rem Koolhaas or Walter Gropius would call it, but I’d bet you it wouldn’t be minimalist.
“The new Range Rover Sport features well-considered updates that reinforce its assertive and powerful design,” said Gerry McGovern, Chief Design Officer, Land Rover. “The vehicle has evolved into a unique statement of performance, while the refined appearance speaks to the modernity of our Range Rover family.” Photo: Jaguar Land Rover.

Outdoor Pursuits & Gesture Controls
There are 14 power points (power outlets of one variety or another) provided in your 2018 Range Rover Sport, all the better to enhance your in-car connectivity. There’s even a “domestic” (domestic as in it’s a plug like you use at home) socket to keep laptops and other devices charged without the use of an inverter.
Thanks to the Jaguar Land Rover Activity Key, you can lock and unlock your Range Rover Sport without the need to carry a fob. The Ragney PR people say this is “ideal for outdoor pursuits,” which made me smile; “What, fox hunting?”
And the tech goodies don’t stop there, not even close. The new Range Rover Sport comes with this thing called the “Gesture Sunblind.” And it, get this, opens and closes the sunblind using a gesture control system that senses your hand movement. Swipe “rearward” in front of the rearview mirror and the blind opens, swipe “forward” and it closes. And I bet the entertainment value of watching someone flail around in front of their rearview mirror trying to get this thing to work will be priceless.
The 2018 Range Rover Sport lineup and prices are provided in the nifty graph below.
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.
TRIM
POWERTRAIN – OUTPUT
MSRP
SE
3.0L S/C V6 Gas – 340hp
$66,750
HSE
3.0L S/C V6 Gas – 340hp
$72,350
SE Td6
3.0L T/C V6 Diesel – 254hp
$68,750
HSE Td6
3.0L T/C V6 Diesel – 254hp
$74,350
HSE Dynamic
3.0L S/C V6 Gas – 380hp
$82,150
HSE
5.0L S/C V8 Gas – 518hp
$82,050
HSE Dynamic
5.0L S/C V8 Gas – 518hp
$85,550
Autobiography
5.0L S/C V8 Gas – 518hp
$96,650
SVR
5.0L S/C V8 Gas – 575hp
$113,600
2018 Range Rover Sport Gallery

Photos & Source: Jaguar Land Rover.

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2018 Chevrolet Express 2500 Van: GM Aims To Please

2018 Chevrolet Express 2500 Van: GM Aims To Please

I know, I know. This seems dull as dishwater but, believe it or not, fleet sales of full-size vans are A. Big. Deal. Yes, like any other gearhead out there, I would be much more interested if this was about a Chevrolet Express 2500 Van with a Corvette C7.R drivetrain, but, alas, no. This is about new packages and features for the Chevrolet Express 2500 Van that will be sold by the tens-of-thousands over the coming months.
Many Uses
Yes, Corvettes are fun and interesting, but they’re not what you would call a “profit center” for Chevrolet. Nope, stuff like the Chevrolet Express 2500 Vans are bread and butter on wheels. Old Louis’ outfit cranks these things out like doughnuts on a Monday morning and sells them just as fast. And, the more stuff like Express 2500 Vans Chevy can sell, the more Vettes they can make.
The mindset here is really easy to understand: Make a full-size van that is stripped of everything, because our buyers are going to modify them to suit. Okay, okay, not really stripped of everything (although there is a variation on that), but stripped down to only the most useful features. Fleet vans are bought, usually a few or a dozen or more at a time by outfits like city municipalities, large companies, shoot, fleet vans are even bought by TV stations and made into rolling production facilities.
Value Feedback
So what a full-size van manufacturer, Chevy in this case, wants to do is not include stuff that’s just going to get taken out and thrown away. However, they will definitely include stuff like towing packages or spray on cargo liners in place of carpet. Chevy, being the clever young sparks they are, decided the right approach was to sit down and talk with and listen to customers and dealers and see what they wanted. They came up with five main priorities: Enhance productivity and driver satisfaction, positively impact driver safety, reduce downtime, simplify ordering, and reduce operating costs.
The 2018 Express 2500 Van joins other work-oriented vehicles in the Chevy lineup, including the Silverado and Colorado. Photo: Chevrolet.

New Packages
Chevrolet came up with four new packages for 2018 as well. There’s the Communications Package which includes Sirius XM Satellite radio, Bluetooth connectivity, an enhanced audio system, and a leather-wrapped tilt steering wheel with vehicle controls. The Safety Package gets you Rear Park Assist and Side Blind Zone Alert, heated mirrors, a tilt steering wheel, and cruise control.
If you opt for the Enhanced Convenience Package, your Chevy van will come with remote keyless entry, remote vehicle start, tilt-wheel, cruise control, heated mirrors, and beefed-up trailering equipment, including a trailering hitch platform and dual 4-pin/7-pin sealed connectors. Finally, the Cargo Package comes with an easy to clean spray-on cargo liner. Drivers can haul materials without a second thought to scratches and scrapes, and can do an easy clean up when the day is done.
Power & Performance
Regardless of the package, your van is motivated by Chevy’s 341 horsepower, Vortec 6.0L V8 engine. The Vortec plant, which is flex-fuel capable if your fleet is running on E85, allows for a Gross Vehicle Weight Rating (GVWR) of 9,600 lbs. and a maximum trailering capacity of a whopping 10,000 lbs. Also included is the Commercial Link telematics system with a one year subscription. Commercial Link uses the built-in OnStar connectivity stuff to provide useful vehicle data back to the home office; nifty little helpers like maintenance notifications and vehicle location, so owners can manage their business vehicles more effectively.
Keep On Truckin’
You’ll be seeing a lot of these around, even if you aren’t in the potential customer pool. Delivery vans, plumbers, home contractors, and the like. City motor pools will be snapping these up by the batch so you’ll see them wending their nondescript flavors this way and that. Usually painted white or some shade of gray, fleet vans are a big part of what keeps society moving.
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: Chevrolet.

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2018 Kia Stinger: Product & Performance Overview

2018 Kia Stinger: Product & Performance Overview

We saw the Kia Stinger for the first time at the 2017 North American International Auto Show here in Detroit. Its stance was bold, its message clear, and its design nothing short of fantastic. NAIAS 2017 had a multitude of attractions and for us, the Stinger was our top pick. The forthcoming sportback will enter a segment currently dominated by European automakers, but it will be the highest-performing production vehicle in Kia’s history.
Dream Come True
The Stinger, in its present form, descends from the GT concept, first unveiled at the 2011 Frankfurt Motor Show. When the cover was lifted, it sent a wave of inspiration throughout the entire Kia organization.
“Unlike any Kia that has come before it, the Stinger really is a dream car for us and after years of commitment and hard work from a passionate group of designers, engineers, and executives around the world, that dream is now a reality,” said Orth Hedrick, Vice President, Product Planning, Kia Motors America.
According to Kia, The Stinger needed to be many things, yet most of all, it needed to be a genuine Gran Turismo car. Here is a look, piece by piece, of what Kia did to get it there.
The Kia Stinger on display at the 2017 North American International Auto Show, Cobo Center, Detroit, Michigan. Photo: Carl Anthony for Automoblog.net.
Design & Development
The Stinger’s design was overseen by Peter Schreyer, Kia Motors’ Chief Design Officer, and his visionary team in Frankfurt, Germany. Ride and handling responsibilities fell to Albert Biermann, Head of Kia’s Vehicle Test and High Performance Development initiative. His engineering group worked around the clock in Korea but other teams from Europe, the Middle East, Asia, and North and South America joined in. Ultimately, it was on the Nürburgring circuit, a place lately reserved for the 911 GT2 RS and Camaro ZL1, where Kia made their biggest strides.
“From its GT concept-car origins to the years of tuning and refining on the legendary Nürburgring circuit, no detail was too small to be obsessed over, and the result is simply stunning,” Hedrick said.
“I think for the Kia brand, the Stinger is like a special event,” Biermann added. “Because nobody expects such a car, not just the way it looks but also the way it drives.”
Kia’s engineers put the Stinger through nearly 500 laps of high-intensity driving around the Nürburgring, the equivalent of about 6,200 miles. The Stinger’s quality, reliability, and durability testing consisted of aggressive acceleration, followed by rapid deceleration and heavy cornering. The Stinger was repeatedly exposed to the Nürburgring’s 73 corners and 17 percent gradients at nearly 1,000 feet of elevation.
“It’s a whole different animal,” Biermann said of the Stinger after testing concluded.
2018 Kia Stinger GT2 AWD. Photo: Kia Motors America.
Chassis Construction
The foundation for Kia’s Gran Turismo car is a stiff, NVH resistant chassis, comprised of 55 percent advanced high-strength steel. The MacPherson front suspension features large diameter shock absorbers, high-strength wheel bearings, and an aluminum strut brace; the reinforced five-link rear suspension is mounted to a stiffened rear subframe.
The Stinger GT goes a bit farther, with Kia’s first continuously damping, electronically controlled suspension. “Dynamic Stability Damping Control” matches a driver’s inputs and style, responding to road conditions more proactively than a traditional suspension. During tight or aggressive cornering, the front shocks soften and the rear firms up for better handling. Conversely, the system can stiffen the front shocks and soften the rear for improved high-speed stability.
There are five modes: Custom, Eco, Sport, Comfort, and Smart.
Advanced Aerodynamics
The Stinger needed to be more than a pretty face but when it comes to aerodynamics, a fastback design is more challenging than a conventional sedan. To maintain the balance between style and performance, Kia’s Frankfurt R&D center used computational fluid dynamics (CFD) software to test and validate different approaches to the Stinger’s aerodynamic profile.
The body is favored slightly toward the rear while the “gills” behind the front wheel arches reduce wake turbulence as air moves over the flanks. A partially-flat underfloor cover, which flows into the rear diffuser, reduces drag; the rear spoiler, with its “ducktail” shape, reduces lift and increases stability at higher speeds. Special air inlets and curtains help reduce front-end lift and compliment the large, horizontal brake cooling ducts. By continually tweaking the “aerofoil” shape of the Stinger, Kia achieved a drag coefficient of 0.30 Cd.
2018 Kia Stinger GT2 RWD. Photo: Kia Motors America.

Engine & Powertrain
Kia poses it rather well: “if the chassis symbolizes the bones of a gran turismo, then surely the available powertrains represent its heart.” When we first saw the Kia Stinger at NAIAS in January, this really intrgued us. The first available engine is a 2.0-liter twin-scroll turbocharged four-cylinder Theta II plant, producing 255 horsepower (6,200 rpm) and 260 lb-ft. of torque. Torque is available from 1,400 to 4,000 rpm and gives the Stinger a reasonable 0 to 60 time of 5.9 seconds.
The 3.3-liter twin-turbo V6 Lambda II engine packs a bit more punch. Those looking for more snap and grunt will want this engine with its 365 horsepower (6,000 rpm) and top speed of 167 mph. Torque jumps to 376 lb-ft., available from 1,350 to 4,500 rpm. With this engine, the Kia Stinger enters the segment with more power than the Audi S5 Sportback, BMW 440i Gran Coupe, and Infiniti Q50. Further, Kia has chipped away at Porsche’s foundation. With the V6 Lambda II engine, the Stinger GT hits 60 in 4.7 seconds, which is quicker than the six-cylinder Porsche Panamera.
Helping to disperse the power is an 8-speed automatic Kia designed in-house. One of the most notable features is the inclusion of a Centrifugal Pendulum Absorber, normally found on racing, diesel, and aviation applications. The design, accompanied by an oil cooler to mitigate heat, helps prevent torsional vibrations through the drivetrain. Similar to the suspension, five different shift patterns may be selected through the vehicle’s electronic drive-mode system.
Photo: Kia Motors America.
Steering & Braking
The Stinger features a variable ratio, Motor Driven Power Steering system that Kia says offers “razor-sharp feedback.” The setup has the electric motor mounted directly on the steering rack to reduce vibration from the column and to enhance overall response.
The Stinger GT is equipped with Brembo brakes with quad-piston front and dual-piston rear calipers. The monobloc all-aluminum calipers reduce unsprung weight, dissipate heat, and are coupled with large diameter brake discs: 13.8-inches in the front and 13.4-inches in the rear. During development, the Stinger was subjected to multiple runs down the infamous Grossglockner High Alpine Road in the Austrian Alps. The environment is the ideal place to test braking performance.
Interior Treatments
All Stingers come standard with a leather-appointed cabin, although an ultra-soft Nappa leather is available. Air-cell bladders and width-adjusting bolsters are available for the driver’s seat for additional comfort. The center console is split between the infotainment controls, which sit below a large color touchscreen, and the climate controls. The gauges are ringed in metal and accentuated with sweeping red needles; a color TFT screen relays data like cornering G-forces, lap times, and temperatures, along with the trip odometer, driver settings, navigation, and diagnostics.
The Stinger also comes with a generous array of connectivity, infotainment, and entertainment features. An available Harman Kardon 720 watt audio system has an external amplifier, 15 speakers, and under-seat subwoofers.
Pricing & Availability
The 2018 Kia Stinger arrives in December and pricing will be announced closer to that time. The Stinger will be available in either rear-wheel or all-wheel drive.
Carl Anthony is Managing Editor of Automoblog and resides in Detroit, Michigan.
2018 Kia Stinger Gallery

Photos & Source: Kia Motors America.

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Ford Mustang Engineers Show Why Duct Tape Is Awesome

Ford Mustang Engineers Show Why Duct Tape Is Awesome

In 1999, Baz Luhrmann released Everybody’s Free (To Wear Sunscreen), a spoken word, notional commencement speech to a class entering the new millennium. Based on an essay by Chicago Tribune columnist Mary Schmich, “The Suncreen Song” contains nuggets of advice garnered from Luhrmann’s own “meandering experience.” He advises the graduating class to remember compliments, avoid beauty magazines, and spend time with their parents, among other things.
I would add, to Luhrmann’s list of already excellent advice, duct tape. In the song, he says the benefits of sunscreen are proven by scientists. I am sure, at some point in time, there was a study done by scientists on duct tape. It can solve a myriad of problems and no person should be without a roll. It can fix anything.
Human Intuition
Just ask Ford engineers Jonathan Gesek and Mike Del Zio. Despite the computer-generated and data-driven approach to vehicle development today, the human element is still needed. There are times a computer cannot read things the way a human can. After completing a high-speed lap in a prototype Mustang, Del Zio, a vehicle dynamics engineer, noticed the car was not responding to his liking around corners. The latest set of wind tunnel numbers showed everything was fine, but Del Zio was not convinced.
That’s when Gesek, an aerodynamics engineer, slapped a strip of duct tape over the lower grille gap. We are fairly certain (although Ford did not confirm) both engineers applied sunscreen at this time too. That would be logical since they were outside at a race track.
The slice of duct tape over the grille provided a “Band-Aid” fix to what is known as front-end lift. Gesek and Del Zio have devoted hundreds of hours to the aerodynamic performance and efficiency of the new 2018 Mustang. Their work has helped maintain and even improve the Mustang’s EPA fuel economy ratings. In essence, these guys know the Mustang and know it well. And they know when to trust their gut.
“That little strip of tape made all the difference,” Del Zio said.
2018 Ford Mustang. Photo: Ford Motor Company.

Proper Modifications
Mustang’s front-end styling changes include a lowered nose, larger front splitter, and rocker shield. Each element helps keep the car planted while allowing air to flow smoothly underneath. But it all started with a strip of duct tape from a dull gray roll. Granted, you won’t find a new Mustang at the dealership with a slice of the famed adhesive on the front, but you can be confident regardless.
“At the end of a straightaway, what confidence do you have in being able to brake and make a turn,” Del Zio said, emphasizing the importance of human-inspired engineering and design. “Things start to come up fast at 155 miles an hour.”
Carl Anthony is Managing Editor of Automoblog and resides in Detroit, Michigan.
2018 Ford Mustang Fuel Economy Improvements

2017
2018
Increase
City
Highway
Combined
City
Highway
Combined
Combined
EcoBoost (auto)
21
30
24
21
32
25
4.2%
EcoBoost (man.)
21
30
24
21
31
25
4.2%
GT (auto)
15
24
18
16
25
19
5.6%
GT (man.)
15
25
18
15
25
18
No Change
Photo & Source: Ford Motor Company.

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2018 Volkswagen Tiguan S 4Motion Review

2018 Volkswagen Tiguan S 4Motion Review

The Volkswagen Tiguan is sometimes a forgotten entry in the compact crossover segment, but it’s worthy to be put on your shopping list. It competes against popular Japanese rivals like the Toyota RAV4, Honda CR-V, Subaru Forester, and Mazda CX-5. It’s a tall compact crossover that stretches toward midsize in interior space, and is well-equipped for its price. It’s ready for the daily commute, or the weekend ski trip.
We recently drove the base trim Tiguan S 4Motion.
What’s New For 2018
The Volkswagen Tiguan has been completely redesigned for 2018, and grows in size for its second generation. Cargo capacity improves over the previous model.
Features & Options
The 2018 Tiguan S 4Motion ($27,495) comes standard with rugged fabric upholstery, rearview camera, USB port, Bluetooth capability, 6.5-inch touchscreen, Apple CarPlay and Android Auto, and VW’s telematics service. It also features automatic headlights, heated mirrors, roof rails, and a six-speaker sound system.
This was a new, pre-production press vehicle from Volkswagen and the only option listed was the Driver Assistance package. It included forward collision warning with emergency braking and blind-spot monitoring.

Interior Highlights
Our Habanero Orange tester seemed ready for Halloween with its contrasting, sharp-looking Titan Black fabric upholstery. The Germans know how to keep the people’s wagon simple, clean, and functional. The Tiguan’s interior is ready to haul folks around for the commute or better yet, the weekend trip to the ski slopes.
There’s plenty of room inside for taller passengers and the seats are firm and supportive, but could use a bit more padding. The Tiguan S comes with a six-speaker stereo, good for listening to sports talk on 104.3 The Fan here in Denver. Unfortunately, it lacks in sound quality for music.
In the rear, there’s exceptional legroom especially with the sliding rear seat pushed back. The Tiguan may be larger than before, although three adults in the rear seat will still be a squeeze. There’s 37.6 cubic feet of cargo space with the rear seats down, and the rear liftgate is nice and wide for loading extra large items. Maximum cargo carrying ability is still less than some rivals.

Engine & Fuel Mileage Specs
All Volkswagen Tiguan models come powered by a 2.0-liter turbocharged TSI four-cylinder engine, coupled with an eight-speed automatic. It develops 184 horsepower and 221 lb-ft. of torque. The compact SUV returns an EPA estimated 23 combined mpg with a 21/27 city/highway rating. That’s less than the competition and the rating seems low to us considering it’s a 2.0-liter engine. We got around 22 mpg, which isn’t too bad considering how hard we drove it at altitude.
Driving Dynamics
We pushed the turbocharged 2.0-liter engine hard this week as we traveled into the mountains west of Denver. It’s the ideal place to test any vehicle, and this small SUV was no exception. Without the turbo, this vehicle would be less than ideal for mountain commutes, but when the air gets thin, the Tiguan has enough power to climb the hills without issue.
You will find it has more power at lower revs when accelerating from a stop, but it can get a little out of breath at higher revs. We don’t anticipate this will be an issue for daily commuting, however. The 8-speed automatic is smooth and a welcome relief from the continuously variable transmissions that many small crossovers get. The downside is it doesn’t get the mileage of a CVT gearbox.
In the city, the Tiguan is a good commuter vehicle and it scoots around slower traffic with ease. Its smaller size lets you park in tighter spots and you won’t have a problem seeing other drivers when you are navigating city streets. The Tiguan has a higher profile and bigger windows than other small crossovers, making it easy to see out the back and sides. On the highway, the Tiguan’s ride is easy, the handling competent, and it feels softer than the outgoing model.
Conclusion
The 2018 Volkswagen Tiguan S 4Motion offers affordably-priced convenience in a compact crossover that, overall, offers a quiet, comfortable ride. If you live in a cold climate, the 4Motion all-wheel drive will get you through the ice and snow this winter without an issue.
Denis Flierl has invested over 25 years in the automotive industry in a variety of roles. Follow his work on Twitter: @CarReviewGuy
2018 Volkswagen Tiguan Gallery

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2018 Volkswagen Tiguan official site.
Photos: Volkswagen of America, Inc.
*SEL trim level also shown.

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From CTS To ZL1: The Story of GM’s Fastest Track Car

From CTS To ZL1: The Story of GM’s Fastest Track Car Here at home, it’s really something to catch a game at Comerica Park. Nothing beats watching one of our beloved Tigers launch a ball over the Chevrolet Fountain. Everyone cheers, water flies into the air, and a fierce growl emits from the loudspeakers. Buildings, both new and old, of a scarred but great city surround the park and look down on the field. It’s enough to make anyone love the game, yet it goes deeper.
Pizza Pie & Performance Cars
There was once a young man who played for the Tigers. He grew up to own them. Detroit can and will change things – it makes things that seem impossible possible. It’s the very nature of this place and it’s hard to explain exactly how it happens, but it does. For all the hardships this city endured, for as bad as things have been, that line extends the other direction in equal fashion. Only here could a minor leaguer become a sports franchise owner in a single lifetime. But he wasn’t the only thing here that started in an unlikely place and ended up someplace special.
A Camaro is often parked on the Chevy Fountain. Fitting. Because only here – only in Detroit – could your grandfather’s Cadillac become an extremely fast performance car.
2018 Chevrolet Camaro ZL1. Photo: Chevrolet.
More Than Meets The Eye
Chevy’s muscle car had disappeared for eight years until a cyborg superhero imprinted himself on the legendary machine. Donning a new body style, Bumble Bee gave us every reason to get excited about the car’s return in this sleek variation. Granted, Bumble Bee defeated Barricade (a Ford Mustang funny enough) in a classic Camaro skin, but that legacy inspired the Chevy team when designing the fifth generation.
“We went back to what made the car popular from the beginning, which were the certain design ques, like the long dash to axel, the long hood, the strong rear shoulders, and the horizontal lamps,” explained Al Oppenheiser, Camaro Chief Engineer. “We kept the DNA from the original Camaro and we modernized it.”
The fifth generation Camaro debuted to much acclaim, winning 2010’s World Car Design of the Year title. That same year, Camaro landed a Best-in-Class Ideal Vehicle Award from AutoPacific. The bar was certainly raised but moving it higher for the sixth generation meant actually dropping one critical thing.
“The fifth generation was saddled with a lot of comments on how heavy it was, so we took what worked in the fifth generation from a design standpoint and we sent it to the gym if you will,” Oppenheiser said. “For this new generation, we decided the biggest thing we wanted to do was lighten the vehicle up and make it stronger and faster than the fifth generation.”
And this is where one storied GM marque arrives to help another.
“We were able to come up with our Cadillac architecture which allowed us to take anywhere from 225 to 390 lbs. out of the car from what it was in the fifth generation,” Oppenheiser continued. “The architecture of this generation is based on the same as the Cadillac CTS, so it allowed us to use a lot of new, lighter weight materials that are stronger than the traditional steel that was in the fifth generation.”
The 2014 Camaro Z/28 featured a hand-assembled LS7 427 cid engine that delivered 505 horsepower and 481 lb-ft. of toque. The Z/28 also had specific cooling systems and a fully integrated aerodynamic package. Photo: Chevrolet.
Drawing Board Mentality
Oppenheiser and his team examined and analyzed the competition, determined to separate the Camaro from the performance car pack. Once the stronger, more versatile Cadillac architecture was in place, the team went after the suspension, then the engines; and all the way through the entire car, top to bottom, front to rear.
“When we started out, we did so on a clean sheet of paper for what the sixth generation was going to be,” Oppenheiser explained. “We planned out the whole portfolio, from the new 2.0-liter turbo, all the way up to the 650 horsepower LT4 engine in a ZL1 1LE.”
Even with the promising Cadillac architecture some inherent challenges existed. The Camaro team didn’t want to add mass – that’s what they wanted to get away from, but weight became an immediate concern again when the decision was made to offer both a coupe and convertible. Oppenheiser describes this as the car’s “wide bandwidth,” which is great in terms of expanding the available offerings, but demanding in terms of engineering.
“When you throw a convertible in there, you have this big matrix of things that you want to put in the car from a performance standpoint,” he said. “So we designed the convertible at the same time we designed the coupe, which allowed us to save by not having to add a bunch of extra, special pieces to a convertible.”
The 2018 Camaro ZL1 1LE made its world debut at the Chevrolet Experience Center on Friday, February 24th, 2017 at Daytona International Speedway. Camaro Chief Engineer Al Oppenheiser (right) gives four-time NASCAR champion Jeff Gordon a detailed walk around the car. Photo: Steve Fecht for Chevrolet.
Fine-Tuning & Finesse
As development continued, details were poured over and the small stuff sweated. Every person working on the sixth generation Camaro, be it in the design department, or the marketing and media relations office, were dialed-in and engaged. The collective whole found ways – sometimes little ones – to help this new Camaro become what it wanted to be. Meanwhile, performance engineers were busy tuning the exhaust note.
“We spent six months doing that,” Oppenheiser said. “We literally spent six months tweaking the back pressure and tweaking where it opens up the valves at certain RPMs just to get that perfect Camaro feel.”
With the exhaust note tuned to perfection, it was time to hit the pavement and put some real test miles on this new and favorable sixth generation. And indeed the miles racked up on the initial test properties, affectionately referred to as “mules” by the Camaro team.
“It was basically a CTS that we started putting Camaro DNA into,” Oppenheiser explained. “I challenged our whole team: this thing has to transform into a Chevrolet Camaro from a Cadillac, but when we started driving it around, it definitely felt like a CTS.”
Slight modifications were introduced on the test mules, like lowering the chair height and raising the beltline; the aforementioned long dash to axel concept was expanded upon, and the seating position adjusted accordingly.
“All of a sudden you started feeling like, you know what, we’ve done it, this is now a Camaro,” Oppenheiser said. “Now we’ve got the basic platform to start from, we have the DNA in the car, now let’s make it perfect and push the limits.”
The 2018 Chevrolet Camaro ZL1 1LE laps the Nürburgring Nordschleife. Photo: Chevrolet.
Over The Fountain
Camaro holds its rightful place but it’s also living somewhat in the Corvette’s shadow, GM’s iconic and now immortal performance car. And that will (probably) always be as long as both remain under GM’s roof. But there’s that element here in Detroit – that passion brewing under the surface that allows a minor leaguer to surpass the ranks of the majors, and right into the annals of history. This was Mr. I. and in no uncertain terms, it is also Mr. O.
“When I came into General Motors 32 years ago, I told everybody that I wanted to be the Corvette or the Camaro Chief; I am fortunate to be here and I love every day, “Oppenheiser said. “The one thing I always dreamed about was if we could have a car that could be called the fastest car GM ever made on the track, it would be great.”
And that happened this summer when the 2018 Chevy Camaro ZL1 1LE sailed around the Nürburgring’s 12.9-mile Nordschleife in 7:16.04. That proved it was the fastest Camaro ever on the famed German track, but more importantly, the fastest car in GM’s history. Oppenheiser admits he knew the 2019 ZR1 was coming but wanted that moment in time preserved for the hard working people on his team. Even if that moment was short-lived.
“I thought it was fantastic because of the pride from everybody that touches the Camaro from design, manufacturing, engineering, finance, and marketing,” he said. “Everybody walked around just a little bit taller all summer last year because of how well we did on this car and how well it performed.”
Carl Anthony is Managing Editor of Automoblog and resides in Detroit, Michigan. He studies mechanical engineering at Wayne State University, serves on the Board of Directors for the Ally Jolie Baldwin Foundation, and is a loyal Detroit Lions fan.

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Drive-In Movie Theaters Are Alive And Well

Drive-In Movie Theaters Are Alive And Well

America is good at extinction. There were herds of buffalo the size of Midwestern states, and we nearly annihilated them. There were enough passenger pigeons to eclipse the sun, and we did annihilate them. Around 60 years ago, there were huge swaths of this country given over to a singular proposition: You can do it in your car. The drive-in restaurant. The drive-in dry cleaners. The drive-in liquor store. There was even a drive-in church. In SoCal, of course. And, just as such, there were drive-in movie theaters. Hundreds . . . thousands . . . of drive-in movie theaters across this country. Roughly 80 per state.
Today, in 2017, in the state of Washington (for instance) there are three. And I stumbled across one of them, still in operation, located in the rural Olympic Peninsula. I went to a movie there and, appropriately enough, that movie was Cars 3.
Unexpected Destination
Cars 3 (and this is not going to turn into a film review) is a good movie, and you should go see it. Not just from a gearhead’s perspective, although there’s lots of car related stuff to laugh at and notice, but as a good movie in and of itself. No, it’s not Citizen Kane or 2001, but it is a pretty good movie.
So, there I was, driving – actually, being driven – from a rural area of the Olympic Peninsula to Port Townsend, a town that, when it was founded ten years before the Civil War, was going to be the main city of the Washington Territory. Port Townsend was aiming to be the San Francisco of the Pacific Northwest. And it nearly was, before being usurped and surpassed by both Tacoma and Seattle. Now, Port Townsend is mainly a tourist destination, artist community, and a rather nice place to retire if you do not demand year-round sunny weather. It looks like what San Francisco did 150 years ago. Port Townsend is frozen in time.
We’re driving through the woods, heading toward Port Townsend. It’s a long, straight stretch of two-lane that, given the right car, you’d be really tempted to open it up . . . except for the blind driveways and rough logging tracks that come out of the lofty pine forests at oblique angles with mere feet of visibility. Suddenly there it was. An old, ten-foot by twenty-foot white marquee with the black stick-on letters that simply read:
Drive-In Movie Theater
Cars 3 & Transformers V
Fri. Sat. Sun.
At first I didn’t think much about it. But then the little wheels in my skull went “click-click-click” and I realized both of the movies listed were new movies.
“Is that an operating Drive-in theater?”
“Oh yeah,” she answered. “It’s really fun. They show different movies every weekend, mostly new stuff. We should go.”
“You’re darn right we should go,” was the only response the situation merited!
Photo: Tony Borroz for Automoblog.net.
Warm Welcome
The drive-in movie theater is called the Wheel-In Motor Movie. It was started by a family in, get this, 1953! The Grand Prix World Championship was only three-years-old at that time. Juan Manuel Fangio was a rookie driver. Stirling Moss hadn’t even started driving. The Wheel-In Motor Movie even pre-dates fins on Cadillacs and is a contemporary invention of the Shoebox Ford. And this place is still going. It’s still showing movies – that you can enjoy from the comfort of your own car – every summer. Perfect!
After you drive down a dirt two-lane cut through 100-foot tall fir trees, you come to the ticket office overseen by a nice, friendly gray-haired woman. She tells you what two movies are playing that night, the price (as I recall, a whopping $8.00 per person), takes your money (cards accepted), and tells you the radio frequency to tune to for the movie, should you choose to forgo the 60-year-old, window-hanger “Hi-Fi” speaker.
She says “thank you,” and you drive on for another couple hundred yards, through the trees, and into the drive-in theater itself.
Photo: Tony Borroz for Automoblog.net.

Wide Open Spaces
The parking area is large and nicely terraced for easy viewing. At the far end is a screen roughly the size of a tennis court. This screen, as it turns out, is brand new. The Wheel-In Motor Movie recently had to upgrade to a digital projection system and got a new screen to go along with it. The new screen sits on a gantry/scaffold-like, lattice-work structure made of locally sourced wood that looks like it could hold up a moon rocket.
Wood is all over the place around here. And so are extremely skilled carpenters. You think they were going to use steel I-beams?
Between us and the screen lies a no-man’s-land about the size of a football field. This area is awash with dozens of kids all screaming and throwing balls and doing cartwheels and scuttling and howling and running around like crazed maniacs. In other words, acting like a bunch of kids in a big open space before an event.
Around the perimeter stand those who I can only assume are the grownups responsible for these kids. It’s an easy assumption to make, since 90% of them have looks of deep satisfaction on their faces. It’s a look that any and all parents of six-year-olds will instantly recognize; a look that says, “they will sleep like cute little rocks tonight, and finally, finally, I can get a good night’s sleep.”
Photo: Tony Borroz for Automoblog.net.
Seating Arrangements
We begin to wander around, taking in the fading twilight and arriving cars. Everybody seems happy. Some people calmly sit in their cars, others strategize their plan for the night’s viewing. Blankets and comforters and pillows are produced, nests are made, serious discussions about who gets to sit where ensue: “Nuh-uh! Calling shotgun does not mean you get shotgun for the movie too, Travis!!”
As we wander up the gently sloping hill toward the back of the drive-in lot, I see a young couple and realize they are true professionals. Their (most likely his) bright yellow Ford pickup is parked backwards. Crammed laterally into the truck bed is a brown love seat most likely just liberated from their house. The young couple sit high up and in living room comfort, cuddled under a purple comforter. This, when I was in high school, was the preferred way to see a movie at the drive-in. Okay, actually, the really preferred way was in a car with steamed up windows and that cute girl from chemistry class, but let’s not get into that.
Photo: Tony Borroz for Automoblog.net.

Appetites & Audio Equipment
At the very back of the drive-in sits the snack bar and projector house. Entering into the snack bar, I get a strange sense of déjà vu. It all seems so familiar, apart from the glassed-off projector. And then I realize this is just like literally every other snack bar I’ve ever seen at a drive-in movie theater, race track, or other facility where the center of gravity is something that sits on wheels.
The food, amazingly, doesn’t look all that bad. Burgers, fries, that sort of thing, all made on site, and one at a time. None of this pre-packaged stuff made in a factory four states away and driven in by refrigerator truck every six weeks. I guarantee you these burgers are better than anything you’ll ever have in a chain restaurant.
On one end of the snack bar building sits the projector in a glassed-off room. The projector itself is about the size of a washer/dryer combo with a protuberant lens to give it a howitzeresque feel. It can, assumedly, throw photons down-range at such a rate that it has its own, dedicated air conditioning plant about the size of a washer/dryer combo. On the wall behind sits a 50s vintage rack mount cabinet. Up top is a low wattage FM transmitter unit, very modern and high tech, and at the bottom of the rack sits the DAs (distribution amps, an old style 70 volt system) and the PA amp. The PA amp is a massive tube and transformer unit that no doubt dates back to the original install. It looks like it has the power of an arc welder and weighs close to a V8 block and/or boat anchor.
Against the back wall sits a line of battered old shelves packed with now-unneeded splicing equipment, 35mm film reels, and a couple dozen extra window-hanger in-car speakers. These are for those that commit the primary and most mortal of drive-in movie sins: driving away with the speaker STILL HANGING ON YOUR WINDOW!!!! Don’t ever do that. You’ll look like a real stupe in front of your date and be the butt of all jokes in third period.
Photo: Tony Borroz for Automoblog.net.
The King’s Speech
As dusk gathers, we return to our car. We briefly turn on the radio (they’re playing the soundtrack from the first Guardians of The Galaxy) but we change our minds and opt for the window-hanger speaker. It has the sound quality of a Stasi listening device found in the American Embassy in Berlin, circa 1947. It is, in many ways, the cherry on top.
Kids are ushered back to their cars, some begging for one last toss of the Frisbee, one more touchdown run. Over the speakers comes the dulcet tones of the theater owner. I think it’s Dick Wiley himself, but it might be his son. And you can tell this is His Stage. This is what he lives for, these next few minutes as he patiently, gently, fatherly tells you The Rules and Mores of the Wheel-In Motor Movie. His spiel is rambling, unfocused, overly-long, and perfect. For him, it’s his St. Crispin’s Day Speech. The mic crackles off, the lights go out, and the movie starts (no previews at the Wheel-In Motor Movie, no sir).
I look over and see her blue eyes shining and a huge smile spread across her face. “This is going to be great,” she says without a hint of irony. And she’s right as can be. If you get the chance and there’s a drive-in movie theater near you, go! For a gearhead, it is part of our now-vanishing culture. The part where the car was to be the undisputed king. Where thoughts like making cars without tail fins made absolutely no sense. Sadly, and probably all too soon, these great drive-in theaters will go the way of the buffalo and passenger pigeon.
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.

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Volvo XC40 Getting Closer To Arrival, More Features Revealed

Volvo XC40 Getting Closer To Arrival, More Features Revealed

Volvo – safe, suburban, Swedish – has decided to expand its offerings in the SUV market. There’s gold in them thar hills, and almost any car maker would be stupid to leave the SUV market, and especially the SUV market aimed at wealthy commuters. So Volvo, who once only made large-ish SUVs, has expanded into hitting all market segments. Which brings us to the new XC40.
Benchmark Model
Volvo says the XC40 sets a new benchmark for design, technology, and safety in the small SUV market, but whether that Scandinavian confidence turns into profits remains up to buyers. It is fair to say the XC40, packed with all the tech from the 90 and 60 series machines and thoroughly modern, is worth taking a look at. The Volvo XC40, which includes safety innovations rarely offered among its competitors, aims to be among the safest, most well-equipped compact SUVs available, but also not break the bank. The launch model, the T5 all-wheel drive in Momentum trim, will start at $35,200. Customers who prefer front-wheel drive can pick up the T4 this coming summer for a starting MSRP of $33,200.
Photo: Volvo Car USA, LLC.
Essential Foundations
The XC40 is the first Volvo on the company’s new Compact Modular Architecture (CMA), destined to be the foundation of all other upcoming Volvos in the 40 Series, including fully electrified vehicles. In addition to the T5 and T4 AWD and FWD versions, there will also be a hybrid and pure electric variant added later.
The XC40 is the smallest SUV offered by Volvo, slotting in after the XC90, Volvo’s largest SUV, and the midsized XC60. The introduction of the XC40 completes Volvo’s SUV range with a spectrum of body colors and the now ever-so-fashionable contrasting color roof. The XC40 aims to have a strong, structured profile with large wheels, wheel arches, and an 8.3-inch ride height to “provide a true SUV feeling.”
Photo: Volvo Car USA, LLC.

Interior Appointments
The interior is just as well thought out and clever as the exterior design and the engineering you can’t see. There’s an available panoramic sunroof to allow natural light into the cabin as well as integrated LED lighting that can be color adjusted to match the mood or temperature the driver desires. The mood lighting, which works quite well at night, aims to enhance the unique metal and textile materials used in the XC40.
There’s ample interior space for both people and things with smart, daily-use features like large door pockets, integrated bag hooks, and a customizable cargo area to help organize all that stuff a modern human can accrue during the day. And since we are 17 years into the 21st century, the XC40 has tech goodies like wireless QI mobile phone charging and Bluetooth connectivity. The standard 9-inch Sensus Connect touchscreen will help reduce clutter from charging cables and connectors. The system also supports Apple CarPlay and Android Auto integration, and apps like Spotify and Pandora.
Photo: Volvo Car USA, LLC.
Safety & Security
Also standard on Volvo’s XC40 is City Safety. This detects possible hazards such as pedestrians, cyclists, other vehicles, and (I’m not making this up) large animals. I hasten to point out that Volvos come from Sweden and, if legend is to be believed, Sweden is choked full of moose, bear, dear, elk, and a wide variety of “large animals.” Additional safety features include Pilot Assist, Runoff Road protection and mitigation, Cross Traffic alert with brake support, and the 360 camera that helps drivers maneuver their car into tight parking spaces.
Buyers of the XC40 get 4 years of Volvo On Call, along with the ability to share the car with trusted friends and family via a mobile phone app. Volvo doesn’t give many details, but I’m guessing it provides access to the vehicle, allowing certain people (or some other scheme) to actually fire up the XC40 and drive it.
New XC40s will be rolling off Volvo’s assembly line in Ghent, Belgium come this November, although Volvo is more than willing to take your order today at a local retailer. No details yet on cost and such, but Volvo says that will be released at the Los Angeles Auto Show, also in November.
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.
Volvo XC40 Gallery

Photos & Source: Volvo Car USA, LLC.

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