Automotive

Peace, Love & The VW Light Bus

Peace, Love & The VW Light Bus The iconic VW Light Bus returns for the 50th anniversary of Woodstock.
Features the designs and paintwork of original artist Dr. Bob Hieronimus.
The classic VW Bus, i.e. the Type 2, started out in America as a surf mobile. Yet the same reasons surfers loved the thing – cheap, reliable, you can sleep in it waiting for your swell and such – appealed to a another growing segment of the counterculture: Hippies. From Hattiesburg to The Haight, the young and disaffected, those who tuned in, turned on, and dropped out, took to the VW Bus like ducks to water.
If ever there was a perfect vehicle for a given demographic, this was it.
Talkin’ ‘Bout My Generation
Fifty years on and we, as a society, are still coming to grips with the immutable fact hippies were Right. Peace is better than war, love is better than hate, pollution is bad for all of us, greed destroys us, equality applies to everybody, women, people of color, and gay people too. 50 years ago, Mike Lang and a bunch of other hippie promoters thought it was high time to have the concert to end all concerts. They picked upstate New York for some reason, and predicted 100,000 kids would show up.
They were wrong. Very, very wrong.
Half a million kids showed up and, despite what all the up-tight straights predicted, most had a very good time. And, seemingly, about half of those people showed up in VW Busses. And most of those were highly decorated. For example, the Light Bus. Although pretty run-of-the-mill when it comes to painting, decoration and overall tone, the Light Bus, a 1963 Standard Microbus, became a symbol of the Woodstock Art and Music Fair after an Associated Press shot of the van circulated in newspapers and magazines across the country.
Then the van appeared in the liner notes of the soundtrack to the movie about Woodstock. In its own little way, The Light Bus became A Thing.
VW Light Bus. Photo: Volkswagen of America, Inc.
They picked upstate New York for some reason, and predicted 100,000 kids would show up. They were wrong. Very, very wrong. Click To TweetTime Machine
Volkswagen of America and the greater Volkswagen community realized this, and decided to remake the Light Bus in time for all the anniversary celebrations. The original painter of the bus, Dr. Bob Hieronimus (no, dude, dig: he’s literally a Doctor now and his name is literally Hieronimus, and if someone does not call him Hieronimus Bob on a regular basis, then I am very bummed) did up the original in 1968 after an invitation from the van’s owner, who, surprise-surprise, was using it to haul his band to the festival.
This “new” Light Bus represents three years of work by Hieronimus and Canadian documentarian John Wesley Chisholm. They wanted to recover and recreate the original ahead of Woodstock’s milestone anniversary. However, the duo decided on a replica after looking for six months to find the original to no avail. My bet says it’s now a chicken coop on Kesey’s farm outside of Eugene, Oregon.
The replica Light Bus hit the public eye at the Orange Country Transporter Organization (O.C.T.O.) Winter Meet in Long Beach, California. Bonus points for calling your car club O.C.T.O. After hanging out in Long Beach, the Light Bus hits the road for a cross-country tour leading up to Woodstock’s 50th anniversary.
“It’s a time machine that takes people to the past, through the present, and to the future,” Chisholm said.
“The bus is really about being one people on one planet,” Hieronimus added. “On every side of the bus is a story – many stories – and the stories all point to unification, working together, and a higher consciousness, which is what Light really is all about.”
Photo: Volkswagen of America, Inc.
With A Little Help From My Friends
Hieronimus and Chisholm ginned up a successful Kickstarter campaign and acquired an exact model of the original Light Bus. From there, they began the painstaking restoration process. Hieronimus Bob and a team of five artists took six weeks just to recreate the original paintings. Like the original, this Light Bus is enveloped with Hieronimus’ hand-painted symbols and psychedelic shapes that captured a unique moment of American culture.
Volkswagen of America got wind of the project and fully supported the search and restoration. Shortly thereafter, a team of VW fans jumped in to assist the duo.
So keep an eye out all you Real Americans, you Silent Majority. They’ll be coming to your town, reeking of “incense,” hair so long ya can’t tell the boys from the girls; bare feet, love beads, strange clothing, and “music” that’s part of the Communist conspiracy to drag us down to the level of the lesser races.
“It’s a living room on wheels that you can outfit any way you want, and transports you and your family, however you define family, wherever you want to go,” Chisholm said.
Tony Borroz has spent his entire life racing antique and sports cars. He is the author of Bricks & Bones: The Endearing Legacy and Nitty-Gritty Phenomenon of The Indy 500, available in paperback or Kindle format. Follow his work on Twitter: @TonyBorroz.
VW Light Bus Gallery

Photos & Source: Volkswagen of America, Inc.

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Toyota Establishes New Enterprise To Advance Autonomous Driving

Toyota Establishes New Enterprise To Advance Autonomous Driving Toyota is looking to advance their autonomous driving initiatives with the formation of a new organization. Toyota Research Institute-Advanced Development, or TRI-AD, will be based in Tokoyo, Japan and will feature the collective efforts of Toyota Motor Corporation, Aisin Seiki Co., Ltd., and Denso Corporation. The companies have concluded a memorandum of understanding regarding the joint development of fully-integrated, production-quality software systems for automated driving.
Talent Search
Toyota Motor Corporation, Aisin, and Denso plan to invest more than 300 billion yen in TRI-AD as the three companies look to conclude discussions on what a concrete joint development contract would look like. According to Toyota, the new company is looking hire about 1,000 associates, and the process of selecting a location in Tokyo is already underway.
Dr. James Kuffner, TRI-AD’s Chief Executive Officer, believes finding the right people for the new company is vital. One of TRI-AD’s main objectives is to attract and employ skillful engineers, while cultivating and coordinating the existing talent within the Toyota Group.
“Building production-quality software is a critical success factor for Toyota’s automated driving program,” he explained. “This company’s mission is to accelerate software development in a more effective and disruptive way, by augmenting the Toyota Group’s capability through the hiring of world-class software engineers. We will recruit globally, and I am thrilled to lead this effort.”
The Toyota Research Institute presented 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. Photo: Toyota Motor North America.
Enhancing & Streamlining
Other objectives include the creation of a research-to-commercialization software pipeline while enhancing product development efforts with the Toyota Research Institute, Inc. (TRI). Toyota established TRI in North America in 2016 to conduct research in the areas of artificial intelligence, automated driving, and robotics. Another initiative is to strengthen the collaboration within the Toyota Group, particularly in the fields of research and development.
“TRI, TRI-AD, and Toyota Motor Corporation will have a streamlined relationship, resulting in a fast-track, truly-integrated development model,” reads a statement from Toyota.
Source: Toyota Motor Corporation.

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Lamborghini Urus: Everything Wrong At Just The Right Time

Lamborghini Urus: Everything Wrong At Just The Right Time

Lamborghini’s new Urus SUV is a rolling testament to everything wrong with the automotive world. It’s overly big, half-ugly, ostensibly made for a job it will never do and could never complete, and sold to people with too much money and not enough taste. The new Lamborghini Urus is the exact wrong car but it’s hitting at the perfect time. It is a dead on bullseye for a market where luxury SUVs are all the rage.
$200,000. That, as you are no doubt wondering, is the price of Lamborghini’s Urus SUV. That is not cheap, by any stretch, but it is right within the price point for cars like the ones Lambo already makes.
I have no doubt they will sell every last Urus they make. Every last one.
Power & Performance
Sadly, there is no V12 sitting beneath the bonnet of the Urus. That would either be too much to hope for, or just so disgustingly excessive that even Lambo realized it would move us all one step closer to Le rasoir national. Nope, the Urus is propelled by a 4.0-liter twin-turbo V8 plant that puts out 650 horsepower and 627 lb-ft. torque, starting way down low at 2,250 rpm. Not at all bad. When you combine that with a curb weight of around 4,850 lbs. (mom says I’m not fat, just big boned) you get to 60 in 3.6 seconds, 124 in 12.8 seconds, and to a top speed of 190. Lamborghini says it’s one of the best power-to-weight ratios in the class.
Obviously, the Urus is the fastest SUV available. Until Porsche totally loses its schnitzel and makes a Cayenne with enough power to reach orbital velocities.
All that power is put to the tarmac (or gravel or sand) through an automatic eight-speed gearbox and a four-wheel drive and torque vectoring system. The transmission is an electro-hydraulically controlled planetary setup, with very short low gear ratios and longer high gears. Also in the drivetrain you’ll find a slip-controlled converter lock-up clutch and specially-developed torque converter.
The four-wheel drive system itself has a Torsen central self-locking differential, with a torque split of 40/60 to the independent front/rear axle as standard. Maximum torque of 70 percent to the front or 87 percent to the rear can be dialed up. The Urus also has active torque vectoring via the rear differential for additional steering control, less steering effort, higher cornering speeds, and a “more sporty drive.”
Photo: Automobili Lamborghini.
Drive Modes & Off-Road Attributes
There are four driving modes: STRADA, TERRA (for off-road), SABBIA (for sand), and NEVE (for snow). In SPORT and CORSA modes, torque vectoring helps provide more oversteer. Lambo says the SABBIA mode is calibrated to “guarantee agility and precision on terrains with reduced grip such as on gravel or sand dunes, making it the ideal mode for off-road fun.” I won’t say anything further about that assertion. The Lamborghini Urus also has rear-wheel steering, seemingly using the same system found on the Aventador S. Since – let’s face it – this is a large, tall and heavy vehicle, anything that can tighten that turning radius has to be seen as a benefit.
The brakes are these big carbon ceramic jobs that clock in at 440 x 40 mm at the front and 370 x 30 mm at the back. The wheels, an important accessory when parking on Rodeo Drive, range from 21 to 23-inches and come fitted with an assortment of summer, winter, all-season, all-terrain, and sport tires specially developed by Pirelli. There is an optional Off-Road Package that includes specific metal-reinforced bumpers and additional under floor protection for “off-roading in the snow, forest or even dune surfing,” according to Lamborghini.
I’m sorry. I just shot Mountain Dew out of my nose I was laughing so hard at that one. Dune Surfing? You have got to be joking. I’d pay real money to see the footage of some knob-wad beaching his $200,000 “off-roader” in the sand.
Photo: Automobili Lamborghini.

Interior Treatments
The interior of the Lamborghini Urus is said to be quite practical and usable and comfortable. On the inside you get a “Unicolor” theme; leather trim comes in either Nero Ade or Grigio Octans (i.e. black or gray) with five additional, unspecified optional colors. The dashboard is finished in Piano Black and Brushed Aluminum with options like Open Pore wood included in combination with aluminum and carbon fiber.
The infotainment system promises a number of connectivity features while the Lamborghini Smartphone Interface is compatible with both Apple and Android devices. The LIS infotainment display is split across two screens: the upper screen for entertainment, media, navigation, telephone, and vehicle status; the lower screen for cliamte and seat heating functions. The lower screen also has a keyboard and supports hand written commands for inputting information.
There’s no mention of exterior colors, but I bet a dollar to a doughnut they will be as subtle and restrained as Lemmy Kilmister midway through his second bottle of Jack Daniels.
Photo: Automobili Lamborghini.
Availability
The new Lamborghini Urus hits dealers in the spring of 2018. Plan on seeing it in countless mediocre rap videos, driven by The Bad Guys in every third-rate Michael Bay movie, and poorly parked by their “bad boy” owners – no doubt the sons of hedge fund managers, Hollywood movie producers, and criminal defense attorneys – on country club lawns throughout our once green and pleasant land.
Below the gallery is a handy-dandy chart from Lamborghini with all (and I do mean all) of the technical deets.
Tony Borroz has spent his entire life racing antique and sports cars. He means well, even if he has a bias towards lighter, agile cars rather than big engine muscle cars or family sedans.
Lamborghini Urus Gallery

Lamborghini Urus Technical Data
CHASSIS AND BODY

Body and Frame
Integral lightweight body in aluminum composite design

Suspension Geometry
Multi-link front and rear

Suspension Type
Adaptive air suspension with electromechanical active roll stabilization

Brakes
Front and rear carbon ceramic

Calipers
Front aluminum 10 piston brake calipers:
21″ with radial fixing and pistons with phenolic insertRear cast iron floating 6 piston brake calipers:
19″ with integrated electric parking brake

Discs (front – rear)
Carbon ceramic discs
(Ø 440 x 40 mm – Ø 370 x 30 mm)

Steering
Steering gear with different servotronic characteristics and Lamborghini Rear-wheel Steering (LRS), managed by the Tamburo drive modes
Steering Wheel Ratio
13.3:1
Steering Wheel Turns
Lock to Lock
2.29
Steering Wheel Diameter
376 mm
Tires (range)
Pirelli P Zero, Front: 285/45 R21 up to 285/35 R23
Rear: 315/40 R21 up to 325/30 R23
Wheels (range)
Front: 9,5Jx21″ up to 10Jx23″
Rear: 10,5Jx21″ up to 11,5Jx23″
Turning Circle
11.8 m
Airbags
Up to 8 Airbags
ENGINE

Type
Petrol V8, 90°
Displacement
3.996 ccm
Valve Per Cylinder
4
Valve Timing
Intake and exhaust camshaft adjusted continuously
Turbocharger
Bi-turbo twin-scroll
Maximum Power
650 hp (478 kW) at 6,000 rpm
Specific Power Output
162.7 hp/l

Maximum Torque
850 Nm at 2,250-4,500 rpm

Maximum RPM
6,800 rpm

DRIVETRAIN

Transmission
4WD with integrated front differential,
central differential (Torsen) and active
torque vectoring rear differential

Gearbox
8-speed automatic gearbox, characteristic depending on drive mode

PERFORMANCE

Top Speed
305 km/h

Acceleration 0-100 km/h
[0-62 mph]
3.6 sec.

Acceleration 0-200 km/h
[0-124 mph]
12.8 sec.

Braking 100-0 km/h
[62-0 mph]
33,7 m

DIMENSIONS AND WEIGHT

Wheelbase
3,003 mm

Overall Length
5,112 mm

Overall Width
(excluding mirrors)
2,016 mm

Overall Height
1,638 mm

Track (front – rear)
1,695 mm – 1,710 mm

Ground Clearance
158 mm – 248 mm (adjustable via air suspension)

Curb Weight
2,200 kg

Weight-to-Power Ratio
3.38 kg/hp

CAPACITIES

Fuel Tank
85 liters (75 liters U.S. Market)

Luggage Compartment
616 liters – 1,596 liters

CONSUMPTION

Combined Cycle
12,7 l/100 km

CO2 Emissions
290 g/km
Photos & Source: Automobili Lamborghini.

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Cadillac Reveals Limited V-Series Championship Editions

Cadillac Reveals Limited V-Series Championship Editions

Cadillac recently introduced the V-Series Championship Editions at the Los Angeles Auto Show. Why? Because Caddy kicked some serious butt on the track in 2017, winning the IMSA Manufacturer, Driver, Team, and Endurance Championships. That’s why! The Cadillac V-Series Championship Editions include the 2018 ATS-V coupe and sedan, and the 2018 CTS-V super sedan. The special editions celebrate Cadillac’s first Manufacturer’s Championship for endurance racing.
And yeah, in a lot of ways, all this track-killer performance is done the old fashioned American way: More power. Lots more power.
Championship Treatments
The ATS-V and CTS-V Championship Editions are available in Black Raven or Crystal White Tricoat. Also gracing the outside of the car are V-Performance graphics, located on the hood and rear spoiler, Red Obsession side-view mirror caps, red Brembo brake calipers, and special V-Series wheels with Midnight Silver painted pockets. A unique DPi-V.R graphic is also found on the rear quarter window.
The inside of the Championship Edition Cadillacs feature a Morello Red detail package with Jet Black Recaro race-inspired seats, red front and rear door armrests, and Morello-accented, high-gloss carbon fiber trim. Other cool interior stuff includes the Performance Data Recorder with Cosworth Toolbox and next-generation Cadillac user experience. Of course, I have to point out that “Cosworth” and “Toolbox” are two words that kind of make me shiver and “next-generation Cadillac user experience” . . . man, I can’t even with that one.

Further Appointments
The 2018 Cadillac CTS-V Championship Edition includes your choice of the two aforementioned colors: Black Raven or Crystal White Tricoat, and the aforementioned V-Performance graphics. You get a Serialized Certificate of Authenticity, which is simultaneously cool and cheesy. The Carbon Fiber Package gives you carbon fiber all over the place: front splitter, hood vent, rear spoiler, and rear diffuser. The included Luxury Package has tri-zone climate control, heated rear seats, power rear-window sunshade, manual rear side-window sunshades, and a 110-volt power outlet. You also get an “ultra-view” sunroof, which, I assume, allows you to view Ultras (whatever those are).
All 2018 Cadillac ATS-V Championship Editions include the exact same stuff as the CTS-V Championship Editions, so just read that paragraph above if you’re confused. We also have a chart below.
If you want, your ATS-V and CTS-V Championship Editions can include a Sueded microfiber steering wheel and shifter (yes, Caddy actually turned the noun suede into a frickin’ verb!), an Advanced Security Package, and an 8-speed automatic transmission.
Photo: Cadillac.

Pricing & Availability
The Championship Edition ATS-V and CTS-V will begin arriving at select Cadillac dealers this month and will include tuition and accommodation at the two-day Cadillac V-Performance Academy at Spring Mountain (saWEET!). The ATS-V sedans start at $72,190 and coupes at $74,390. The 2018 CTS-V Championship Editions will start at a heady $105,730. Only 200 Championship Editions will be built so get in line now!
Tony Borroz has spent his entire life racing antique and sports cars. He means well, even if he has a bias towards lighter, agile cars rather than big engine muscle cars or family sedans.
2018 Cadillac CTS-V Championship Edition
Cadillac Black Raven or Crystal White Tricoat exterior paint
Cadillac V-Performance graphic on hood and rear spoiler
Red Obsession mirror caps
Cadillac DPi-V.R graphic on quarter windows
Serialized Certificate of Authenticity (sent after retail delivery)
19” V-Series wheels in polished Alloy with Midnight Painted Pockets
Morello Red Package
Morello accented high gloss carbon fiber interior trim
Split-folding rear seats with Morello Red stitching

Carbon Fiber Package:
Carbon fiber front splitter
Carbon fiber hood vent
Carbon fiber rear spoiler
Carbon fiber rear diffuser

Luxury Package:
Tri-zone climate control
Heated rear outboard seating positions
Power rear-window sunshade
Manual rear side-window sunshades
110-volt power receptacle

Ultra-view sunroof
Red Brembo brake calipers
Recaro performance seats
2018 Cadillac ATS-V Championship Edition
Cadillac Black Raven or Crystal White Tricoat exterior paint
Cadillac Performance graphic on hood and spoiler
Red Obsession mirror caps
DPi-V.R graphic on quarter window
Serialized certificate of authenticity
18” V-Series wheels – polished Alloy with Midnight Painted Pockets
Morello Red Package
Morello accented high gloss carbon fiber interior trim
Split-folding rear seats with Morello Red stitching

Carbon Fiber Package:
Carbon fiber front splitter
Carbon fiber hood vent
Carbon fiber rear spoiler
Carbon fiber rear diffuser

Sunroof
Red Brembo brake calipers
Recaro performance seats
Next generation Cadillac user experience
Photos & Source: Cadillac.

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Will The R.S.18 Carry The Renault Sport F1 Team To Victory?

Will The R.S.18 Carry The Renault Sport F1 Team To Victory? Well here’s a pretty little thing: The new Renault R.S.18 Formula 1 car. For the roll out, it’s all done up in the traditional factory racing colors of yellow over black (but sadly missing the white part of the color scheme). This season’s car seems to be a further progression from the previous designs, while still incorporating current, state-of-the-art aero-thinking. Is it a winner? Who knows? That’s why you have to run the race. But maybe.
Aerodynamic Artwork
The first thing you notice about the Renault F1 team is their attention to aero detail. This is all thanks to Pete Machin, the French equipe’ head of aerodynamic development. And although most likely not as sophisticated as Adrian Newey’s Red Bull design, it is worth noting that Machin used to work for Newey. Like all modern Grand Prix machines, the front wing not only produces (literal) tons of downforce, but it is also there more as an airflow guide. Most, if not all, of the downforce comes from the center section of the wing. See all that incredibly complex fiddly stuff the further you get out from the centerline? That is all there to shape the air; how the oncoming air interacts with the airflow coming off the tires, chiseling off streams of it to move this way under the nose and that way as it hits the barge-boards and radiator inlets.
But what I really noticed was the rear of the car. Look at how narrow and tucked-in the extreme trailing edge of the bodywork is. The bodywork fits so close to the underlying components that you couldn’t fit your hand between them. That is both a marvel of modern packaging, but also a marvel of dealing with the immense thermal loads an F1 engine puts out, and having to deal with the airflow reaching the rear wing. The tighter that bodywork, the better the airflow and the more air that will flow under the rear wing. Or, to put it another way: the rear wing will work more efficiently and produce more downforce with less drag.
The Renault R.S.18. Photo: Renault Sport Formula One Team.
Big Money, High Expectations
The drivers will again be Nico Hülkenberg and Carlos Sainz for 2018. Sainz, the son of the rally and Dakar legend of the same name, came to the team late last season and was instantly competitive against Hülkenberg. This has to be a worry to Nico since he has been tipped as “the next big thing” since his debut in 2010. Or, to be very blunt about it: It’s time for Nico to put up or shut up. The kid better start getting podiums and/or wins or his star will begin to fade.
Then again, the same can be said for Renault itself. The R.S.18 is Renault Sport’s third chassis since its return to Formula 1 as a full works’ entry in 2016. Yes, it’s been only three seasons, and yes, the learning curve for F1 is nearly vertical, but this is a full works’ entry. This is no fly-by-night, make up the numbers crew we’re dealing with here. This is Renault. These are the guys that turbocharged F1 back in the early 80s. This is the same outfit that produced world-beating engines for teams like Williams and Red Bull. They better start threatening the big boys from the first race on out, or the corporate pay masters at company headquarters are going to be upset. A modern, factory-backed Grand Prix team spends upwards of 500 million dollars per season, and they aren’t spending it to lose.
Nico Hülkenberg (left) and Carlos Sainz. Photo: Renault Sport Formula One Team.
Power & Performance
As with all other teams on the grid, the R.S.18 will be powered by a 1.6-liter turbocharged V6 unit. The little V6 is really only a third of the entire drivetrain power system. There is the MGU-K kinetic energy recovery and use system – essentially a hybrid system tuned exclusively for power and performance – and an MGU-H heat recovery system that captures wasted thermal energy from the turbo and stores it in the battery pack. The whole shootin’ match is delivered to the tarmac by Pirelli racing slicks as sticky as rubber cement with contact patches the size of a fat guy’s thigh. How much power? Well, huh-huh, no one is gonna tell you that, but you can figure it is within the 850 to 1,000 horsepower range.
Traction control and computer nannies to help you out with all that power? Oh, no, sorry. All that stuff is banned. Your traction control system is your right foot, your anti-lock brakes are your left. What, you thought this was easy? You thought you could just hop in the R.S.18 and be as fast as Nico and Carlos because you’ve goofed around on a PlayStation? Yeah, right.
Photo: Renault Sport Formula One Team.

Halo Top
And speaking of ugly realizations: The Halo. The Halo is that thing that surrounds the cockpit like a roll hoop that’s been pushed forward. It is there for the very good reason of trying to stop things from clonking the driver in the skull. Things like wayward tires sheered off in an accident or other debris. Will it work? The governing body says it will work “most of the time for most of the debris encountered.” That’s nice, but . . . man, that thing is homelier than a mud fence. But hey, rules are rules, so the chaps at Renault just had to buckle down and install the darn thing, aesthetics notwithstanding.
Burning Questions
So how is it going to run? How is all this high-tech wizardry and drivers of daring-do going to get along? Your guess is as good as mine. But we’ll find out March 25th when the green flag drops on the first Grand Prix race of the season in Adelaide, Australia.
Bon chance mon ami!
Tony Borroz has spent his entire life racing antique and sports cars. He is the author of Bricks & Bones: The Endearing Legacy and Nitty-Gritty Phenomenon of The Indy 500, available in paperback or Kindle format. Follow his work on Twitter: @TonyBorroz.
Renault R.S.18 Gallery

Photos & Source: Renault Sport Formula One Team.

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Jaguar XE SV Project 8 Tackles The Nürburgring Nordschleife

Jaguar XE SV Project 8 Tackles The Nürburgring Nordschleife

All right you Xbox warriors, gearheads, and grease monkeys. Yes, even the poor deluded souls who think the PlayStation counts as a driving simulator. I know what you’re thinking: 7:21 and change is an okay time, but it’s not a great time. I agree with you. Sure, what the Jaguar XE SV Project 8 did was quick, but it’s not even in the same time zone as what the latest Porsche GT and that monster from Glickenhaus did. All of that is true. What is also true is that the Jaguar XE SV Project 8 is most definitely not a featherweight car. It’s kind of fat. But it’s also kind of fast. Oh, and it’s also a sedan.
Disclaimers & Conditions
Jaguar is being cute with all of this stuff and it gives me a chuckle. For starters, there’s a whole series of foot notes in the presser, and they are laughably entertaining if you think about the conference room discussions that lead to them. Some of the greatest hits include: “Professional driver on a closed course. Do not attempt.” And “always follow local speed limits.” Of course the funny thing here is the Nürburgring Nordschleife is a public road and you can drive on it just as fast as you care.
Anyway, at 7 minutes, 21.23 seconds, the Jaguar XE SV Project 8 is now the world’s fastest sedan of production-intent specification. What, exactly, is “production-intent specification?” Dunno. Jag didn’t really say. One could say that it’s kind of weaselly and sounds like someone is hedging their bets (if you’re a glass half empty kind of a person). Or one could say it means the XE SV Project 8 prototype used for this Nürburgring run is remarkably close to the production version, and only detail changes might be happening (if you’re a glass half full kind of a person).
Jag’s new record is 11 seconds quicker than the previous sedan time, although they do not mention who it was that set the previous record. As I recall it was a BMW M3; that one with the big, whompin’ V8.
Photo: Jaguar Land Rover.
Power & Performance
The new time was set thanks to the Jaguar XE SV Project 8’s fire-breathing 592 horsepower, 5.0-liter supercharged V8 engine. It shoots the big sedan to 60 mph in 3.3 seconds and to a top speed of 200 mph. And of course the suspension and tires helped. No mention made of the skins mounted, but if I were doing something like this, I’d get some real race rubber (let’s say Michelins) to tilt this thing as much in my favor as I could. Jag says the XE SV Project 8 is the most extreme road-legal Jaguar ever, which says a lot if you’ve ever been up close with an XJ220, cause those things are nasty, nasty machines.
The bad news is that the Jaguar XE SV Project 8 won’t be available until next year, and it starts around $187,500 in the United States. And, to make matters even worse, production is limited to 300 vehicles worldwide. If you’re interested, you can watch the XE SV Project 8 prototype’s record lap on the Nürburgring Nordschleife below. I’ve got to say, it is rather impressive.
Tony Borroz has spent his entire life racing antique and sports cars. He means well, even if he has a bias towards lighter, agile cars rather than big engine muscle cars or family sedans.

Photos, Video & Source: Jaguar Land Rover.

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Bentley Continental GT First Edition: Grand or Bland Tourer?

Bentley Continental GT First Edition: Grand or Bland Tourer?

Bentley has announced the First Edition to their Continental GT lineup. The Continental GT, a big, swoopy thing of a car, is about as close as Bentley ever gets to a real sports car. They say the exclusive First Edition model is the “ultimate expression of the Grand Tourer,” offering you a bunch of icing on an already heavily decorated cake. I guess that is to make it more special. And that is precisely the problem.
One of a Kind
To my mind, Bentley and Rolls-Royce are examples of reserved British bespoke design. They are, in a certain way, like Savile Row suits or polo mallets. Something that is designed for you, and for you alone, sir or madam. If you were sickeningly rich, or a Raja, or a Sultan, or just made it into the House of Lords, you could make an appointment out at Crewe, and, in this case, Bentley would see to your personalized automotive needs. But some time ago that changed.
And I’m not talking about the fact that Bentley is owned by Volkswagen (and Rolls-Royce is owned by BMW – ‘By the Bosch, my good man! The Bosch!!‘). No, what I’m talking about here is that although Bentley will still make you a car fully customized to your own tastes, by and large, most of their “personalized” offerings are just off the rack options to be ticked when ordering the car, like so much fine Salamanca vinyl you chose for your 1978 Cordoba. So when Bentley cranks up the prose for their First Edition Continental GT, it makes me want to crank up the Sex Pistols. Really loud.
Subtle Signatures
Effectively the First Edition is a trim package reserved for the first production run of the all-new Continental GT. Bentley says this “represents the pinnacle of Bentley craftsmanship, handcrafted and designed in Great Britain,” which, even if you let them gild the lily a bit, is kind of over the top. Bentley further says the Continental GT First Edition is the “most luxurious Grand Tourer ever produced.”
Photo: Bentley Motors.
Interior Treatments
The First Edition includes the unique Bentley Rotating Display that allows the driver to switch between three different fascia panels to “suit the mood of the cabin,” whatever that means. The default is a huge 12.3-inch touchscreen that can be substituted for a more classically styled instrument display with three analog dials if madam wishes. When you switch the engine off, the veneer-only face is displayed for an uninterrupted flow of wood across the dashboard.
Speaking of wood, you can choose from four to use on the dashboard: Tamo Ash, Liquid Amber, Dark Stained Madrona, and Dark Fiddleback Eucalyptus. Which I’m sure are fine, but I’d have them leave it blank on mine and I’d have the guys at Alembic find me some real exotic wood to use. At any rate, Bentley says whichever wood you choose it will be combined with Grand Black, which is exclusive to the First Edition. I’m assuming that is like grand piano black, but Crewe does not go into details. Bentley says all this wood adds to the overall vibe of the cabin. Also adding to that is enhanced mood lighting and illuminated sills emblazoned with “Bentley” that are visible when opening the doors.
The seats are upholstered in a diamond-in-diamond quilt pattern as are the door panels and rear quarter panels, with a unique contrast stitch only available on the First Edition. The First Edition also comes with the City Specification and Touring Specification as standard. This gets you stuff like park assist, pedestrian warning and traffic sign recognition, and a Bentley 650 watt audio system. If you’re Keith Moon, you can upgrade to either the 1,500 watt Bang & Olufsen or 2,200 watt Naim stereo, which no doubt sound great as you drive the car into the pool.
Photo: Bentley Motors.

Power & Performance
All this is motivated down the Strand by a 6.0-liter, twin turbocharged W12 TSI engine that includes the Mulliner Driving Specification as an extra goodie as part of the First Edition package. The Mulliner thing adds sporty bits and bobs like drilled alloy foot pedals, jewel-finish oil and filler caps, and unique, 22-inch wheels that come in three finishes: bright paint, black, and hand polished or fully polished.
By the numbers, the engine creates 626 horsepower and 664 lb-ft. of torque, good enough to launch the First Edition Continental GT to 60 in 3.6 seconds. A dual-clutch, eight-speed transmission promises “faster, more efficient performance,” according to Bentley.
Taste is ultimately up to the individual, and if the Bentley First Edition Continental GT suits your flavor, then have at it. It’s your garage this thing will be sitting in, not mine.
Tony Borroz has spent his entire life racing antique and sports cars. He means well, even if he has a bias towards lighter, agile cars rather than big engine muscle cars or family sedans.

Photos & Source: Bentley Motors.

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Ford Issues Safety Recall For Certain Late Model Taurus Vehicles

Ford Issues Safety Recall For Certain Late Model Taurus Vehicles Ford is issuing a safety compliance recall in North America for approximately 2,100 2017 and 2018 Ford Taurus vehicles with a physical key and non-push button start. In affected vehicles, the key can be removed from the ignition switch even if the transmission gear shift is not in the park position. If an operator removes the key with the transmission in a position other than park, it could increase the risk of the vehicle rolling away
Ford is not aware of any accidents or injuries associated with this issue.
Affected vehicles include 2017 and 2018 Ford Taurus vehicles with a physical key and non-push button start that were built at Chicago Assembly Plant, July 21st, 2017 to February 13th, 2018. The recall involves approximately 2,100 vehicles in the United States and federalized territories. The Ford reference number for this recall is 18C02.
Dealers will replace the shifter assembly at no cost to the customer.
For more information on this, or any other recall, visit Safecar.gov.

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Chevrolet Debuts 2019 Corvette ZR1 Convertible

Chevrolet Debuts 2019 Corvette ZR1 Convertible

The new Corvette ZR1 is, to paraphrase Muhammad Ali, a baaad car. It is, no exaggeration and no foolin’, a car that can flat out stomp ones that don’t have the words “Ferrari” or “Porsche” or “McLaren” applied to their trunk lids. If you are not driving one of those cars and find yourself up against a ZR1 in almost any capacity, don’t even try. The ZR1 will eat you. Now imagine how much more fun you could have as a ZR1 owner if you dropped the top?
Value Added
The 2019 Corvette ZR1 convertible is the first ZR1 drop-top since 1970. That is, to say the least, a long time. Much has changed in the automotive world, and Chevrolet, thankfully, has adapted and grown with those changes. The current model Vettes are fast, nasty, well thought out, and technically sophisticated sports cars. There are no more “yeah, but” equivocations coming from Corvette owners. And the ZR1 piles on even more power, torque, and aero goodies to drive that point home all the harder.
Both the coupe and convert versions of the ZR1 go on sale next spring and while not exactly inexpensive, neither of them cost what a Ferrari or Porsche or McLaren cost. How much? The ZR1 coupe will cost you $119,995, while the drop top will start at $123,995. Like I said, not exactly inexpensive, but still . . .
Photo: Chevrolet.
Top-Down Motoring
The differences between the hard and soft tops are actually pretty negligible. Everything you get in the coupe you get in the convertible. Gone are the days of extra bracing here and there to make up for lost rigidity in an already flexi-flyer (I’m looking at you, first round of Gen 4 convertibles!). The strength and design of the latest Corvette’s aluminum chassis means the only structural changes in the drop-top are modifications for the folding top and repositioned safety belt mounts. The top is a fully powered job that can be operated remotely or while driving up to 30 mph, which, you know, looks so boss when your leaving the drive-in. “But it adds weight,” you mumble. Au contraire mon frère! In fact, the difference in curb weight between the ZR1 coupe and convertible is less than 60 pounds. Most of that added weight is down to the folding top hardware. Very impressive.
The convertible gets the full aero kit, including the standard, stanchion-mounted Low Wing. If you have all the restraint of a Vin Diesel fanboy with a Liberace fetish, you can spring for the ZTK Performance Package (an extra $2,995) with that absurd (yet adjustable) High Wing, front splitter, and carbon-fiber end caps. The ZTK also gets you Michelin Pilot Sport Cup 2 tires and Magnetic Ride Control.
Photo: Chevrolet.

Power & Performance
The convertible is powered by the same LT5 6.2-liter supercharged engine, putting out 755 horsepower and 715 lb-ft. of torque. Transmissions are the same: either a seven-speed manual or a paddle-shift eight-speed automatic. Chevy’s testing shows 60 mph in under three seconds (gulp!), a quarter mile in the high 10 range (not bad), and a top speed of 212 mph. And that’s when you opt for the eight-speed automatic.
The blower on the LT5 is the same intercooled unit found on the coupe that displaces 2.65-liters on its own. It generates more boost at slightly slower speeds than before, and reduces heat for lower intake temperatures for optimal performance. And yeah, both ZR1s have thirteen radiators.
And finally, there is a new, patent-pending exhaust system to offer “the most aggressive sound ever for a production Corvette.” Essentially it’s a Jekyll and Hyde set up. It’s a bi-modal exhaust system with four distinct modes and sound levels: Stealth, Tour, Sport, and Track. In Stealth mode, the ZR1 is quieter than the Z06, while in Track mode it is “significantly louder.”
Decisions, Decisions
So, you know, from a performance standpoint, the choice is yours. Do you want the coupe or the convertible? Because they’ll both turn the same lap times. Which is all that really counts. Both the 2019 Corvette ZR1 coupe and convertible will be on display at the Los Angeles Auto Show through December 10th.
Tony Borroz has spent his entire life racing antique and sports cars. He means well, even if he has a bias towards lighter, agile cars rather than big engine muscle cars or family sedans.
Photos & Source: Chevrolet.

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