Automotive

Cadillac Super Cruise: The Next Gen Cruise Control System

Cadillac Super Cruise: The Next Gen Cruise Control System

The short story here is that Cadillac has a new “smart” cruise control system called Super Cruise. The long story is that, although that’s a pretty cool name, it’s actually the name of something aerospace engineers have been chasing for a long while now.
In the aerospace world, supercruise (in the aero parlance) is a specific set of engine performance standards that, in short, allow a plane to fly at supersonic speeds without engaging the afterburners.
This is, unsurprisingly, a very tough thing to do, and despite some very bright people working at Rolls Royce and Pratt & Whitney and Tumansky, they (and by “they” I mean Pratt & Whitney working on the F-22 program) only got it figured out around a decade ago. Cadillac’s Super Cruise (two words) is, sadly, not a thing that will help your huge American luxo-barge cruise down the interstate at roughly 700 miles an hour. Give or take.
Precise Network
Super Cruise is Cadillac’s hands-free driving technology for the highway. Caddy says that Super Cruise, unlike other driver assistance systems, will utilize two different approaches: A driver attention system and precision LiDAR map data. Super Cruise will first roll out in the 2018 Cadillac CT6 this fall. Obviously this is in response to the growing inevitability of both self driving cars, and the fact that Tesla, a direct competitor to Cadillac in many ways, has a near-self driving car of their own already on the market.
The Super Cruise system is added on to the network of cameras and radar sensors already in place on the CT6. The system aims to bring comfort and convenience for both long distance drives as well as daily commutes. It also adds automatic lane-centering to the CT6’s set of driver assistance/active safety gizmos to enable automatic control of both speed and steering during highway driving.
The most forward facing half of the Super Cruise scheme is the Driver Attention System. This portion of the system uses an inconspicuous infrared camera located on the top of the steering column, focused on the driver to monitor head position and track where the driver is looking while using Super Cruise. Cadillac points out how they are the only manufacturer to monitor driver attention to the road while their smart cruise control system is employed.
“Super Cruise is a more technologically advanced hands-free driving solution, which in terms of capability, integration, and validation is uniquely focused on customer convenience and safety,” said Johan de Nysschen, Cadillac President. Photo: Cadillac.

Ready & Alert
For example, the Driver Attention System senses if the driver has turned away from the road ahead for too long. If so, it will “prompt” the driver to pay attention. Curiously, if those first prompts do not get you to immediately refocus on the road, the Super Cruise system will continue to do the “safely steer” thing until a further escalation of alerts prompts you to resume supervision of the car.
Sadly, this is not a collection of ah-oogah horns and warning claxons sourced from WW II destroyers, which personally I would find kind of fun. No, in the case of Caddy’s Super Cruise, a steering wheel light bar guides the driver to look at the road or take back control of the wheel. Escalating levels of alerts include visual indicators in the instrument cluster, tactile alerts in Cadillac’s Safety Alert Seat, and audible alerts, if necessary. Sadly, the “tactile alerts in Cadillac’s Safety Alert Seat” do not involve direct application of high voltage shocks to your tuchus.
Oh, and here’s a fun little bit from Caddy: “In the limited event of an unresponsive driver, the Cadillac CT6 utilizes the full capability of onboard driver assistance technologies to bring the car to a controlled stop and contact OnStar to alert first responders, if necessary.” Okay, first, thank you, second, I hope it never comes to that, and third, how fun would it be to get out on a lonely road late at night and “test” this portion of the system?
2017 Cadillac CT6. Photo: Cadillac.
Cameras & Sensors
The other half of the Super Cruise system, the LiDAR map data, is pretty technically sweet.
LiDAR stands for Light Detection and Ranging, and is a remote sensing method that uses light in the form of a pulsed laser to measure ranges (i.e. variable distances) to anything that it’s aimed at. In the case of Caddy’s Super Cruise, that means anything in front of the car, but in the case of the American military (which is where LiDAR comes from, natch) it means anything that is down range from that missile/gun/attack helicopter/etc. that is about to get blown to Mars.
Cadillac says this is the first assisted driving technology that will use precision LiDAR map data and real-time cameras, sensors, and GPS. Basically it works like this: Data from on-board cameras, GPS, and radar sensors is used to govern steering, braking, and acceleration. On top of that, the Super Cruise system inserts more information using a LiDAR-scanned map database.
Pinpoint Accuracy
All of this combined enables it to function, but only in areas where appropriate road conditions are detected. In other words, the system is “smart” enough to know that even if the map says the road is clear and four lanes wide, it will default to what its sensor suite definitively says is out there. So no more of this “GPS says take a left and drive over the bridge” only the bridge ain’t there no more and splash-gurgle-gurgle-gurgle you drown.
Cadillac went so far as to make their own precision LiDAR maps for every mile of limited-access highway in the United States and Canada. This, combined with improved GPS accuracy, means the system is four to eight times more precise than traditional GPS alone. Super Cruise will allow hands-free driving – it is not fully autonomous, but Cadillac feels it’s the next best thing.
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.
Photo: Cadillac.
Photos & Source: Cadillac

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2018 Jeep Grand Cherokee Trackhawk: 707 Horsepower Kid Hauler

2018 Jeep Grand Cherokee Trackhawk: 707 Horsepower Kid Hauler

Okay, so this should be the final installment of Dodge’s nutzoid Hellcat drivetrain we’ve previously seen installed on the Challenger and Charger. In a way, Fiat Chrysler Automobiles has all the bases covered: They got your two-door coupe with the Hellcat Challenger, the practical sedan with the four-door Hellcat Charger (I know, Chargers should have two doors, and it pains me to write that), and now the ultra practical SUV with the 2018 Jeep Grand Cherokee Trackhawk.
Impressive Power
In a lot of ways, the 2018 Jeep Grand Cherokee Trackhawk is just like a top of the line Grand Cherokee, only with a monster mill shoehorned under the hood. So trivial details like infotainment systems, the number of ways you can adjust the front seats, how many coolers you can fit in the way-back, and all that should still be the same or at least remarkably similar. Besides, that stuff is so boring to begin with – and me, like any other gearhead, will want to focus on the juicy, fast bits.
First, the 2018 Jeep Grand Cherokee Trackhawk is the most powerful SUV ever made. The supercharged 6.2-liter V8 plant delivers 707 horsepower and 645 lb-ft. of torque, capable of moving the 2018 Trackhawk to very high speeds. Which, indeed, it does. 60 mph comes up in a meager in 3.5 seconds, you’re doing the quarter mile in 11.6 seconds, and topping out at 180 mph. Impressive numbers to be sure, but did I mention you’re doing this in a friggin’ Jeep?!
The supercharger has a drive ratio of 2.36:1, boasts a maximum speed of 14,600 rpm, and is sealed with a premium synthetic oil. The supercharger is fed in part by a cold-air scoop in the lower front fascia, replacing the driver’s side fog lamp. Finally, a new low-temperature cooling system, consisting of a pump, reservoir, heat exchanger, and lines keep the charge air cool during more agressive driving. Intake air temperature is kept below 140 degrees Fahrenheit (60 degrees Celsius) while allowing up to 30,000 liters of air flow per minute.
The 2018 Jeep Grand Cherokee Trackhawk’s supercharged engine was manufactured with a specific focus on material composition. Only the most durable components were utilized. For example, its cast iron block features water jackets between the cylinders for optimal cooling. A forged-steel crankshaft with induction-hardened bearing surfaces was made to withstand firing pressures of nearly 1,600 psi (110 bar) – the equivalent of five family sedans standing on each piston, every two revolutions. The unique, specially tuned crankshaft damper has been burst tested to 13,000 rpm. Photo: FCA US LLC.
Transmission & Braking
Jeep says the TorqueFlite eight-speed automatic transmission and driveline components have been re-engineered to handle additional torque output with upgrades all around. And all that is good, cause that’s a lot of power, and snapping a driveline like a twig makes an awful sound. The TorqueFlite’s software takes into account variables like engine torque gradients, kick-down events, longitudinal and lateral acceleration, grade changes, friction detection, and downshift detection to determine the appropriate shift map.
But, okay, so you say you want to stop? Easy. The 60 to 0 mph braking performance happens in a scant 114 feet. There’s an all new Brembo braking system that includes the largest-ever front brakes on a Jeep. To which I say: No kidding Sherlock! The largest-ever? They’d have to be, since this thing weighs more than a half-loaded boxcar. A complete stop in only 114 feet from freeway speed? That’s a minor miracle. Brembo must have designed them with St. Peter.
The 2018 Jeep Grand Cherokee Trackhawk is equipped with a specialized Jeep Quadra-Trac four-wheel-drive system, which includes an electronic limited-slip rear differential and a single-speed active transfer case. The new, full-time active transfer case uses forged steel chain sprockets and a wider chain for increased durability. The differential features a revised housing design, revised ring-and-pinion tooth geometry, and a new four-point axle mounting scheme for better load distribution, additional torque capacity, and overall durability. Photo: FCA US LLC.

Driving Dynamics
The 2018 Jeep Grand Cherokee Trackhawk features the Selec-Track system, with Auto, Sport, Track, Snow, and Tow modes. Depending on a driver’s needs and the terrain ahead, the individual modes alter the four-wheel-drive system, transmission, paddle shifters, electric power steering, and suspension.
Jeep says their new baby has “world-class on-road driving dynamics” and honestly, even though I’m not clear as to what that means exactly – that phrase is subjective on so many levels – I’m willing to go with it. Functionally, the 2018 Jeep Grand Cherokee Trackhawk is a big truck-like thing, so I’m sure any upgrade from solid beam axles to leaf springs will count as “world-class on-road driving dynamics.”
The vehicle also has a 7,200 lbs. towing capacity.
The 2018 Jeep Grand Cherokee Trackhawk featuers a short- and long-arm (SLA) independent front suspension with coil springs, Bilstein adaptive damping suspension (ADS), upper- and aluminum lower-control arms (“A” arms), aluminum knuckle, aluminum clevis, and hollow stabilizer bar. The rear suspension is a multi-link design with coil spring, Bilstein ADS, aluminum lower control arm, independent upper links (tension and camber), plus a separate toe link, and a hollow stabilizer bar. Photo: FCA US LLC.
Functional Design
The 2018 Jeep Grand Cherokee Trackhawk is not a total sleeper though. For starters, the fascia has been redesigned and optimized for better airflow and cooling while there’s a new, unique quad-tip exhaust system. Also new are standard 20 x 10-inch titanium wheels that show off the distinctive yellow aforementioned Brembo brake calipers.
Jeep says the Grand Cherokee Trackhawk has more than 70 safety and security features. A lot of those are what you’d already expect (seatbelts, crumple zones etc.) and a bunch are also what you would expect today (Adaptive Cruise Control, Advanced Brake Assist, Blind-spot Monitoring, and the like).
The 2018 Jeep Grand Cherokee Trackhawk was designed with a “driver-focused” interior in mind. Premium and soft-touch materials decorate the cabin, from the unique Light Black Chrome finishes to the carbon fiber spears. The 8.4-inch Uconnect touchscreen houses the Trackhawk’s exclusive Performance Pages. They show an array of timers and gauge readouts, including a new dynamometer screen to measure horsepower, torque, and gear changes. A new snapshot function allows owners to save their dynamometer data to a USB. Photo: FCA US LLC.
Top Priorities
The 7-inch instrument cluster with a centered tachometer, a 200-mph speedometer, and an 8.4-inch touchscreen with Trackhawk Performance Pages are all nice touches. But really, who cares about all that stuff? You don’t. I don’t. None of us do. What we really care about, what would draw us to the 2018 Jeep Grand Cherokee Trackhawk in the first place, is that big ol’ whompin’ stompin’ ‘Murican V8 engine.
Everything else is number two or lower.
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 Jeep Grand Cherokee Trackhawk Gallery

Photos & Source: FCA US LLC.

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Volvo Showcases 2018 XC60, Announces New S90 Features

Volvo Showcases 2018 XC60, Announces New S90 Features

Volvo Cars gave us a double shot at this year’s New York International Auto Show when it debuted the all-new 2018 XC60 and rolled out the 2018 S90 with new features and pricing details. The all-new XC60 is Volvo’s mid-sized version of the award winning XC90 SUV; the 2018 S90 arrives with a longer wheelbase and a 400 horsepower T8 Twin-Engine Plug-In Electric Hybrid variant.
Million Seller
The 2018 XC60 replaces the current version which has been a big seller for the Swedish automaker. The outgoing model had a nine year production run and sold over 1 million globally, 30 percent of Volvo’s total sales. So, replacing a sales winner is always a tricky thing, but Volvo thinks it has the answer with the all-new 2018 XC60.
Hammer Time
The XC60 brings the current elements of Volvo’s new design language, including Thor’s Hammer LED headlamps, soft Nappa Leather, and a 9-inch center touch screen to the mid-sized SUV market. Yeah, I’m not joking, “Thor’s Hammer LED headlamps.” That is literally what Volvo calls them, and in the Swedes case, they are not referring to the Marvel hero, but to the literal god they used to worship that Stan Lee cribbed into a comic book character.
Photo: Volvo Car Corporation.
Power & Performance
The T8 Twin Engine Plug-In Electric Hybrid XC60 will offer up 400 horsepower. I’m figuring that’s 400 ponies in total (gas engine + hybrid drive), but it’s still nothing to sneeze at. There is also a gas-powered T6 turbo-and-super charged engine, cranking out 316 horsepower and a T5 turbo engine that will deliver 250 horsepower. All of them seem like good choices.
Safety & Security
There are the standard and now expected safety geegaws loaded onto the XC60. Volvo’s signature City Safety system is in place and Steer Assist has been added. A new feature called Oncoming Lane Mitigation employs the new Steer Assist to lessen the chances of a head-on collision. Steer Assist is also incorporated into Volvo’s Blind Spot Indication System (BLIS (ugh!)) to reduce the risk of lane-changing collisions.
Another “assist” thingo is Pilot Assist. This is Volvo’s advanced, semi-autonomous driver assistance system, which takes care of steering, acceleration, and braking on well-marked roads up to 80 mph. Pilot Assist is available in the new XC60 as an option.
Photo: Volvo Car Corporation.

S90 Treatments
The new Volvo S90, on the other hand, enters its second year of production featuring mainly enhancements, rather than an entirely new design. A longer wheelbase is now standard, adding 4.5 inches of legroom. In addition to more room, the back seat was completely redesigned so passengers can travel in luxury and elegance. There are also new electric rear and side shades, I’m assuming to block out any unwanted views of the masses.
The panoramic sunroof is standard.
Motivational power is provided from one of three engine choices: A T8 Twin Engine Plug-In Electric Hybrid propulsion system with 400 horsepower, a gas-powered T6 with a turbo and super charger creating 316 horsepower, and a T5 turbo engine registering 250 horsepower.
There’s now an updated Sensus Connect Touchscreen interface for the S90 that first debuted in the XC60. Safety features include Oncoming Lane Mitigation, BLIS (ugh again!) with steering assist, and an updated City Safety system. Volvo says pricing for the 2018 S90 T5 Momentum will start at $48,100, while the S90 T6 starts at $54,100. The T8 Twin Engine Plug-In Electric Hybrid starts at $63,650.
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.
Photo: Volvo Car Corporation.
Photos & Source: Volvo Car Corporation

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2018 Buick Enclave: Product & Performance Overview

2018 Buick Enclave: Product & Performance Overview

Buick has introduced their all-new seven-passenger luxury SUV, the 2018 Enclave. According to Buick, its arrival ushers in new improvements and refinements that mark the “next evolution” of their brand. The General Motors family member bills their line as modern luxury but it certinately has not been easy.
Late last year, we sat down with Molly Peck, Buick’s Marketing Director to learn about their reinvention strategy.
Those considering the Enclave may be interested to know the third row alone offers 5.6 more inches of legroom than an Acura MDX, 4.5 inches more than an Audi Q7, and nearly three inches more than an Infiniti QX60.
“Enclave was introduced as a game-changer for the Buick brand and has since become one of our most successful and important vehicles,” said Duncan Aldred, Vice President, Global Buick and GMC. “It set the tone for a more progressive Buick, helping change perception for us and serving as the standard-bearer of what our products stand for: smart, stylish luxury.”
Styling & Design
Buick went with an athletic, yet balanced formula, giving the 2018 Enclave new proportions for a sharper, more aerodynamic look. Buick’s patented “front end design language” was inspired by the Avista and Avenir concepts, further complimented by what the automaker calls a “windswept” appearance. The roofline is lower and the windshield is sleeker for a more dramatic stance.
Lighting is not a light affair by any means, but a rather serious one. The 2018 Enclave is Buick’s first application of Evonik Acrylite technology and bi-functional LED projector headlamps and LED tail lamps. From a design perspective, it makes the Enclave stand out while the IntelliBeam headlamps available on Premium and Avenir models provide better visibility at night.
Photo: Buick.

Safety & Security
The 2018 Buick Enclave has a number of tools to help a driver feel safe and confident, including a rear vision camera, rear park assist, and seven air bags, including a front center side airbag. The latter deploys from the inboard side of the driver’s seat, positioning itself between the driver and front passenger. GM created this airbag specifically to protect drivers and front passengers in far-side impact crashes where the affected occupants are on the opposite, non-struck side of the vehicle.
The National Highway Traffic Safety Administration’s Fatality Analysis Reporting System Database found far-side impact crashes, which the front center side air bag is meant to mitigate, accounted for 11 percent of the belted front occupant fatalities in non-rollover accidents between 2004 and 2009, in vehicles 1999 or newer. These types of accidents also represented 29 percent of all the belted front occupant fatalities in side impacts. In other words, it’s a highly desirable and potentially life-saving safety device.
When fully equipped, there are 17 different radar, camera, and ultrasonic sensors to provide drivers with a full sense of safety and security. In our opinion, the 2018 Buick Enclave really excels in this particular area.
Photo: Buick.
Cargo Space
Like it does with safety and security, the 2018 Buick Enclave does wonders in the cargo capacity department. Behind the third row, there is 23.6 cubic feet of cargo space while the second- and third-row seats fold for a nearly-flat load floor. An optional power-folding third row makes things easy, while available second-row SmartSlide Seats allow occupants better entry/exit from the third row.
Finally, an underfloor storage area provides an extra 3.1 cubic feet of cargo space.
Power & Performance
The 2018 Buick Enclave is powered by a 3.6L V6 engine with stop/start technology, mated to a nine-speed automatic transmission. GM estimates around 300 horsepower and 260 lb-ft. of torque. All-wheel drive is available with an active twin-clutch rear differential – it’s also a switchable AWD system which will help drivers increase control, stability, and efficiency.
What’s really impressive is the 5,000 lbs. towing capacity, more than enough to haul a nice fishing boat. A Standard MacPherson strut front and five-link rear suspension provide a smooth ride and easy handling. Buick’s engineers opted for a longer wheelbase but were still able to cut over a foot off the turning radius from the prior generation.
Photo: Buick.

Pin Drop
The 2018 Buick Enclave features QuietTuning, an active noise cancellation system to help keep the cabin quiet and comfortable. Engineers honed the exterior design accordingly, and increased the sealing and sound-deadening materials throughout the vehicle. However, just in case the quiet is too much, a 10-speaker Bose Premium stereo is available.
Fresh Air
It’s one thing to have the little tree hanging from the rearview mirror, it’s another to have an entire ionizer in the vehicle. The 2018 Buick Enclave has such a feature that works by producing negatively charged particles that attract air-born contaminants and break down their structure, essentially cleaning the inside air. The system reduces and/or eliminates odors, bacteria, viruses, dust, debris, and pollen. This useful addition for allergy season requires no maintenance or filter replacement, and comes standard on Essence, Premium, and Avenir models.
Photo: Buick.
Special Treatments
Standard equipment on every 2018 Enclave includes keyless entry and push-button start, a hands-free power-programmable liftgate with a Buick logo illuminating the ground below, tri-zone automatic climate control, universal home remote, and six USB ports. Every Enclave is equipped with an OnStar 4G LTE Wi-Fi hotspot, a frameless 8-inch diagonal infotainment display, and Apple CarPlay and Android Auto compatibility.
Pricing & Availability
When it arrives in dealerships this fall, the 2018 Buick Enclave will come in Enclave, Essence, Premium, and Avenir trims. The 2018 Enclave is the seventh new Buick in less than two years and is manufactured at Lasing Delta Township Assembly.
Carl Anthony is Managing Editor of Automoblog and resides in Detroit, Michigan.

Photos & Source: Buick

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2018 Dodge Challenger SRT Demon Awakens

2018 Dodge Challenger SRT Demon Awakens

Well, here it is. After being teased, rumored, speculated upon, and guessed about, the Dodge Challenger SRT Demon is finally here. And I, like anyone else with a soul, the first thing I thought was: “Holy sh-how much horsepower does this thing put out?!?”
No kidding, no joking, the 2018 Dodge Challenger SRT Demon puts out 840 horsepower at the wheels. 840!
Perspective Power
For reference, a 2017 Indy car puts out around 700 horsepower. A NASCAR stocker puts out 725 horsepower. A world Rally Car puts out 315 horsepower. A Le Mans prototype will put out around 900 horsepower, but that’s combined output for both the internal combustion engine and the hybrid drive system. The current Ferrari F1 car puts out around 1,000, but that’s also the combined total of the internal combustion engine and hybrid drive system.
So I will repeat myself: The 2018 Dodge Challenger SRT Demon puts out 840 horsepower at the wheels. 840! And Dodge will sell the 2018 Dodge Challenger SRT Demon to literally anyone. Anyone. No background check. No psychological profile assessment. You got a ominous twitch in your left eye, my friend? Don’t matter. Anyone. For the love of Horace and John, even me. Me!
The Challenger SRT Demon is equipped with a set of Nitto NT05R street-legal, drag-race tires, a first for a production car. The 315/40R18 tires were specifically designed for the SRT Demon, with a new compound and sidewall construction. The drag radials give the SRT Demon a 15 percent larger tire contact patch and more than twice the grip of the Challenger SRT Hellcat. The sticky drag tires are mounted on lightweight 11×18-inch wheels, with each tire measuring 12.6 inches wide. Furthermore, a unique rear knuckle reduces negative camber by 0.5 degrees, “standing up” the tire and increasing the size of the tire contact patch. Photo: FCA US LLC.
Record Numbers
At 840 horsepower and 770 lb-ft. of torque, the Dodge Challenger SRT Demon is the most powerful muscle car ever thanks to its supercharged 6.2-liter HEMI Demon V8 engine. Let that sink in. Next time some old gearhead tells you about “the good old days” and how crazy muscle cars were in the late 60s, remember this Dodge has almost 900 horsepower. To my direct knowledge, right off the showroom floor, things like Superstock Darts were in the mid-500 range. This thing puts out 340 horsepower on top of that.
Not only is this the highest horsepower V8 production engine ever produced, and I mean ever, the Demon is also the first production car to have a certified front wheel lift from a dead stop. And by lift, I mean it was measured at 2.92 feet, and by certified I mean certified by Guinness World Records. This is a car that, from the factory, directly off the showroom floor, can pull a friggin’ wheelie!
The 2018 Dodge Challenger SRT Demon was designed to cover the quarter mile as quickly as possible. To do this, it combines both mechanical and electronic tuning for maximum launch grip while still maintaining directional control. The Bilstein Adaptive Damping shocks have been tuned for drag racing, shifting as much weight as possible on the rear tires at launch for maximum traction, and improving rear tire grip by 11 percent. Weight shift in the Challenger SRT Demon is aided by softening up some key suspension components like the springs and sway bars. Photo: FCA US LLC.

Lightning Quick
Want to know the ET this thing pulls at the strip? This: 9.65 seconds at 140 miles per hour as certified by the National Hot Rod Association. That is slightly faster then the aforementioned Superstock Dart, and I guarantee the Demon is both heavier and better equipped than a Superstock Dart. Oh, and this makes the Demon the world’s fastest quarter-mile production car. Not a La Ferrari, not a Porsche 918, not a Veyron, a Dodge. A Dodge.
However, if you’re thinking of taking your new Dodge Demon down to the strip on Grudge Night so you can finally make Steve from accounting shut up, forget about it. The Challenger SRT Demon was deemed too fast for the drag strip and officially banned by NHRA.
The Demon is also the world’s fastest production car with 60 mph coming up in 2.3 seconds and 0-30 happening in a single second. A single second! 2.3 seconds to 60 is quicker than Formula cars I’ve driven. It’s faster than my old pro-rally car by a long shot. 2.3 is retina-detaching fast. Throw away the stop watch, and measure it in G-force, and the Demon pulls at 1.8 g, or about 60% of the space shuttle at launch. That is, in case you’re curious, the highest g-force acceleration of any production car.
The 2018 Dodge Challenger SRT Demon will be available 14 exterior colors: B5 Blue, Billet Silver, Destroyer Grey, F8 Green, Go Mango, Granite Crystal, Indigo Blue, Maximum Steel, Octane Red, Pitch Black, Plum Crazy, TorRed, White Knuckle, and Yellow Jacket. Photo: FCA US LLC.
Big Breath
The 2018 Dodge Challenger SRT Demon also has the largest functional hood scoop of any production car at 45.2 square inches. Dodge calls it the Air-Grabber induction system, but sadly, unlike the Air-Grabbers of old, this one is not variable, nor does it feature those totally wicked teeth like a P-41 Warhawk. It’s more like the big gaping maw from the fiberglass hoods of the Superstock Darts and Coronets.
All 45.2 square inches of that Air-Grabber induction system are very, very functional in feeding what can only be considered a leviathan of an engine. The forced-induction system reads like it was puled off a World War II fighter plane.
The Air-Grabber hood is sealed to the air box, which is also fed from the driver’s side Air-Catcher headlamp and an inlet near the wheel liner. Combined, those sources give the Demon an air-flow rate of 1,150 cubic feet per minute, 18 percent greater than the Hellcat. The additional air inlets help reduce the temperature of the intake air by more than 30 degrees compared to the Hellcat, which improves throttle response. Photo: FCA US LLC.
Engine Within An Engine
The supercharger is a larger 2.7-liter displacement blower that gives an increased boost pressure of 14.5 psi and a higher rpm limit of 6,500. The supercharger alone displaces 2.7-liters. That is nearly a third bigger than the engine in a Miata, and that’s not even the engine! That’s what feeds the engine.
The Demon’s supercharger features an innovative SRT Power Chiller liquid-to-air intercooler system, a factory-production car first. The liquid-to-air intercooler set up has an After-Run Chiller that keeps cooling the supercharger/charge air cooler after the engine is shut off, another factory-production car first.
The Demon’s mill is designed to run on 100+ high-octane unleaded fuel or 91 octane on demand. Now, you don’t have to be J. Robert Oppenheimer to put 2 and 2 together here and figure out that all of the shocking performance figures are probably coming from a tank full of 100+ high-octane unleaded fuel, and not the lower grade stuff, but still, it’s nice of Dodge to at least give you the option of not having to swing by the local air base to gas up.
The Demon engine has been certified to the SAE J1349 industry standard for its horsepower and torque ratings. While the Demon engine shares similar traits with the Hellcat engine, it does have 25 major component upgrades including the supercharger, pistons, rods, valve train, and fuel injection system. The engine also meets all applicable legal emissions regulations. Photo: FCA US LLC.

Bag Of Tricks
And the goodies continue on down the drivetrain. The Demon is the first-ever, factory-production car with a TransBrake for more powerful and quicker launches. This is an old drag racer trick that allows you to lock the driveline south of the engine, build up the revs and all that sweet, sweet torque and then let’er go in one big BWOOMFF. Also to that end, the Demon is the first production car with Torque Reserve to supply augmented levels of power and torque at launch.
And this, this has got to be my favorite goodie for the 2018 Dodge Challenger SRT Demon: First production car with front passenger seat delete. That’s right, no passenger seat. Just me and 840 of my closest equine friends out to drain the color from the faces of BMW owners at the next stop light.
Availability
The 2018 Dodge Challenger SRT Demon will be a limited-edition, single model year production run of 3,000 cars for the United States and 300 Canada. Dealership deliveries begin this fall so get in line now. Now-now-now-now-now! Oh, and get this: The car is covered by a full factory warranty.
And if you are one of the few, the happy few who obtain the new 2018 Dodge Challenger SRT Demon, Dodge is also going to throw in a session at Bob Bondurant School of High-performance Driving. Take them up on this offer. Really.
Production of the 2018 Dodge Challenger SRT Demon begins later this year at FCA’s Brampton, Ontario Assembly. Currently, this monster of a car is on display at the New York International Auto Show, April 14th through the 23rd at the Jacob Javits Convention Center.
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 Dodge Challenger SRT Demon Gallery

Photos & Source: FCA US LLC

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2018 Infiniti Q50 Revealed In New York

2018 Infiniti Q50 Revealed In New York

Infiniti will reveal the enhanced Q50 for the first time in North America at the 2017 New York International Auto Show. The vehicle goes on sale globally during the second quarter and will be available in the United States later this summer. The automaker focused on a number of improvements to heighten the driver experience.
“The new Q50 features a refreshed exterior and interior design, as well as innovative technologies designed to empower and support the driver,” reads a recent press release from Infiniti.
Driver Treatments
Infiniti focused on detail with the Q50, evident in the stitching and soft-touch materials throughout the cabin. This specific craftsmanship extends to the seats which offer more spinal and back support, and a new steering wheel with molded placements for a driver’s thumbs. A full range of connectivity and infotainment through INFINITI InTouch Services is standard.
Safety & Security
The 2018 Infiniti Q50 has a number of active safety technologies including Direct Adaptive Steering, Active Lane Control, Intelligent Cruise Control, Distance Control Assist, Backup Collision Intervention, and Blind Spot Warning and Intervention. Other safety features include Lane Departure Warning and Prevention, Forward Emergency Braking, and Predictive Forward Collision Warning.
Power & Performance
The 2018 Infiniti Q50 has a nice array of powertrain options, depending on personal tastes. The main engine is the 3.0-liter V6 twin-turbo from the automaker’s exclusive VR powertrain family. Other options include a 2.0-liter turbocharged 4-cylinder, a Direct Response Hybrid, and a high-output version of the 3.0-liter for the Red Sport 400.
The Q50 is Infiniti’s best-selling model and has, since it first arrived in 2013, sold nearly 210,000 units globally. As a brand, Infiniti is seeing steady and solid growth, achieving over 230,000 last year in global sales – a 7-percent year-over-year increase and a new record for the automaker. The Q50 accounted for one third of the brand’s total sales.
Carl Anthony is Managing Editor of Automoblog and resides in Detroit, Michigan.
2018 Infiniti Q50 Gallery

Photos & Source: INFINITI Motor Company Ltd.

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2018 Audi TT RS: Most Powerful TT Yet

2018 Audi TT RS: Most Powerful TT Yet

Remember when the Audi TT hit the scene? It was hard not to notice it, and the worst charge that could be leveled against it, was that the Audi TT was “inoffensive.” Say what you want about it, at least it stood out from the crowd of sport coupes. But now, Audi’s TT looks like this. It’s all angles and sharp lines and comes across as some sort of distant echo of what a Korean car company will do next year.
Unfortunately, the all-new 2018 Audi TT RS is a rather fast car.
I say unfortunately, because it’s always hard to ignore, if not outright covet fast cars. Even if they’re ugly. Okay, so maybe implying the 2018 TT is ugly is a bit of a stretch, but it sure ain’t beautiful.
Eye Of The Beholder
Audi says this about how their new car looks: “The design of the new TT RS features the same timeless lines of the original TT coupe coupled with reinterpreted sporty elements that harken back the vehicle’s racing heritage.” Yeah, no. It looks nothing like the original TT. The first Gen TT was all curvilinear forms and arcs; rounded planes where all over the surfaces.
This new thing? It says “generic sports coupe” from almost every angle. Besides those four rings on the grille, how am I supposed to tell if this is an Audi? At any rate, this is all subjective, but what underpins this crumpled-paper-look exterior makes for a pretty impressive car.
The 2018 Audi TT RS features 19-inch, five-arm design Galvano silver wheels with summer performance tires. Also available are 20-inch, seven-spoke-design, Galvano silver forged wheels with summer tires. Other styling elements include standard LED headlights with LED daytime running lights. Photo: Audi of America, Inc.
Power & Performance
Nestled beneath the hood sits a new 2.5-liter TFSI five-cylinder engine. Sadly, this is not the same amazingly strong and powerful five-banger that Audi handed over to the Rorhls and Moutons of this world (and also stuck in the first gen S6, an overlooked, yet fantastic ride). Nope, this is an all-new plant but it makes the 2018 Audi TT RS the most powerful production TT ever.
The all-new five-pot produces 400 horsepower and 354 lb-ft. of torque at all four corners. Audi ladled on the lightweight aluminum to reduce internal friction and increase power delivery, so max torque is available between 1,700 and 5,850 rpm. Mmmmm, broad-shouldered.
The new engine is less than 20 inches in length, which strikes me as being really short and compact. It also tips the scales 57 pounds lighter than the previous generation’s engine. They shaved off more than 40 pounds alone by making the upper portion of the oil pan from magnesium and the engine block from aluminum. The crankshaft is also lighter and smaller than its predecessor.
Couple this engine with a traction control system specifically calibrated for the new TT RS and you get a 0 to 60 sprint mph in 3.6 seconds. Top (track) speed is 155 mph. Or, if you’re like us here at Automoblog, you go with the optional Dynamic plus package and that top end is moved all the way up to 174 mph. Rumor has it that our Editor-in-Chief and Founder Chris Burdick is able to get from the Brandenburg Gate to Wannsee and back in less than an hour in the new TT.
The 2018 Audi TT RS features the automaker’s distinctive engine sound. At the rear of the vehicle sit two large signature oval tailpipes – or the optional RS sport exhaust with black oval tailpipes. The unique 1-2-4-5-3 ignition sequence, which allows the ignition to alternate between adjacent cylinders and those further apart, gives the TT RS its signature sound. Photo: Audi of America, Inc.

Turbo Tactics
Things get interesting around the blower of the 2018 TT. For starters, it’s a large BorgWarner turbocharger. Curious that Audi went with BW in the first place, but also curious they went with a single, “large” unit. This was Audi’s practice back in the Groupe B days, and while it does simplify things, it can cause substantial turbo lag. The big BorgWarner turbocharger shoves air into the combustion chambers at up to 19.6 psi (or 1.35 bar, if you measure that way).
No wonder this thing cranks out 400 ponies, huh? To combat the dreaded turbo lag there’s the Audi valvelift system. The AVS changes the duration of the exhaust valve opening, depending on the throttle and engine speeds, meaning it sends more air outbound to keep the turbo spinning happily.
Transmission & Drivetrain
Gear selection is handled by a seven-speed S-tronic dual-clutch transmission. The 2018 TT RS now offers a launch control program that allows a “heightened level of acceleration” via an automated clutch release. A “heightened level of acceleration” . . . that’s a laugh riot, ain’t it?
The 2018 Audi TT RS has a fully integrated Audi drive select system with four discrete drive modes: comfort, auto, dynamic, and individual. Each mode allows you to change gear shift points, steering, throttle response, and damper control.
Obviously, the TT RS comes standard with Audi’s signature quattro permanent all-wheel drive system. And, just like the days of old, when Audi was kicking butt and taking names on the world rally stages of the early 80s, the quattro system constantly adjusts the distribution of torque to maximize grip and control. I’ve personally messed with quattros with the left rear in gravel, while the right front was in a puddle the size of a kiddie-pool. The thing took off with such ferocity it elicited Elisabeth Kübler-Ross levels of mortal reflection.
The available RS fixed sport suspension for the 2018 Audi TT RS, included in the Dynamic plus package, offers a stiffer ride for enhanced performance. Photo: Audi of America, Inc.
Suspension & Braking
Out back there’s a four-link rear suspension and at the nose, a McPherson front suspension with forged aluminum lower control arms. Magnetic ride shock absorbers are standard. The steering rack is designed so the steering ratio becomes increasingly direct as you turn to provide more precise road feedback.
Stopping is accomplished via two optional brake systems on the new TT RS. The standard setup is an eight-piston monobloc brake caliper affair with 370mm ventilated and cross-drilled discs at the front. If you really want to stop, there are available front carbon-ceramic brake discs with Anthracite Gray painted calipers as part of the Dynamic plus package. The carbon-ceramic brakes are more than 8 lbs. lighter than the traditional cast-iron rotors and offer increased resistance to brake fade.
That is, from a technical and performance standpoint, a lot to like in a car. Even if you can’t get past the styling, you’ll probably end up passing most everything else on the bahn anyway. The 2018 Audi TT RS launches this spring with an MSRP of $64,900.
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: Audi of America, Inc.

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2017 New York: The Dodge Challenger SRT Demon unleashed--Quick Rundown

2017 New York: The Dodge Challenger SRT Demon unleashed--Quick Rundown It’s the most powerful muscle car ever and is so freakin’ fast, it’s banned by the NHRA.

What’s going on?
The Dodge Challenger SRT Demon. That’s what the hell is going on (see what I did there?). And Dodge finally unleashed the beast this evening ahead of the New York International Auto Show Press days.
We’re not going to muck about: it’s absolutely bonkers. There’s a lot you need to know, but here’s a quick rundown of what’s important:
Engine
6.2L HEMI Supercharged Demon V8
Horsepower: 840 (on racing gas)
Torque: 770 pound-feet

Transmission
A seriously beefed-up ZF-sourced eight-speed TorqueFlite automatic
Performance
0-30 mph: 1.0 second
0-60 mph: 2.3 seconds
Quarter-mile: 9.65 seconds at 140 mph
There’s plenty more to know. But these are the most pertinent specs of the latest Dodge Challenger SRT Demon.
Stay tuned for more!
– By: Chris Chin
2017 New York – Dodge Challenger SRT Demon Gallery

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Lotus Evora Sport 410 GP Edition: Mario, Your Car is Ready

Lotus Evora Sport 410 GP Edition: Mario, Your Car is Ready

Ooo baby! Would you look at that! The all-new Lotus Evora 410 GP Edition, decked out in black and gold. All bridled and saddled and ready to go. My desire is very strong for this version of this car, which I would not normally say. For starters, I’ve always had a problem with the Lotus Evora. It’s that +1 seating option in back of the two front seats. Yes, yes I do realize that Lotus has made 2+2s in the past. The Lotus Eclat, for example. And I also fully recognize that cars like the Lotus Eclat are, by and large, horrible mistakes.
Especially for a company like Lotus.
Colorful Expressions
Also, I try to stay away from black with gold color schemes. I loved it, absolutely loved it when Colin Chapman painted his cars in John Player Special cigarette livery and handed them over to people like Emerson Fittipaldi to club Jackie Stewart with. But then the cheap imitators latched onto it, and next thing you know, black with gold was being applied to everything from “theme” custom vans to those horrid black and gold Pontiac Trans Ams, and handed over to that equally horrid quarter-talent Burt Reynolds.
Ruined it, just ruined it.
All that said, I would really like to get my hands on one of these, at least for a week or a weekend, or if not forever. From what I gather, the Lotus Evora, despite design compromises, is a pretty fun car to drive. It is, as many people have told me, “like a little bit bigger Elise with a much bigger engine.” Which sounds just great. And most of the people who told me were Elise owners, not Evora owners.
This particular Evora model is the work of Lotus Exclusive, the fine folks from Hethel that work on the higher end, bespoke stuff. The Evora Sport 410 GP Edition indeed honors Team Lotus’ iconic John Player Special F1 color scheme that was raced between 1972 and 1986 – from the crushingly effective Lotus 72 and the gorgeous and truly groundbreaking Lotus 79, to the momentarily fast Lotus 98T. Seriously, that 98T was the car they coined the term “grenade engine” for. They could squeeze around 1,200 to 1,300 horsepower out of that 1.5 liter engine for about two laps then kaBLAMMMO! Ayrton or Elio or whoever would splatter it all over the tarmac from Estoril to Jacarepaguá.
The 98T was a great car for qualifying, but sadly, only had the life expectancy of a random guy in a red shirt on the Starship Enterprise.
Photo: Group Lotus plc.
Feather Dusting
Other than the paint job, the Evora Sport 410 GP Edition is pretty much just like every other Evora you could buy, but it comes with all the lightness goodies as standard. It scales out at 2,910 lbs. which is fairly light these days (” . . . but could still be lighter!” I hear the ghost of Colin Chapman shriek). All that wonderful, wonderful lightness is accomplished by looking after all the little details. The Evora uses the now-standard Lotus practice of a hydroformed aluminum architecture, which delivers very high torsional rigidity at very low weight. And, as one would expect, the Evora also has carbon fiber everywhere. From the front splitter on the nose to the revised front access panel, roof section, tailgate, rear quarter panels, and the rear diffuser out back, it’s carbon fiber, carbon fiber, carbon fiber.
Other weight savers include the lithium-ion battery for 23.8 lbs., the ultra-lightweight forged wheels for 15.9 lbs., and a new lightweight windscreen surround for 7.5 lbs. They all total up to 132 lbs. of overall weight reduction.
Not only does this make things lighter overall, but it also lowers the center of gravity. So you get better ride and handling and less mass. And that lead Lotus to recalibrate the suspension and revise the total chassis setup, improving wheel geometry and the dampers. The ride height has been dropped by 5 mm so you get better body and roll control for even sharper, more direct handling.
Photo: Group Lotus plc.

Power & Performance
The Evora Sport 410 is powered by an integrated water-to-air cooled, supercharged, 3.5-liter 6-cylinder engine, cranking out 400 horsepower at 7,000 rpm and 301 lb-ft. of torque at 3,500 rpm. This gives you a nice, broad RPM powerband to play with. Said mill is joined to a standard six-speed manual gearbox, which features a low-inertia flywheel and a Torsen-type limited slip differential for greater traction in the corners. There’s an optional six-speed automatic transmission with a dedicated ECU for fast changes and sequential gear selection via lightweight aluminum paddles mounted to the steering wheel.
Besides your right foot, all that power is controlled via a trio of user selectable ESP driving modes: Drive, Sport, and Race. There’s also an “Off” mode, but to me, that doesn’t really count as a mode. The ESP driving mode thingy proportionally increases throttle response, lowers traction thresholds, and removes understeer recognition. The ESP allows progressive degrees of driver control before the system intervenes. So rather than Drive, Sport, Race, and Off, you could also think of it as Nun, Mom, Nanny, and “Absolutely no adult supervision whatsoever!”
Pricing & Availability
And now, the bad news . . .
Lotus is only going to make a global production run of 150 vehicles per year of the Evora Sport 410, and here’s where it gets really bad: The MSRP, excluding taxes, is $104,200 and $110,000 for Lotus Evora Sport 410 GP Edition. Shoot. Ah well, used Elise prices are still pretty reasonable though.
Oh, and if by Mario you thought I meant a character from a pixelated Nintendo game, I will find you, and our conversation will not be long, and it will not be pretty.
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: Group Lotus plc

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