Automotive

2018 Dodge Challenger SRT Demon: All About The Engine

2018 Dodge Challenger SRT Demon: All About The Engine

Let’s get down to brass tacks here: The long awaited, much anticipated 2018 Dodge Challenger SRT Demon is all about that engine. Sure, the suspension and braking have been worked over as much as they could, and although the new Demon handles and stops better than it has a right to, this car exists for one reason.
It’s all about that Hemi engine.
Straight Line Power
Look, I love Mopar products. Always have and, failing some huge metaphysical test in the future, I always will. They have a sort of American style akin to a World War II fighter plane. They get to the end of that quarter mile like nothing else on the planet. The handling and braking are . . . well, let me put it this way: Remember the first time you ever nailed the brakes on a B-Body for the third time? Put a little grey in your hair, didn’t it? To be 100 percent frank, Mopar is about going, not about stopping. Or handling all that much if you get right down to it. Sure, sure, you can tweak them here and there, but they’re never going to out-sprint a GTI around an AutoX course or be winning any rally stages. Shoot, even a wizard like Dan Gurney couldn’t make the things work as Trans Am cars.
Ah, but that engine, any Mopar engine. What a plant! What a mill! What a lump! It’s the engineering equivalent of a Claymore mine: Brutal, simple, reliable, and everso effective. Nurse, hand me the scalpel, my socket set, and that big pry bar. It’s time for some analytical biology.
More than 1 ton (2,500 pounds) is transferred from the Challenger SRT Demon’s front wheels to the rear ones at launch. The upgraded torque converter for the TorqueFlite 8HP90 eight-speed automatic transmission increases torque multiplication by 18 percent. Meanwhile, Nitto drag radial tires achieve up to 40 percent more launch force. Photo: FCA US LLC.
New Hemi Era
The particulars of the engine situated ‘neath that huge, be-scooped hood are well known by now: A supercharged 6.2-liter Hemi V8 with a deep-skirt cast iron block, aluminum alloy heads, and hemispherical combustion chambers. This is good for 840 horsepower (6,300 rpm) and 770 lb-ft. of torque (4,500 rpm) running on unleaded 100 octane fuel. Sure, it’s a little less if you can only get 91 octane juice (a measly 808 horsepower and 717 lb-ft. of torque and who can live with that little?) but still, any of those figures are outputs more associated with ocean-going tugs than something land-dwelling.
Versus the Hellcat Hemi plant, 62 percent of the Demon engine is new. The engine block, crankshaft, pistons, connecting rods, and supercharger are all new. The heads are manufactured and machined on dedicated Demon/Hellcat CNC machines. The deck plate for the block is honed to minimize bore distortion (natch) and every Demon engine is dyno tested for 42 minutes under load up to 5,200 rpm before being shipped to the assembly plant in Brampton, Ontario. Yeah, Canada. Who’d a thought, eh?
The triple-inlet air box for the 2018 Dodge Challenger SRT Demon (right) is larger when compared to the 2017 Dodge Challenger SRT Hellcat. 800 feet into a quarter-mile run, the Demon can empty the equivalent of all the available air in the cabin of the car, about 105 cubic feet. Likewise, during a quarter-mile run, the Demon ingests the lung capacity of 816 humans. Photo: FCA US LLC.

Massive Lungs
The new Hemi lump breaths like a marathon runner, thanks to the world’s largest functional hood scoop with an opening of 45.2 square inches. This triple-inlet air box (903.1 cubic inches total) provides higher flow and less restriction for the inlet system, feeding cool air into the supercharger at an air-flow rate of 1,150 cubic feet per minute. That’s approximately the volume of a 26-foot moving truck every 60 seconds.
All this air gets passed over the SRT Power Chiller which redirects air conditioning refrigerant from the cabin to the chiller unit, dropping the charge temperature by 18 degrees Fahrenheit. Clever! From there, the incoming air gets fed into the supercharger, a twin screw unit good for 2.7 liters per revolution or about 50% more displacement than a Miata engine. And that’s just the blower remember. Maximum boost pressure is 14.5 psi, up from 11.6 psi when compared to the Hellcat.
Valves for the 2018 Dodge Challenger SRT Demon use single-groove collets for improved stability during higher engine demands, along with redesigned valve springs and top retainers. Photo: FCA US LLC.
Beefing Up
That much boost puts an amazing level of strain on the engine internals, so everything within the mill has been seen to as well. The crankshaft, with a 90.9-millimeter stroke and revised balancing, is forged alloy steel with induction-hardened crank bearing surfaces. The individual journals have optimized main bearing clearances and the high-strength alloy pistons are forged as well. There’s been a 30-micron increase to the piston bore clearance. The connecting rods have been powder forged with upgraded shanks and bigger ends. The flow has been doubled on piston cooling oil jets and even the fasteners (y’know, the nuts and bolts and stuff) are revised ultra-high tensile bits.
Speaking of revised, the valve springs get a 33 percent increase in oiling for the springs themselves along with the rocker tips for increased lubrication and cooling. There are single-groove collets on the valve stems for improved stability. The fuel injector pressure has increased 27 percent because this thing drinks like a sailor on leave and, like all good drag racing motors, the oil pan and windage tray have been optimized for high acceleration, good for proper oiling up to 1.8 gs.
Street Legal Insanity
This all seems normal and fine and good to me. And then I realize: “This is for a street engine!!” This all seems normal and fine and good if your name is Keith Black and you’re standing next to the strip late one Saturday afternoon. But noooooooooooo, this engine was dropped in a street car. And they’ll sell it to anyone with the motor skills to write a fiscally solvent check. Anyone. Even people like (Heaven forefend), me!
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: FCA US LLC.
Photos & Source: FCA US LLC.

Check out these Automotive tips

http://carsecret.atspace.eu/blog/2018-dodge-challenger-srt-demon-all-about-the-engine/

2017 Toyota Corolla XSE Review

2017 Toyota Corolla XSE Review

Those wanting a compact car with attitude should take a look at the new Toyota Corolla. It’s got a revamped front end that gives it a cool, new sporty look. If you want a safe compact car, the Corolla gets a suite of safety features not typically found in this segment. Add in a dash of Corolla’s excellent fuel economy along with its high resale value, and you have all the ingredients for a car that will please economy conscious consumers.
Over the weekend, we drove the top-of-the-line, 2017 Toyota Corolla XSE.
What’s New For 2017
The Toyota Corolla gets a mild refresh for 2017 with new front end styling, LED headlights, upgraded interior upholstery, a standard rearview camera on all trims, and a bundle of safety features.
Features & Options
The 2017 Toyota Corolla XSE gets a lot of features for the money ($22,680). It comes with 17-inch alloy wheels, unique front-end styling with a black mesh grille, heated color-keyed side mirrors with turn signal indicators, a rear spoiler, a chrome-tipped exhaust, leather-wrapped steering wheel with paddle shifters (CVT transmission), sport front seats, power moonroof, keyless ignition and entry, and the upgraded Entune audio system. The XSE also comes standard with heated front seats and an eight-way power-adjustable driver’s seat.
Our XSE tester came with the optional Entune Premium Audio ($525) with an integrated navigation system and the Entune App Suite. A TRD Performance exhaust ($649) added a little extra attitude. Total MSRP including destination: $26,101.

Interior Highlights
We slid into the XSE, and saw the most up-to-date cabin ever for Toyota’s compact car. It features a stylish dashboard, a sporty steering wheel, and an automatic gear shifter that fits perfectly into the driver’s hand. We particularly liked the traditional audio and climate controls unlike some that are put in difficult-to-use touchscreen menus. If it takes longer than two seconds to figure out how to change the radio station, it’s too difficult.
When we did need to use the 7-inch touchscreen, it offered up large buttons, clear graphics, and quick responses to touch inputs. It could be one of the easier infotainment systems to operate in this class. You can stay connected with the optional Entune App Suite that integrates smartphone-connected services such as Bing, Facebook, Yelp, Pandora, and real-time traffic data.
The Corolla’s front seats hugged us from behind and provided adequate comfort, particularly with the firmer bolstering found in the XSE. We adjusted the telescoping steering wheel, came up with a comfortable driving position, and were able to see the gauges perfectly. Out back, there’s more legroom than most small compact sedans and headroom is a plus for taller passengers. Trunk capacity is average at 13 cubic feet, but the wide trunk opening facilitates loading and unloading large cargo items.

Engine & Fuel Mileage Specs
The 2017 Toyota Corolla XSE comes powered by a 1.8-liter four-cylinder engine, producing 132 horsepower and 128 lb-ft. of torque. It’s mated to a Continuously Variable Transmission driving the front wheels. With the larger 17-inch wheels, the Corolla gets an EPA estimated 28/35 city/highway and 31 combined mpg using regular unleaded fuel.
Driving Dynamics
The first time we hit the push button start and powered up the Corolla, we could hear the louder growl from the optional TRD Performance Exhaust. When we pushed hard on the gas, it gave off a distinct exhaust note younger buyers will appreciate. Many go for this in aftermarket shops, but Toyota was wise to offer it from the factory.
The Corolla’s four-cylinder engine is bulletproof when it comes to reliability but it does lack in the performance department. We pushed it hard at altitude but were asking for more power as we tried to pass slower traffic. The CVT automatic gearbox has a distinct rpm drone and the TRD exhaust accentuates the sound even more. We tossed the compact car around the tight mountain curves too – it’s really designed more for city commuting.
On the upside, the Corolla is all about no-hassle commuting comfort and handles the city streets with ease. The Corolla XSE won’t leave you tired after a longer commute and can make the daily grind seem less exhausting.
Conclusion
The 2017 Toyota Corolla XSE offers up a lot for the money. Add in Toyota’s reliability, excellent fuel economy, and the compact’s new sporty styling, and you’ve got a good commuter that will last you for years. If you are looking for safety, the standard rearview camera, forward collision warning, lane departure intervention, and adaptive cruise control are as good as most luxury sedans.
Denis Flierl has invested over 25 years in the automotive industry in a variety of roles. Follow his work on Twitter: @CarReviewGuy
2017 Toyota Corolla XSE Gallery

We trust Edmunds.com to give us the best, up to date, and TRUE pricing of what people are really paying for their cars. Get a free dealer quote at Edmunds on this car:

2017 Toyota Corolla Official Site.
Photos: Toyota Motor Sales, U.S.A., Inc.

Check out these Automotive tips

http://carsecret.atspace.eu/blog/2017-toyota-corolla-xse-review/

Automoblog Book Garage: The Complete Book of Classic Volkswagens

Automoblog Book Garage: The Complete Book of Classic Volkswagens

The Volkswagen Type 1, or more commonly known as the Beetle, is one of the most iconic cars in history. Unlike some of the others we feature in this series, the Beetle is not a muscled-up machine or high horsepower creation. Instead, the Beetle found itself as the humble embodiment of what Volkswagen means in German: it was truly “the people’s car” and served as Germany’s principal representation of mobility in the late 1930s.
Beetle Mania
The Beetle was the ideal fit at the time for Germany’s budding Reichsautobahn, or more commonly known today as the Autobahn. By the 1960’s, it would become the most popular imported car in the United States. Today, with more than 23 million cars built, the Beetle holds the record as the most-produced passenger car ever. At its peak, the Beetle’s manufacturing numbers were tipping the scales at a rate of more than one million per year.
But the Beetle is only part of the story. The Complete Book of Classic Volkswagens captures the history and legacy of VW. The book tells the story of all the lovable VW variants, from the Type 2 vans and pickups, to the campers and Type 113 Super Beetle. Author John Gunnell does a fantastic job of showing VW’s significance in the 20th century, and how their product line evolved to meet a new generations of buyers in every era. If you are a VW fan, or have a serious case of Beetle Mania, The Complete Book of Classic Volkswagens is definitely for you.
Author
Gunnell has more than 40 years of experience in the classic car industry. He is a prolific writer, having authored 85 books about cars, trucks, and motorcycles. His titles include Illustrated Firebird Buyer’s Guide, Illustrated Chevrolet Buyer’s Guide, How to Restore Automotive Trim and Hardware, and many others. In January 2010, Gunnell opened Gunner’s Great Garage in Manawa, Wisconsin, a classic car restoration and gift shop.
The Complete Book of Classic Volkswagen: Beetles, Microbuses, Things, Karmann Ghias, and More is available through Amazon and Motorbooks.
The Complete Book of Classic Volkswagens Gallery

Check out these Automotive tips

http://carsecret.atspace.eu/blog/automoblog-book-garage-the-complete-book-of-classic-volkswagens/

BREAKING: Richard Hammond airlifted to hospital after horrific crash while filming

BREAKING: Richard Hammond airlifted to hospital after horrific crash while filming Hammond is said to have crawled out of the car himself before it caught fire and is recovering at the hospital he was transported to.

What’s going on?
The BBC and The Guardian report that The Grand Tour’s Richard Hammond was involved in another horrific crash, this time in a Rimac Concept One. The 47-year-old host was in the middle of filming for a new season of Amazon Prime’s show in the hills of Switzerland.

How did it happen?

Details are sparse and an investigation is currently on the way. As of this post, nobody currently knows the cause of the crash.
Is Hammond OK?
According to the reports, Hammond “climbed out o the car himself before the vehicle burst into flames.” Paramedics then airlifted him to the nearest hospital.

It was the biggest crash I’ve ever seen and the most frightening but incredibly, and thankfully, Richard seems to be mostly OK.
— Jeremy Clarkson (@JeremyClarkson) June 10, 2017

Co-host Jeremy Clarkson posted a tweet, describing the incident as “the most frightening” accident he had ever seen. We’re certain sarcasm was withheld as Hammond reported suffered a fractured knee, but for the better part, “mostly OK.”
This isn’t the first time Richard Hammond was involved in a terrible accident. Around 11 years ago, he lost control of a land-speed record drag car on the original Top Gear track while filming an episode. It was by far his scariest accident since he suffered brain injuries from crashing at 288 mph. It was found that an exploding tire caused Hammond to lose control of the dragster.
This latest accident raises the bar.
More as it develops…
– By: Chris Chin
Source: BBC, The Guardian, Facebook, Twitter

The post BREAKING: Richard Hammond airlifted to hospital after horrific crash while filming appeared first on egmCarTech.

Check out these Automotive tips

http://carsecret.atspace.eu/blog/breaking-richard-hammond-airlifted-to-hospital-after-horrific-crash-while-filming/

Continental: Five Divisions Equal Vision Zero

Continental: Five Divisions Equal Vision Zero

My first experience with Continental was innocently enough with tires. As a former service advisor, I sold them to customers and later, owned a vehicle equipped with a set of factory ContiProContact tires. As is often the case in my life, I see certain things a particular way until the scope is widened for me. And this was a prime example – in my world, Continental made tires, albeit very nice ones, but tires only.
Chance Encounter
My introduction to the “other sides” of Continental came innocently enough as well. In early January 2016, I was attending the North American International Auto Show for the first time here in Detroit. As I walked through the upper floors of the Cobo Center, it was obvious I was lost. I had no idea where I was going until I bumped into Brad Warner, Senior Director of Lambert, Edwards and Associates here in Detroit. He could tell I was lost so he graciously spent a few moments giving me the lay of the land at Cobo.
As we shook hands to go our separate ways, he mentioned Continental’s passive safety and automated driving round table later that afternoon. On a whim, this well-to-do man I never met invited me to what would become an enlightening academic event hosted by one of the world’s most innovative automotive companies.
Five Fold
Continental consists of five divisions: Tires, ContiTech, Interior, Powertrain, and Chassis and Safety. First and perhaps most common in our minds is tires. The division’s product portfolio includes tires for passenger cars, trucks, buses, industrial vehicles, and even bicycles. ContiTech specializes in rubber and plastics, and is instrumental in the early stages of automotive trends. This includes advancing such concepts as weight and complexity reduction with emphasis on functional integration across Continental’s range of products, systems, and services.
The Interior Division works under the “always on” mantra, developing what they describe as holistically connected systems. The division specializes in the flow of information between vehicle, passengers, mobile devices, and ultimately the driver. Products include multifucntion displays, infotainment setups, operating systems, radios, cockpits, software, and telematics. Over in the Powertrain Division, team members are examining how to move our vehicles more efficiently and responsibly. Product initiatives place particular emphasis on reducing emissions and fuel consumption to meet rising consumer demand in these areas.
Super Clean Electrified Diesel graphic from Continental’s Powertrain Division. Photo: Continental Corporation.
Hard Questions
And then the Chassis and Safety Division. This Continental squad (although I still really like tires) is my favorite. This arm of the company operates by “Vision Zero” or the idea that one day, accident-free driving will go from dream to reality.
“I absolutely think we can do it – there is no doubt in my mind we can do it,” said Amit Kapoor, Vice President, Passive Safety and Sensors, Continental Corporation. “How quickly that happens is the question I think every one of us faces.”
Continental’s Chassis and Safety Division covers a number of areas related to the modern automobile: electronics, sensors, suspension, braking, air bags, advanced driver assistance systems, and even windshield washers. The range of what the division covers is extensive but Kapoor and his team want to save lives. They get up each morning with this goal, and the understanding that current mobility trends are shuttling us directly into autonomous driving. Continental’s Chassis and Safety Division is moving with the times, and addressing the hard questions facing automated vehicles.
“From a technology perspective in a controlled case, you can do it, and there is data for that,” Kapoor said. “The question becomes what happens when you put the same vehicle outside amidst a lot of other cars which are not like it – which are not thinking autonomously.”
Photo: Continental Corporation.

How Much More
Another hard question is how much better an automated vehicle must be over a human counterpart. Although still a vague definition, the general consensus is a lot. In other words, if the public is going to accept autonomous driving, robot cars must be that much more exceptional, incredible, capable, proficient – insert any buzz word that comes to mind – but the point is, an autonomous car has to be rock solid.
“In the end, what we know from the past is that automated systems, like anti-lock brakes and electronic stability control, do a better job of reducing accidents than humans do,” Kapoor explained. “It is not to say human beings are not smart, but at times, there isn’t objectivity in our decisions behind the wheel becasue of various emotions and distractions.”
Kapoor believes automated systems will evolve, gradually becoming more precise and further defining what “a lot” means when given as an answer to how much better a driverless vehicle needs to be. It’s not a sidelines approach either. Continental’s Chassis and Safety Division is moving the ball down the field, taking an offensive approach to the defense of human life.
“We have a patent on an automated vehicle with regard to how it will react if you have a heart attack – it will immediately find the nearest hospital and take you there,” Kapoor said. “We are entering a phase where our engineers, especially our future millennial engineers, are thinking about use cases that 15 years ago I don’t think anyone would have thought about.”
Photo: Continental Corporation.
Collective Strategy
The discussions concerning automated driving and the strategies for achieving it are numerous. It’s a huge topic and not to be taken lightly. As a society, as a nation, the implications are immense; if we pull it off, it would mean a significant drop in traffic fatalities, drastically improved infrastructure, and a lower carbon footprint. True, such ideas snuggle nicely with Utopian concepts, but it takes more than fuzzy feel-good attitudes to bring this better world to fruition. That’s not to say we should avoid optimism, idealism, and creativity – those things are needed greatly when confronting the challenges of automated driving – and tapping into that, and leveraging such things on an individual level will bring ideas like “Vision Zero” home.
“Our people move within the company and so they carry their experience with them when they go from chassis to powertrain, or from interior to tires. If you are thinking about what could happen in a car, you can bring a new perspective to the table somewhere else in the company based on your prior experience,” Kapoor explained. “To do automated vehicles successfully, you need all those competencies from different parts of the company. We have very talented people – nobody told me to say that – that is my personal belief.”
Kapoor, now with Continental for 16 years, explains how he makes all the sensors that go in our cars, from anti-lock brakes to electronic stability control, to any and all sorts of wheel and chassis controls. He is responsible for making sure products are launched, that existing ones are performing well in the market, and the overall business is growing. As mobility trends push toward autonomy and the discussions grow more prevalent, it’s an intense responsibility, but Kapoor and his team are not going anywhere, anytime soon.
“My job at Continental is fun,” he said. “It’s really a lot of fun.”
Carl Anthony is Managing Editor of Automoblog and resides in Detroit, Michigan.
Continental Quick Facts
0: The company’s goal for accidents with autonomous driving.
25%: Anticipated global market share in advanced driver assistance systems in 2018.
26%: Percentage of sales attributed to tires.
60%: Percentage of sales in 2015 generated by automotive sensors, electrics, and software.
72%: Percentage of sales related to motor vehicles.
430: Locations worldwide.
1871: Founded in Hanover, Germany as Continental-Caoutchouc- und Gutta-Percha Compagnie.

Check out these Automotive tips

http://carsecret.atspace.eu/blog/continental-five-divisions-equal-vision-zero/

Subaru Stokes Performance Fires With Limited Edition WRX STI Type RA, BRZ tS

Subaru Stokes Performance Fires With Limited Edition WRX STI Type RA, BRZ tS

Subaru is a real Jekyll and Hyde kind of car company. They are best known for making all-wheel drive wagons and sedans that are efficient, practical, dependable and, largely not that memorable. Their bread and butter is selling to outdoorsy types that do a lot of hiking and camping or need to haul kids back and forth.
And then there are Subaru offerings that are mean, nasty little beasts. Cars derived from World Rally Championship entrants that can reach and maintain astonishingly high velocities across snow, and glare ice in the middle of the night racing across the Alpes Maritimes.
Take for example Subaru’s two latest mean, nasty offerings, the limited edition WRX STI Type RA and BRZ tS.
BRZ tS
I’ll dive into this one since it’s something hardcore gearheads have been clamoring for since the BRZ first hit the streets. The BRZ is, in many ways, sort of like a coupe version of a Miata with a Subbie flat-four under the hood. That is to say, it’s fun, tossable, addicting, and sadly, rather underpowered. But, given the deep, tempting parts bin Subaru has at their disposal, fans of the marque have been screeching for a hot rod model since day one.
Enter the Subaru BRZ tS.
BRZ, already no slouch in the ultra-low center of gravity and precision handling department, now gets STI-tuned SACHS dampers and coil springs (front and rear) as well as flexible V-braces in the engine compartment. There are added stiffeners to the chassis and sub-frame that improve steering response. The tS also comes with 18-inch lightweight STI wheels (a first) shod with 215/40 R18 Michelin Pilot Sport 4 tires for increased grip and quicker turns. Wanna stop? Brembo brakes at all four corners are there to help you do just that.
2018 Subaru BRZ tS. Photo: Subaru of America, Inc.
BRZ tS Exterior Treatments
The outside has special bits of styling flash here and there. There’s an aggressive looking STI rear carbon fiber spoiler that is manually adjustable. There are also STI designed front, rear, and side underspoilers for better traction and stability. There’s an exclusive Cherry Blossom Red accent around the front grille, a unique rear bumper cover, and a BRZ tS badge on the rear hatch. Also, as Subbie is want to do, the fog lights have been removed and replaced with STI fog light covers, which, if you ask me, is dumb. More light please.
BRZ tS Interior Appointments
On the inside, the cabin features black leather and Alcantara upholstery with flashy red stitching and accents slathered all over the place, including the steering wheel, door, dash panels, knee pads, shifter, and emergency brake boots. The front seats have red leather bolsters and the seatbacks are embroidered with a tS logo. The interior door trim and the gauge cluster visor are unique; the center console has a cast black finish. Finally, the BRZ tS comes standard with red front seat belts and a frameless interior rear view mirror.
2018 Subaru WRX STI Type RA. Photo: Subaru of America, Inc.

WRX STI Type RA
The RA designation stands for “Record Attempt” and has been applied to various Subaru performance models over the years. In the case of this RA, the “Record Attempt” will be a Nürburgring speed record this summer. Huzzah! So, okay, that follows, but at the same time “WRX STI Type RA” is way too many little appended letters. Auto companies have to stop doing this.
The 2018 WRX STI Type RA delivers increased performance via weight reduction, suspension modifications, and engine upgrades. There’s a carbon fiber roof panel, the spare tire is gone; a carbon fiber pedestal wing has been added, and so have lightweight BBS 19-inch forged alloy wheels, wrapped in 245/35 R19 Yokohama Advan Sports tires.
Power & Performance
Beneath the hood is Subbie’s ubiquitous 2.5-liter turbocharged boxer engine, now increased to 310 horsepower. The extra ponies are thanks to a new, STI-spec’d cold air intake and high flow performance exhaust. The ECU has been re-tuned and stronger pistons have been slid into the bores. The six-speed transmission gets a revised 3rd gear ratio and a short throw shifter.
Handling gets upgraded with inverted front struts (lessening unsprung weight) and the rear double wishbone suspension gets Bilstein dampers just like the front. A modified multi-mode center diff control gives the car better stability. The Brembo brake system, scary-looking monoblock six-piston front calipers and dual-piston rear calipers, seem to be enough to stop a freight train in their exclusive silver finish. The rotors are cross-drilled for better heat dissipation, natch.
2018 Subaru WRX STI Type RA. Photo: Subaru of America, Inc.
Exclusive Arrays
Like the uprated BRZ, the WRX STI Type RA has an exclusive Cherry Blossom Red accent around the front mesh grille and rear bumper cover. There is also the aforementioned STI front underspoiler for better stability at high speeds. A roof-mounted shark fin antenna and STI fender badges now come in a black finish, and just to let other drivers know what you got, there’s a special badge on the rear deck lid.
On the inside, the WRX STI Type RA features Recaro front seats with red bolsters and stitching, and embossed STI logos on the head restraints. The steering wheel is wrapped in Ultrasuede for better grip and has a black gloss-finish center spoke insert with the STI logo. Push-button start? Yup. And each model will be individually numbered with a plaque mounted on the center console.
Limited Availability
Both the 2018 Subaru WRX STI Type RA and BRZ tS will be available in WR Blue Pearl, Crystal Black Silica, and Crystal White Pearl. No matter which one you get, go for the World Rally Blue. Always go with the factory racing colors. Both are limited to just 500 units and will arrive at Subaru dealers in the first quarter of 2018.
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: Subaru of America, Inc.

Check out these Automotive tips

http://carsecret.atspace.eu/blog/subaru-stokes-performance-fires-with-limited-edition-wrx-sti-type-ra-brz-ts/

Inside The 2017 Ford GT’s Brembo Braking System

Inside The 2017 Ford GT’s Brembo Braking System

The 2017 Ford GT is the fastest production vehicle the blue oval has ever produced. With a precise power-to-weight ratio, five different drive modes, and advanced aerodynamics, the car is worth more than a passing glance. The GT’s engine, a 647 horsepower high-output 3.5-liter EcoBoost, is simply the cherry on top.
Or maybe that’s the GT’s top speed of 216 mph?
Either way, getting up to speed isn’t a problem, but what about getting stopped?
Ideal Proving Grounds
Brembo is, for all intents and purposes, accustomed to stopping rocket ships. The company’s high-performance braking systems are found on some of the world’s most powerful racing machines, like Formula One and Indy cars. With more than 300 championships in racing already, Brembo’s technology is unique in that it’s first proven on the track, then brought to the street. The proving and validation environment a track provides, and what can be learned in such situations, will inevitably transition to everyday roads.
For example, Fiat Chrysler Automobiles utilizes Brembo’s expertise on two of their most powerful vehicles, the Jeep Grand Cherokee Trackhawk and Dodge Challenger SRT Demon. General Motors recently worked with Brembo on a new braking kit for select models, including Chevy Silverado and GMC Sierra 1500 series trucks. The kit upgrade better handles the thermomechanical changes consistent with pulling a trailer or moving a large payload.
Now Ford is in the mix, outfitting their GT supercar with Brembo brakes.
“Our group has been working with the Ford engineering team simultaneously on the Ford GT race cars that are competing and winning now, and have carried those lessons learned over to the Ford GT street model,” explained Dan Sandberg, President and Chief Executive Officer, Brembo North America.
Photo: Ford Motor Company.

Tech & Personality
The production GT will have carbon ceramic (CCM) rotors with dedicated high performance brake pads on the front and the rear. The CCM discs are exceptionally light and function better at high temperatures.
“Lightweight technology wins on the track and the street,” Sandberg said. “The two-piece CCM brakes on the Ford GT deliver a 50 percent weight savings over typical cast iron braking systems.”
In the rear, the unique-to-Brembo, electro-mechanical parking brake (EPB) is worth noting. The EPB function is delivered by a stand-alone black anodized aluminum caliper, governed by Brembo software. The Brembo EPB operates both automatically and via a button, eliminating the cables associated with traditional parking brake systems. Ford GT customers can select from an array of caliper colors too. Each one displays the Brembo lowercase “b” logo in black.
“The consumer choice of five caliper colors makes every Ford GT a personal design statement,” Sandberg added.

Brembo Ford GT Front CCM Brakes
Brembo six-piston, monobloc, fixed bridge, radial mounted aluminum calipers.
394 mm x 36 mm rotors.
Low fluid displacement design improves pedal feel and stiffness.
Exposed fluid lines on calipers allow for increased cooling.
Optimized cooling system designed by Ford and Brembo maximizes CCM performance.
Brake ducts fixed to calipers articulate with the steering for maximum cooling.
Brembo Ford GT Rear CCM Brakes
Four-piston monobloc aluminum calipers with 360 mm x 32 mm CCM rotors.
Rear calipers radially mounted and optimized for stiffness.
Rear brakes also have the specialized cooling ducts for the CCM rotors and pads.
Brembo Electro-Mechanical Parking Brake (EPB):
The EPB caliper is managed by Brembo software, embedded in the ESC unit.
Eliminates additional and unnecessary parts and cables.
Brembo Ford GT Racing Brakes
Lightweight aluminum six-piston Brembo calipers with 380 mm x 34 mm cast iron rotors on the front.
Four-piston calipers with 355 mm x 32 mm rotors on the rear.
Much of the brake cooling geometry hidden in the Ford GT race car carries over to the street version.
The Chip Ganassi No. 68 Ford GT driven by Joey Hand, Sébastien Bourdais, and Dirk Müller won the 24 Hours of Le Mans in 2016 on Brembo brakes.
Carl Anthony is Managing Editor of Automoblog and resides in Detroit, Michigan.
Photos & Source: Brembo North America, Ford Motor Company.

Check out these Automotive tips

http://carsecret.atspace.eu/blog/inside-the-2017-ford-gts-brembo-braking-system/

2018 Buick LaCrosse Receives Light Electrification Update

2018 Buick LaCrosse Receives Light Electrification Update

“The Buick LaCrosse expands its technological credentials by adding eAssist light electrification for the 2018 model,” says Buick in the most vague way possible, meaning that one of their more popular cars now comes in a hybrid.
The term “light electrification” is a pretty good way to go, because although this is a hybrid, it’s not a full blown one like a Prius.
Electric Approach
What Buick, a brand both beloved in America’s heartland and China, is doing with their electrified LaCrosse here is combining an electric motor with the crossover’s 2.5 liter four-cylinder engine to deliver “quiet, refined, and spirited efficient performance backed by the value and customer experience expected of Buick.” Okay, all good so far. Nothing wrong with adding some batteries and an electric motor or two (look at what happened when Ferrari did it), but how does this all play out in the LaCrosse?
Buick’s new eAssist system (yes, that’s how they spell it) pairs the four-cylinder engine with a compact lithium-ion battery pack to offer benefits usually found on fully electric vehicles. So the LaCrosse dials in such goodies as torque-assisted launch, energy-saving regenerative braking (which can also enhance braking performance), and an exceptionally smooth stop/start system. Buick loves this new eAssist system so much it will be the standard powertrain for the 2018 LaCrosse when it goes on sale this fall.
Efficient Packaging
When installed in the LaCrosse, the eAssist differs from previous Buick eAssist implementations by being more sophisticated, powerful, and compact. It gives a 9 percent increase in overall torque, allowing drivers to get the responsiveness expected from a full-size sedan. Also, the newest eAssist system is noticeably smaller and unobtrusively packaged, so you still get to use the LaCrosse’s fold-down rear seat and abundant trunk space. Option-wise, the new standard 2.5 liter four-cylinder/eAssist drivetrain complements the popular V6 plant that remains untouched, and will still be available on select trims.
Other updates on the 2018 Buick LaCrosse include more packages with available all-wheel drive and an all-new nine-speed automatic transmission for the V6 models. By mid-2018, Buick will have five models available with the new advanced transmission. Customer demand is very high for Buick’s intelligent all-wheel drive and active twin clutch gearbox, so that will now be available on the Essence trim.
Buick’s signature QuietTuning is achieved in a number of ways. This chart shows some of the specific areas engineers focus on. Photo: Buick.

Inner Workings
Now, the nitty-gritty, techno-details on this whole eAssist deal. The short version is that eAssist combines a compact electric motor powered by a 24-cell, air-cooled 0.45kWh lithium-ion battery pack with the 2.5-liter four-banger gas engine. This combo is designed to enhance efficiency and maintain refined performance.
All of this gets to the tarmac with five major components.
First, there’s the Motor Generator Unit or MGU. The MGU replaces the conventional alternator and acts as an electric motor to provide more power when needed. The MGU is also an electric generator that provides the energy stored in the lithium-ion battery pack. Next there is the entire Electric Assist scheme, the software controlling what switches on or off, and when. The MGU’s electric motor provides extra power for smooth launches while in the Auto-Stop mode. It also funnels additional torque to the engine when the Electric Assist wizards think it’s needed to optimize overall performance and efficiency.
With hybrid systems, there’s also some cool tricks you can do with the braking. In the case of the 2018 Buick LaCrosse, regenerative braking is part of the act. When you hit the brakes or start coasting, some of the energy you normally give away as heat is, in the case of the Buick, converted to electricity through the graces of the MGU and stored in the lithium-ion battery pack.
Speaking of that lithium-ion battery pack, in our case here, it’s an 86V unit, which has been revamped and repackaged to be more compact. It takes up less space, meaning more room for people and stuff. The energy kept waiting in the lithium-ion battery pack powers the electrical system when the entire vehicle it is in Auto-Stop mode. The lithium-ion battery pack also gets power to the MGU to help with the aforementioned smooth launch while in Auto-Stop mode, or additional torque to the engine as the ones and zeros see fit.
The stop/start technology contributes to added fuel savings by turning off the engine when you are in Auto-Stop mode. So, when you are at a stoplight or in heavy traffic, for example, the LaCrosse will shut off the four-banger, and run things on batteries alone. It will then restart the engine when your foot lifts off the brake pedal.
Aerodynamics & Availability
The 2018 Buick LaCrosse also gets a host of aero improvements to help with efficiency. There are upper and lower active aero shutters in the front fascia. These close under certain driving conditions to help maximize aerodynamics and contribute to improved fuel economy; e.g. when you’re going fast enough, they close, since enough air is getting forced over the radiator anyway. Buick makes no mention of cost, but that will most likely be revealed as we get closer to the fall release date of the 2018 LaCrosse.
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: Buick.

Check out these Automotive tips

http://carsecret.atspace.eu/blog/2018-buick-lacrosse-receives-light-electrification-update/

2018 GMC Yukon Denali: The Ultimate Expression of Professional Grade

2018 GMC Yukon Denali: The Ultimate Expression of Professional Grade

In the ongoing, half-century long slugfest between Chevy and Ford over who has the better truck, the fortunes of the fight swing from one pugilist to the next. One company tries something new, and their opponent hits them for its deficiencies; one company doesn’t change, and the other hits them for being too traditional.
For 2018, GMC (the trucks only end of General Motors) is really hitting on their whole notion of “Professional Grade.”
Recognizable & Functional
The 2018 GMC Yukon Denali showcases three main areas they’re pushing: the new, GM-centric, Multi-Dimensional Grille, a Hydra-Matic 10-speed automatic transmission, and a long list of work-oriented standard features. The new grille, in addition to a more chic look, also hides a number of practical features such as greater airflow to the radiator. There are active aero shutters located behind the grille that close in certain conditions on the highway, reducing aerodynamic drag and enhancing efficiency.
The new look of the grille comes from how GMC designers evolved the current Denali grille through a multi-dimensional sculpted lattice in a layered manner. This same theme is seen in other current and newer GMC models like the Acadia and Terrain. The new grille is bracketed by HID headlamps and LED Signature Lighting.
“It’s a more exciting and sophisticated design, while remaining instantly recognizable as part of the GMC Denali family,” said Matt Noone, Director, Global GMC Exterior Design.
Photo: GMC.
Aggressive Yet Smooth
Now, about that 10-speed transmission. This is a growing trend, not just in the truck market (although there’s plenty of representation in that arena as well) but across a broad range of vehicles. Until engineers can figure out a way to make Continuously Variable Transmissions handle high torque and power loads, get used to seeing auto-boxes with many, many ratios contained within.
In the case of GMC’s 2018 Yukon Denali, the new 10-speed slush box pulls the engineering knowledge of GM’s previous transmissions into a new level of performance. There’s a wider, 7.39 overall gear ratio spread, and in comparison to the previous Yukon Denali’s eight-speed box, the new 10-speed allows for a lower numerical top gear ratio that nets you greater efficiency. This new transmission has optimized gearing along with proprietary controls to allow the 6.2L V8 engine to deliver both smooth operation and aggressive response.
Power & Performance
And speaking of that 6.2L engine, it tops the extensive list of standard features for GMC’s 2018 Yukon Denali. Said plant cranks out 420 horsepower with direct injection and GM’s Active Fuel Management, or cylinder deactivation in lighter driving conditions. In other words, a good solid mill for any truck or SUV to have under its hood.
The new Yukon Denali also has Magnetic Ride Control, standard 20-inch wheels, and available 22-inch wheels (if you want to be the flashy guy on the job site), an automatic locking rear differential, and four-wheel-disc brakes with Duralife rotors (does anyone make drums any longer?). Other standard and available features include StabiliTrak electronic stability control, tow/haul mode, trailer sway control, auto grade braking, and hill start assist.
“The foundational elements of exclusive design, premium touches, and uncompromising capability have made Yukon Denali an icon for nearly 20 years,” said Duncan Aldred, Vice President of Global GMC. The first Yukon Denali appeared in 1999. Photo: GMC.

Interior Treatments
Speaking of the interior, the 2018 Yukon Denali is becoming more and more like a mobile office. There’s an infotainment system with navigation that includes Apple CarPlay and Android Auto capability. The standard 8-inch diagonal screen features a customizable display that works with the standard heads-up display. Active Noise Cancellation makes the interior quieter too.
There are multiple USB ports and accessory power outlets, including a 110-volt, three-prong outlet so you can plug in, charge, and run everything from your smartphone to a tablet to a coffeemaker (for all I know). There’s also wireless phone charging, heated and ventilated driver and passenger seats, heated second-row seats, and a hands-free programmable power liftgate. OnStar? Oh, you bet this pick-em-up-truck’s got OnStar.
Packaging & Availability
So, get used to seeing that new front end design on lots of GMC vehicles. The Denali trim package being offered on the Yukon and Yukon XL accounts for way more than half of all Yukon sales. The XL features a longer wheelbase (14 inches) for greater third-row legroom and more than double the cargo area behind the third-row seat. The XL is in case you want to go large, but either way, the 2018 GMC Yukon Denali goes on sale this fall.
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: GMC.

Check out these Automotive tips

http://carsecret.atspace.eu/blog/2018-gmc-yukon-denali-the-ultimate-expression-of-professional-grade/