Automotive

BREAKING: The all-new eighth-generation Rolls-Royce Phantom raises the bar for pure automotive opulence

BREAKING: The all-new eighth-generation Rolls-Royce Phantom raises the bar for pure automotive opulence One of the world’s leading icons in automotive opulence transitions into its next-generation. Where’s the Grey Poupon?

What’s going on?
The Rolls-Royce Phantom VII has been with us since 2003, bearing a backbone based on the BMW 7-Series and enough sheetmetal to build a new city. That means today, in 2017, it’s sustained its current guise for 14 years, a very long time for any automotive life cycle.
But no need to despair! Rolls-Royce just introduced an all new, next-generation Phantom VII.
Built to fulfill Sir Henry Royce’s original quest to build “The Best Car in the World,” with the Rolls-Royce Phantom in 1925, this latest version fully embodies this philosophy. It once again raises its own bar of setting the benchmark for pure, unadulterated, automotive luxury.
Fancy. What’s cool about it?
Given Rolls-Royce Motor Cars’ corporate pairing with BMW AG, this latest Phantom starts life as a BMW 7-Series platform, like the outgoing one. However, engineers designed the chassis to a new philosophy, the “Architecture of Luxury.” This basically translates into the Phantom’s use of a revised all-aluminum space frame body. This means it ditches the classic “monocoque” design. It’s lighter, but also 30 percent stiffer.
Combined with Rolls-Royce’s new “Magic Carpet Ride” adaptive air suspension, the new Phantom sounds it’s set to become the world’s most comfortable car as well.
What powers it?
In keeping with tradition, the Phantom gets a six-and-three-quarter (6.75L) engine. But that’s all that’s traditional as it’s BMW-based 6.75L V12 with two turbochargers to produce 563 horsepower and 664 pound-feet of torque as early as 1,700 rpm. Channeling that power to the wheels is a new ZF-sourced eight-speed automatic.
As with luxury these days, technology complements
As with any other car expected to cost as much as a really nice house, there’s plenty of tech to accompany. Using BMW’s parts bins, the Phantom comes with many passive and active safety systems such as Night Vision, radar-guided cruise control, pedestrian detection, lane departure assist and warning, and more. That’s on top of being the world’s most expensive moving WiFi hotspot and home theater.
How much will it cost?
Do we really have to answer this question for you? The official starting price wasn’t announced. But c’mon, it’s a Rolls. It’ll certainly cost more than a ham sandwich. Way more.
– By: Chris Chin
The all-new Rolls-Royce Phantom Photo Gallery

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Letter From The UK: Selling Out

Letter From The UK: Selling Out

Recently, European Union antitrust authorities approved the proposed acquisition of GM’s Opel/Vauxhall automotive business by the PSA Group, which manufactures Citroen, DS, and Peugeot models. This merger applies to the Vauxhall manufacturing plants in the United Kingdom that produce two of the top ten most popular vehicles currently on sale in Britain – the Astra and Corsa.
It doesn’t bode well.
This deal, first announced a few months ago, will position PSA Group as the second-largest automotive company in Europe and will serve as the basis of the Group’s profitable growth worldwide, we are told. It is expected to be formalized later this year.
Proud Achievement?
Carlos Tavares, Chairman of the Managing Board of PSA is quoted as saying:“We are proud to join forces with Opel/Vauxhall and are deeply committed to continuing to develop this great company and accelerating its turnaround. We respect all that Opel/Vauxhall’s talented people have achieved as well as the company’s fine brands and strong heritage. We intend to manage PSA and Opel/Vauxhall capitalizing on their respective brand identities. Having already created together winning products for the European market, we know that Opel/Vauxhall is the right partner. We see this as a natural extension of our relationship and are eager to take it to the next level.”
On the face of it, that all sounds fine and dandy but, as seems likely, when the deal is completely finalized, the UK should rightly be concerned the next word out of Tavares’ mouth will be “rationalization.”
The transaction will allow, they say, substantial economies of scale and synergies in purchasing, manufacturing, and R&D. Annual synergies of €1.7Bn are expected by 2026, of which a significant part is expected to be delivered by 2020. These huge savings will have to come from somewhere. This is the part where I mention Brexit.
According to a recent press release, PSA Group delivered 1,580,000 units during the first half of 2017. Sales increased in Latin America, the Middle East, Africa, Eurasia, and the India-Pacific regions. Market share gains transpired for all new models, including the Peugeot 3008 and 5008 SUV and Citroen C3 in Europe. Photo: PSA Group.
High Costs
Overshadowing this huge financial deal is the specter of you-know-what. Right now the discussions over the UK’s departure from the EU look pretty sketchy. The British car industry should rightly be concerned. Inevitably, new vehicles from this conglomeration will progressively convert to PSA platforms over the coming years, and that could well sound the death knell for Vauxhall manufacturing plants.
John Colley, Professor of Practice at Warwick (UK) Business School and noted expert on mega-mergers, has been quoted as saying: “Carlos Tavares, Chief Executive of Peugeot Citroen (PSA), has little choice but to close the UK Vauxhall plants at Ellesmere Port and Luton to make the Opel (German brand) acquisition work. The cost of closing the high-cost German plants will be at least triple that of the UK plants. Not only will they (PSA) have to placate the powerful German unions who have a right of deal veto, but redundancy costs are around three times the level of the UK.”
Astra Sports Tourer production at Vauxhall’s Ellesmere Port facility. Photo: Vauxhall.

No Compromise
Given that governments come and go, any promises made by the British Administration are unlikely to be taken too seriously. Also, with wearying familiarity, the bullish leader of the Unite Trade Union in the UK has already said it “will not accept any job losses” if the sale goes ahead, urging the UK government to think again on its policy towards the European single market as the uncertainty is now clearly impacting on the future of flagship UK companies, such as Vauxhall. That will do until the real mess gets here.
As far as Great Britain is concerned, the whole shooting match is chaos and no doubt will remain so until the real mess arrives further down the line. Although the UK government is committed to Brexit on the basis that in a national referendum, a majority of the public demanded we get out of the EU, their hearts are plainly not in it. And it is possible to catch a whiff of the hot, fetid breath of failure; in short, it is not going well.
At a time like this, the last thing British industry needs is more uncertainty. The EU is taking a hard line that is likely to be followed by the PSA Group. In the longer term, the future of our Vauxhall car manufacturing does not look good.
Geoff Maxted is a motoring writer, photographer, and author of our Letter From The UK series. Follow his work on Twitter: @DriveWrite
Cover Photo: Vauxhall.

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2018 Jaguar E-PACE: Fashion Statement or Full-Bodied Capability?

2018 Jaguar E-PACE: Fashion Statement or Full-Bodied Capability?

Jaguar’s 2018 E-PACE SUV/crossover/thingo has made its “official” debut, so now we can start talking about it. Yes, yes, I know. This thing has been all over various forms of media for months now, but Jag insists on mining as much exposure as they can, so here it is. Again.
Jaguar, following the lead of Porsche, Mercedes-Benz, Audi, and even Maserati (somehow!) realized that thar’s gold in them thar suburbs! And decided the best way to mine it was to make their own SUV/crossover. Jaguar is very certain about what the E-PACE is: “a compact performance SUV.”
Fashion Statements
Which means, in Jaguar’s eyes, you could take this thing off-road. Hey, stop laughing! I think Jaguar is serious, although I doubt you’ll see this thing traipsing through Moab or having a go at King of The Hammers or even blasting around my cousin’s property in Washougal. No, let’s face the real facts here. The Jaguar E-PACE is aimed squarely at those that aspire to be recurring cast members on The Real Housewives of Orange County/New Jersey/etc. And really, how can you blame Jag at this point. If people are willing to throw tens-of-thousands of dollars your way to make a vehicular fashion statement, you’d be dumb as a carmaker not to pick it up.
So what, exactly, are we dealing with here in the Jaguar E-PACE? The E-PACE (yes, in all caps, just to be extra annoying) is a five-seat compact SUV. Jag says the E-PACE “packs the design and performance of a Jaguar sports car into a practical and connected all-wheel drive vehicle.” No seriously, that’s a direct quote. I was at an auto show once, and a Hummer salesman said to a prospective woman buyer that an H1 Alpha Hummer “handles like a big Miata.” He said this directly in front of me and about 6 fellow members of a rally club I was in. We literally started pointing and laughing as the prospective woman buyer quickly exited and, get this, the Hummer salesman actually tried to debate with us over the handling qualities of an H1 Alpha Hummer. He was serious and, somehow, so is Jaguar when it comes to the E-PACE.
Sure, the E-PACE is the smallest and newest member of Jaguar’s SUV offerings, and therefore must handle better than Jag’s F-PACE SUV, but c’mon: “packs the design and performance of a Jaguar sports car into a practical and connected all-wheel drive vehicle?” Best of luck with that Nigel. I guess it is worth pointing out that when it comes to the big brother F-PACE, Jaguar did get that one right enough to win World Car of the Year. So perhaps this isn’t that bad of a ride overall; just don’t tell me it’s a Lotus 7 that can also run the Baja 1000 while taking the kids to Montessori. I got eyes ya know.
The chassis for the 2018 E-PACE is based on the sophisticated Integral Link rear suspension developed for the Jaguar F-PACE. The Integral Link architecture separates lateral and longitudinal forces to provide responsive steering and handling with impact absorption for greater refinement. Photo: Jaguar Land Rover North America, LLC.

Power & Performance
The E-PACE comes in Standard, S, SE, and HSE specifications along with the R-Dynamic (which is the sportiest version available). Both of your engine choices are 2.0-liter four-bangers, bafflingly dubbed “Ingenium” powertrains. Someone in the marketing department clearly needs more supervision. Anyway, said engines are gasoline fueled, turbocharged mills delivering either 246 horsepower or 296 horsepower, which is pretty good for that few of liters and cylinders. I’d really love to see Jag drop that into a 2,500 lbs. roadster, but that probably won’t happen.
Jag also notes the E-PACE has “sports car-inspired design” which is, honestly, a crying shame to read from the same company that created the immortal beloved E-Type. Anyhoo, the “sports car-inspired” stuff includes a sports-style gear shifter which is kind of odd since the gearbox is a ZF 9-speed automatic transmission. Jaguar’s adaptive shift system monitors your preferred driving style and tailors itself accordingly. For example, the system reduces shift times during more intense driving but can switch into a more economical mode; this is all dependent on your tastes as a driver.
The Active Driveline AWD system can transfer almost all the engine torque to either the front or rear axles in extreme conditions. During steady state cruising, Active Driveline disengages the AWD system, sending power only to the front axle, reducing parasitic losses. The system can re-engage AWD seamlessly within just 300 milliseconds (0.3 seconds) when a change in driving conditions is detected. During cornering, the Active Driveline software analyzes yaw rate, throttle position, steering angle, and lateral acceleration in order to pre-emptively distribute more torque to the outside wheels when needed for neutral and predictable handling. Photo: Jaguar Land Rover North America, LLC.
Suspension & Safety Tech
Coventry did not exactly scrimp on the suspension and drivetrain bits though. The suspension architecture is purposefully lightweight and all-wheel drive is the only power delivery choice we have. There are no two-wheel drive versions available, and I got to give Jag props for that.
Jag does point out the E-PACE’s torque vectoring is via the braking system, which still counts, but is a cheap way to accomplish the job. The Torque Vectoring system uses the brakes to imitate the effect of a torque-vectoring differential, balancing the distribution of engine torque between all four wheels during cornering. This improves grip and overall control, which will help drivers in a number of situations.
The 2018 Jaguar E-PACE also offers an array of driver assistance technologies, including Dynamic, Roll, and Electronic Stability Control, Trailer Stability Assist, Hill Start Assist, Emergency Brake Assist, and Corner Brake Control. The front and rear seats also feature seatbelt pre-tensioners that assist in minimizing movement during a collision while two ISOFIX points are fitted to the outer rear seats.
From the demanding Nürburgring circuit and high-speed Nardò test track to the deserts of the Middle East and North Africa, the E-PACE has been put to the test in some of the world’s most challenging environments. Jaguar engineers have braved freezing temperatures and high altitudes to ensure the E-PACE can withstand a lifetime of use in the hands of the most active and demanding customers. Photo: Jaguar Land Rover North America, LLC.

Connectivity Features
Even though it’s not the biggest Jag SUV to be had, you still get seating for five. You get enough connectivity gizmos that it should keep your kids happy and quiet. The E-PACE has streaming for up to eight devices thanks to an optional 4G Wi-Fi hotspot. There’s an InControl Touch Pro infotainment system with a 10-inch touchscreen that connects you to smartphone applications via Jaguar’s InControl App function.
The driver gets a big honking 12.3-inch full color TFT display and Heads-Up Display system for “added convenience.” Yes, I guess not knowing how fast you’re going would count as being an “inconvenience.” There’s a gizmo dubbed “Available Configurable Dynamics technology” that delivers Jaguar dynamics (whatever that counts as) allowing you to personalize throttle, steering, and transmission settings, which honestly sounds pretty cool.
The 2018 Jaguar E-PACE is also available with a choice of two premium audio systems developed with Meridian, just in case you can’t drive without your favorite tunes. The second of the two systems, an 825-watt Surround Sound ordeal with 15 speakers, would be our personal choice.
The interior focal point is a wraparound cockpit with the passenger grab handle forming the boundary of the driver console – a design concept inspired by the Jaguar F-TYPE. Photo: Jaguar Land Rover North America, LLC.
Pricing & Availability
Cost for the E-PACE ranges between $38,600 to $53,550, which seems to hit a real sweet spot in comparison to the competition. That starts a little bit more than a fully loaded minivan that your brain says you should get, but your gut is screaming that you fend off any and all dowdy parental trappings as if they were hungry sharks. No, no. You’ve got pretensions to uphold as you deliver your twins, Tyler and Twyla, to lacrosse and/or dance classes. You will not be sullied by a minivan. The Jaguar E-PACE goes on sale at the beginning 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.
2018 Jaguar E-PACE Gallery

Photos & Source: Jaguar Land Rover North America, LLC.

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2018 Ford Mustang GT: Gone In 4 Seconds

2018 Ford Mustang GT: Gone In 4 Seconds

Ford Motor Company is putting the screws to the competition, revealing the 2018 Mustang GT will hit 60 in less than four seconds in Drag Strip mode. Acting as one of five driver-selectable modes in the 2018 Mustang, Drag Strip mode utilizes the transmission to maximize straight-line performance. Drag Strip mode enhances the Mustang GT’s acceleration so well, it’s faster than a $94,000 Porsche 911 Carrera.
Vital Elements
Last year, we sat down with Dave Pericak, Global Director of Ford Performance. Pericak, the subject of the 2015 documentary A Faster Horse, shared with us the vision behind the 50th anniversary Mustang. Carl Widmann, Mustang’s Chief Engineer today, attributes the high performance of the 2018 model to five different elements: Improved horsepower and torque of the redesigned 5.0-liter V8, quicker response times in the available 10-speed SelectShift transmission, and available custom-designed Michelin Pilot Sport 4 S tires (Performance Pack).
The fifth element, the aforementioned available Drag Strip mode, is especially worth noting.
“Typically, when you shift gears, you give up time,” Widmann explained. “In Drag Strip mode, the engine torque doesn’t drop when you’re shifting. You get peak engine torque and horsepower straight through thanks to our new Ford-built 10-speed transmission.”

2018 Ford Mustang GT with the Performance Package in Orange Fury. Photo: Ford Motor Company.
Power & Performance
At the heart of Ford’s pony car since 2011 is the 5.0-liter V8, now with dual-fuel, high-pressure direct injection and low-pressure port fuel injection for increased power and efficiency. Ford engineers worked to achieve robust low-end torque, high-rpm capability, and fuel efficiency. The new 5.0 registers 460 horsepower and 420 lb-ft. of torque; the current 2017 Mustang delivers 435 horsepower and 400 lb-ft. of torque by comparison.
EcoBoost Mustangs see a “boost” as well. The retuned engine packs 310 horsepower and 350 lb-ft. of torque, a 30 lb-ft. gain over the 2017 model. In Drag Strip mode with the Performance Package and the 10-speed automatic, the 2018 EcoBoost Mustang hits 60 in under five seconds. Those wanting more will appreciate this little feature on new EcoBoost Mustangs.
Photo: Ford Motor Company.

Transmission Tech
Ford’s new 10-speed is calibrated with a wide-ratio span and specific gear spacing. The arrangement is multifaceted, helping a driver accomplish power, acceleration, responsiveness, and efficiency. Ford utilizes a patented process in which the architecture of the transmission allows for a certain power flow in conjunction with direct-acting hydraulic controls. The design is again multifaceted, allowing for ideal ratio progression, efficiency, and quicker shift times.
A new electronic control system with real-time adaptive shift-scheduling algorithms help ensure the right gear is engaged at the right time. When it comes to Drag Strip mode and its effectiveness, the transmission plays the most vital role.
“Gearing matters,” Widmann said. “And in Drag Strip mode, this car launches better than ever off the line.”
Pricing & Availability
Customers can build and price their 2018 Mustang on Ford’s website. Expect to see the first models at dealerships this fall.
Carl Anthony is Managing Editor of Automoblog and resides in Detroit, Michigan.
Photos & Source: Ford Motor Company.

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2018 Ford Mustang GT breaks the 4-second 0-60 barrier

2018 Ford Mustang GT breaks the 4-second 0-60 barrier The now-quicker Ford Mustang GT gets a power bump and a new transmission.

It’s easy to get bogged down in comparing the ‘5-0 V8 in the new Ford Mustang GT with Chevy’s 350 V8—they belong in museums, not modern cars, some might say—but it’s equally easy to shunt those remarks. The new ‘stang will get to 60 miles per hour in under 4 seconds in a new “Drag Strip” mode and a new 10-speed automatic transmission. In common terms, the new mode is Ford’s label for “launch control”. The tuned and fettled V8 gets a bump from model year 2017’s ‘paltry’ 435bhp and 400 ft-lbs of torque while managing to get improved fuel economy, though no hard-and-fast numbers yet are available from Ford.
It’s pretty hard to get around how far the ponycar has come in its most recent generation:
This is blinding acceleration from a car that goes for the average transaction price in the US at just a shade over $33,000.
The EcoBoost 4-cylinder model gets a 30-ft-lb torque increase.
The car now pulls 0.96 g on the skidpad and (finally) has independent rear suspension.
On one hand, the GT and lower variants are plain-vanilla cars available at a car rental agency near you, on the other, something that does all of the above is available for a relatively small outlay per day.
FoMoCo has only just released this luscious tidbit of information, so it’s likely we will learn in the coming days what the conditions are of this recent conquest in acceleration statistics (temperature, tires used etc.).
For more information, check out the press release below:
“DEARBORN, Mich., July 24, 2017 – Ford’s most advanced and powerful Mustang GT is also the fastest ever, achieving 0-to-60-mph in less than four seconds in Drag Strip mode.
The new Mustang is also faster than a $94,000 Porsche 911 Carrera, which Carl Widmann, Mustang chief engineer, attributes to five factors:
Improved horsepower and torque output of the redesigned 5.0-liter V8
Maximum acceleration of available Drag Strip mode
Quicker, smoother shifting of the available 10-speed SelectShift® transmission
Optimized traction courtesy of the available custom-designed Michelin Pilot Sport 4 S tires on new Performance Pack
“Typically, when you shift gears, you give up time,” said Widmann. “In Drag Strip mode, the engine torque doesn’t drop when you’re shifting. You get peak engine torque and horsepower straight through thanks to our new Ford-built 10-speed transmission.”
The car’s 5.0-liter V8 now features dual-fuel, high-pressure direct injection and low-pressure port fuel injection technology for increased power and efficiency. The engine’s 460 horsepower and 420 lb.-ft. of torque represent improvements over the current model’s 435 horsepower and 400 lb.-ft. The result is an engine that delivers robust low-end torque, high-rpm power and improved fuel efficiency.
Drivers of EcoBoost®-equipped Mustang also will feel increased power on the strip. The retuned EcoBoost four-cylinder generates 310 horsepower and 350 lb.-ft. of torque – a 30 lb.-ft. gain over the current model. In Drag Strip mode with Performance Package and the 10-speed automatic, the 2018 EcoBoost-powered Mustang posts an impressive 0-to-60-mph time of under five seconds.
Drag Strip mode – one of five driver-selectable modes available for 2018 – has been designed to provide maximum acceleration and performance for straight-line driving. Drag Strip mode is primarily controlled by the transmission and delivers a significant acceleration boost, eliminating the lost time usually associated with automatic shifting.
The new 10-speed transmission, with a wide-ratio span and optimized gear spacing, helps deliver higher average power for acceleration – resulting in improved responsiveness and performance. The 10-speed architecture features Ford-patented power-flow and Ford-patented direct-acting hydraulic controls. It’s designed for optimum ratio progression and efficiency, and provides more accurate, quicker upshift and downshift capability.
In addition, an all-new electronic control system features real-time adaptive shift-scheduling algorithms engineered to help ensure the right gear is engaged at the right time, including skip-shift and direct downshift capability.
Compared to the outgoing six-speed, the new 10-speed automatic has quicker shift times and better low-speed tip-in response. It’s uniquely tuned for all five drive modes – normal, sport, track, Drag Strip and snow/wet. Steering wheel-mounted shift paddles allow drivers maximum manual control.
“Gearing matters, and in Drag Strip mode, this car launches better than ever off the line,” said Widmann.
Fans will be able to build and price their very own 2018 Mustang from July 25 by visiting www.ford.com/mustang/2018. New Mustang is due to reach showrooms this fall.”
-By: Sawyer Sutton
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Jaguar XE SV Project 8: Target Germany?

Jaguar XE SV Project 8: Target Germany?

Jag states, right up front: “New Jaguar XE SV Project 8 sits at the pinnacle of performance sedans, with a thrilling mix of explosive power, dynamic agility, and all-wheel drive traction.” And I swear I could hear the engine roars and the howls of contempt from Stuttgart, Affalterbach, and Ingolstadt all the way out here in the middle of the desert.
Special Vehicle Operations
The XE SV Project 8 is Jag’s new hot performance sedan, and also the Coventry firm’s first foray with its new Special Vehicle Operations skunk-works to start encroaching into territory now occupied by the likes of AMG or BMW’s M Division and the like. I’m not saying Jaguar can’t do it, even when it comes to sedans. Jag did some impressive stuff with Mark 2s and Mark Xs (just ask the Kray twins or any other British hoods from back in the day), but that was when “Ferry Cross The Mersey” was a hit. And since then, when it comes to big, fast, nasty performance sedans, it’s all been pretty much going the German’s way.
To counter that, Jaguar has given their Special Vehicle Operations more or less free reign to produce the Jaguar XE SV Project 8 sedan, a 592 horsepower, 200 mph beast of a car that Coventry says is “the most powerful, agile, and extreme performance Jaguar road car ever produced.” Which is saying a lot if you consider that Jag made cars like the XJ220.
The XE SV Project 8 sedan follows, more or less, in the footsteps of Jag’s F-TYPE Project 7 of 2014. The XE SV Project 8 is the second Collector’s Edition ride done up by SVO and is a hand-built, four-door sedan designed to kick butt, take names, and all that. Jaguar will make no more than 300 versions of the car globally, so it will be rare too.
The Jaguar XE SV Project 8 utilizes torque vectoring control via the braking system to minimize understeer by independently braking inside wheels during cornering. It works with the Electronic Active Differential to precisely control torque delivery to the rear wheels. Photo: Jaguar Land Rover.

Power & Performance
About that engine that is going to motivate the XE SV down to the pub? It would be the most powerful version of Jaguar Land Rover’s 5.0-liter supercharged V8 with a Titanium Variable Active Exhaust. The mill is hooked up to a re-calibrated version of the brand’s eight-speed Quickshift transmission and thence to a standard all-wheel drive system that can deliver a 200 mph top speed and a 0 to 60 time of 3.3 seconds. That makes the Project 8 the fastest accelerating Jaguar. Not just the quickest Jag sedan, the quickest Jaguar, period.
There’s a slew of lightweight and go-fast goodies appended to the Project 8. There’s a carbon fiber bumper with enhanced cooling ducts, a vented carbon fiber hood, and flared bodywork. The underbody is flat, there’s a rear diffuser, and the rear bumper is made from carbon fiber. The wheels are big 20-inch forged aluminum alloy bits and the front splitter is adjustable as is the rear aerodynamic wing. I love how Jag calls it an “aerodynamic wing.” I’m not sure whether that’s a sly British understatement and dig at other “wings” or not.
Carbon fiber is used extensively throughout the Project 8, for a total weight of 3,847 lbs. (1,745kg). Photo: Jaguar Land Rover.
Suspension, Steering & Braking
The suspension is a double-wishbone up front and Integral Link at the rear. The suspension components are stiffer (natch), there are new knuckles, the coil springs are adjustable, and the shocks are continuously variable. Jaguar’s setup allows the ride height to drop by 0.6-inches. Stopping power comes courtesy of a new carbon ceramic braking system, with Formula 1-style silicon nitride ceramic wheel bearings. Ceramic bearings used in this way is a first for Jaguar Land Rover road cars.
The Project 8 is the first Jaguar with a dedicated Track Mode that tweaks the driveline and stability control systems for circuit use, and sharpens both throttle and steering responses for better precision and driver feedback. The Project 8 features height-adjustable spring platforms with motorsport-specification coil springs and aluminum-bodied Continuously Variable Dampers, with a choice of two ride heights: standard for road and -15mm for track use.
Jaguar’s Project 8 introduces an Electronic Active Differential (EAD) for the first time on the XE, which works with the Intelligent Driveline Dynamics system to precisely manage torque delivery to each of the rear wheels. In conjunction with enhanced large diameter front and rear driveshafts, the EAD is designed to distribute power and traction in varying situations. Photo: Jaguar Land Rover.

Interior Treatments
The interior is all tarted up with go fast goodies, or at least trim, as well. There’s Gloss Carbon Fiber trim here and there and Alcantara on the steering wheel, instrument, and door panels. That eight-speed Quickshift transmission can be actuated by aluminum paddle shifters or by the central “Pistolshift” lever. Jaguar says that “Pistolshift” lever is another first, but not if you’ve driven around Mopar products from the 1960s. Nice try chaps.
For us, the Project 8 is available exclusively as a four-seat model, with Jag’s latest front performance seats featuring magnesium frames and a more heavily contoured rear seat cushion for better support. In most global markets there’s an optional two-seat Track Pack with lightweight front carbon fiber racing seats and four-point harnesses fixed to a retention hoop in place of the rear seat. But not for us! Oh no. We Americans can’t have nice things, it seems. All Project 8 models will be built in left-hand drive configuration only, but that doesn’t really balance out that we don’t get the two-seater if you ask me.
The Jaguar XE SV Project 8 endured extensive testing at tracks like Nardo and the Nürburgring Nordschleife. The initiative was the most track-biased program SVO has ever carried out. Photo: Jaguar Land Rover.
Comparing & Contrasting
Jaguar doesn’t mention the price of the XE SV Project 8, but you can bet it’ll cost more than a packet. So start saving now. When it does hit the streets, it will be interesting to see how the Jaguar XE SV Project 8 stacks up against the more sporty offerings from Mercedes-Benz, BMW, and Audi – not to mention Lexus and Acura. It doesn’t seem to be a direct competitor, since it will be limited run, and not really a series production version. Still, a comparison test is (or should be) in order.
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: Jaguar Land Rover.

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2017 Toyota Highlander SE V6 FWD Review

2017 Toyota Highlander SE V6 FWD Review

The Toyota Highlander looks like it could tackle some rough terrain, but it’s better suited for a family’s rough use. The SE V6 FWD model we tested is good for city commutes and family hauling. Families looking for versatility, comfort, practicality, and three-row seating need to check out the 2017 Toyota Highlander SE V6 FWD.
We recently took it for a lengthy test drive.
What’s New For 2017
The 2017 Toyota Highlander gets a number of mid-cycle changes like a new grille, redesigned LED taillights, a new V6 engine with more power and better fuel economy, along with an eight-speed transmission and an automatic stop-start system. New features include the Toyota Safety Sense technology suite, which comes standard on every trim level. When we tested the new SE trim, we found the retuned suspension made for sharper handling.
Features & Options
The 2017 Toyota Highlander SE V6 FWD ($39,690) comes standard with keyless entry and ignition, blind-spot monitoring and rear cross-traffic alert, an upgraded instrument panel, leather seats, heated front seats, a four-way power passenger seat, an auto-dimming rearview mirror, captains chairs (second-row), second-row window sunshades, backup camera, and navigation.
The new SE trim also gets LED running lights, sport-themed styling elements, the aforementioned suspension tuning, 19-inch wheels, and a sporty interior theme. Our tester came with the optional Rear-Seat Entertainment system ($1,810). Total MSRP including destination: $42,440.

Interior Highlights
The interior of the SE trim is sportier than other models and the leather seats are extra comfy for long trips. The cabin of this crossover is more car/minivan-like which is perfect for growing families on the go. The navigation system features a large touchscreen, with many of the functions using real buttons which we like. It’s got plenty of creature comforts inside like second row window shades, heated front seats, and of course the DVD system to keep the kids entertained on those longer trips.
Visibility is excellent in the Highlander, thanks to a larger rear-quarter window and strategically positioned pillars. The new 2017 Toyota Highlander SE comes standard twin reclining captains chairs that can be pushed back for maximum legroom. We carried two large passengers this week who were lounging in the back on the way to the restaurant and nearly fell asleep!
As is true of most competitors, the first and second rows provide copious room for adult occupants. The third row is squishier than that of the Honda Pilot despite having three seat belts — only small kids are likely to fit three abreast back there. The third row works well for smaller kids and access is easy with the captains chairs. Cargo space totals 13.8 cubic feet behind the third row, and there’s plenty of versatility for busy families with a maximum of 83.7 cubic feet, with the seats folded flat.

Engine & Fuel Mileage Specs
The Highlander’s 3.5-liter V6 engine is new, boasting more power and better fuel economy. The new power plant makes an impressive 295 horsepower and 263 lb-ft. of torque. It comes mated to an eight-speed automatic transmission and features an automatic stop-start system to save fuel. Fuel economy estimates come in at 21/27 city/highway mpg and 23 combined.
Driving Dynamics
The Highlander’s engine provides impressive acceleration, and the new V6 works well in tandem with the gearbox. The new eight-speed automatic is smooth and reasonably responsive. It didn’t seem to hunt for the right gear as we pushed it hard uphill in the mountains west of Denver.
The Highlander feels bigger than some competitors when behind the wheel, so tighter parking maneuvers may feel hairy in the city. It has nice-and-easy steering for parking lots, though, and indeed this is a very easy SUV to drive in general. One of the Highlander’s best qualities is its ride comfort. This crossover is highly isolated and confident without feeling like a floating barge. Few if any road irregularities intrude.
Conclusion
The 2017 Toyota Highlander SE V6 offers a big, comfortable cabin with seating for 7 to 8. It offers a quiet ride with the performance and driving dynamics of a crossover. Yet, it also provides the versatility and fuel mileage of a wagon. The Highlander provides a sweet spot between an SUV and a crossover/wagon/minivan type vehicle. As a complete package, the Highlander is hard to beat for growing families with active lifestyles. For families looking for little bit of everything, the Highlander SE V6 is a winning ticket.
Denis Flierl has invested over 25 years in the automotive industry in a variety of roles. Follow his work on Twitter: @CarReviewGuy
2017 Toyota Highlander SE Gallery

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

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Report: Maserati to drop sports cars for now, focus on crossovers, EVs, and hybrids

Report: Maserati to drop sports cars for now, focus on crossovers, EVs, and hybrids Sports cars might be absent from Maserati’s lineup for a couple of years as they focus on things that sell, crossovers and sedans.

What’s going on?
Things are going a bit rough at Maserati as they still struggle to meet sales goals. Hopefully, the introduction and launch of the new Levante crossover changes that. Though because of this, Maserati is preparing support a lineup without any sports cars for a couple of years, focusing on crossovers and sedans.
This means replacements for the GranTurismo and GranCabrio will be on the back-burner until around 2019 or 2020. Production is slated to end in 2017.
What’s left?
While sports cars drop down on the priority list, crossovers and sedans rise, or basically, the cars that sell and turn a profit. Once production for the GranTurismo and GranCabrio end, that leaves the Levante, Ghibli, and Quattroporte.
Should you fear absolutely not. They will return, it will just be a while.
Does this mean the Alfieri is also delayed?

Ah yes, the beautiful Alfieri. Unfortunately, that’s a future sports car for Maserati so yes, that will be delayed as well. But Maserati promises it will come and it’s just in a “holding pattern,” according to CEO Reid Bigland.
We can expect some all-electric Maseratis as well. The company continues to investigate hybrid, plug-in hybrid, and 48-volt EV powertrains, accoriding to managing director of Maserati Europe, Giulio Pastore.
– By: Chris Chin
Source: CAR Magazine
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