Automotive

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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Buick continues to break out of its "old people's car reputation" even further with an enthusiasts' calling.

Buick continues to break out of its "old people's car reputation" even further with an enthusiasts' calling. Buick continues to break out of its “old people’s car reputation” even further with an enthusiasts’ calling.

What’s going on?
Buick was once an automaker that you’d least expect to producing anything even remotely resembling the characteristic, “sporty.” But GM’s Tri-Shield is hard at work to make sure we forget about those yawntastic yonder years of Buick. Helping to break this reputation is the hot and all-new, 2018 Buick Regal GS.
At a specially arranged media event in Michigan for the standard Regal and Regal TourX, Buick decided to surprise its media guests with the revealing of the highly-anticipated performance variant. It succeeds the previous Regal GS with the handsome new body of the latest Regal, along with not four-, but six naturally-aspirated cylinders and all-wheel drive as standard.
Now THAT’S a Buick!

We’d agree! The latest Buick Regal already teased our appetites with its beautiful redesign and new packaging. The performance-oriented Regal GS hooks us even more since it’s something we didn’t think they’d really do. The last Regal GS, although a valiant effort, felt unfinished and incomplete because of its wheezy, turbocharged four. Now that’s addressed, the latest Regal GS has our attention very much.
What’s it powered by?
Gone is that gutless turbocharged four, and in is GM’s familiar 3.6L V6 with 310 horsepower and 282 pound-feet of torque, with cylinder deactivation and automatic stop/start. Channeling that power to the twin-clutch all-wheel drive system is a new nine-speed automatic.
It’s not just more power either
Helping in the handling department is an all-new five-way multi-link rear axle and MacPherson struts up front, assisted by GS-equipped Continuous Damping Control, or active suspension. When enabled in GS or Sport modes, Buick says it can adjust the shocks up to 500 times per second. Shaving off that power are Brembo brakes once again, wrapped in 19-inch wheels.
There’s also a sport-tuned exhaust, sporty interior an exterior bits like a flat-bottomed steering wheel and medal foot pedals. And of course, you can expect the usual suite of active and passive safety systems as found in the standard Regal. Other optional bits include 4G LTE WiFi hotspot connectivity, OnStar, Apple CarPlay and Android Auto compatibility, a heads-up display, and more.
Did we mention there’s a wagon variant too?
In another move that seems to be an enthusiast calling, Buick will offer the Regal GS in its Sportback wagon form as well. That will launch later this year, in limited availability.
How much will it cost?
Buick didn’t announce the pricing for the GS model as of yet. We expect that to surface closer to sale launch date
– By: Chris Chin
2018 Buick Regal GS Gallery

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Dodge Challenger SRT Hellcat Widebody: Muscle For Days

Dodge Challenger SRT Hellcat Widebody: Muscle For Days

With the addition of the Challenger SRT Hellcat Widebody to Dodge’s new age muscle car lineup, the roster is now complete. Yes, there is a Hellcat Widebody, in case the run of the mill Hellcat, a car that looks like it will literally eat children for lunch, is just too subtle for your tastes.
Dodge states this right up front: “U.S. Manufacturer’s Suggested Retail Price of $71,495 (including gas guzzler tax).” And I just love how they have the need to say the price includes the gas guzzler fee. What, you thought you were buying a Prius?
Pro Grip
The Challenger SRT Hellcat Widebody is an SRT Hellcat with the same flared body treatment found on the “straitjacket included at no extra charge” SRT Demon. The wider fender flares add 3.5 inches to the SRT Hellcat’s overall width. And yes, they are there for a very sound engineering reason. Said flares are there to cover the new 20 x 11-inch “Devil’s Rim” split-five spoke aluminum wheels carrying new, wider 305/35ZR20 Pirelli P-Zero tires. These are, to use the parlance of the muscle car set: Boss Meats.
And you might be tempted to say putting tires with a contact patch the size of a fat guy’s thighs is excessive, but you would be wrong, oh so wrong. This new Challenger SRT Hellcat Widebody brings better lap times, better lateral grip, better acceleration, and better braking versus the “normal” Hellcat. The road course lap time dropped by 2 seconds per lap on a 1.7-mile track. The ET in the quarter dropped by .3 seconds, giving the widebody a 10.9 ET vs. 11.2 ET when compared to the standard Hellcat. Lateral G’s? Up by .04 g for .97 g versus .93 g in standard Hellcat. Even the 0 to 60 time dropped .1 seconds – you now hit freeway speed in 3.4 seconds. Top speed? 195 big ones, kiddo.
The 2018 Dodge Challenger SRT Hellcat Widebody features a new standard electric power steering (EPS) system – a first for Hellcat. The system uses SRT Drive Modes with selectable settings for Street (Auto), Sport and Track. Photo: FCA US LLC.
Aerodynamics & Braking
On top of the ginormous flares, the 2018 Dodge Challenger SRT Hellcat Widebody carries a batch of exterior styling cues you’d expect to see. There’s a power-bulge aluminum hood with center intake and dual heat extractors that bear more than a passing resemblance to Dan Gurney’s AAR Cuda’s. There are exclusive illuminated “Air-Catcher” headlamps that stuff air directly into the intake and engine bay through the center of the parking lamps. Speaking of the headlights, the quad projector headlamps have aggressive brow “chops” to “exude a sinister look,” as Dodge puts it.
The front splitter, which is shared with the Demon, and rear spoiler, taken from the “normal” Hellcat, work in aerodynamic sync. There’s also the Hellcat-exclusive grille and fender badges with a raised SRT Hellcat badge on the rear spoiler. Wanna stop? You can, thanks to a standard Brembo braking system with two-piece 15.4-inch rotors and six-piston front calipers. And take it from one who knows, this is a huge improvement versus how Mopars used to stop back in the day.
Before the new SRT Demon was introduced, the supercharged Hellcat HEMI was the most powerful passenger car engine ever produced by FCA US, making the Challenger and Charger SRT Hellcats the most powerful and fastest coupe and sedan ever. Photo: FCA US LLC.

Power & Performance
The 6.2-liter supercharged HEMI V8 in the 2018 Dodge Challenger SRT Hellcat Widebody cranks out 707 horsepower and 650 lb-ft. of stump-pulling torque, same as the other Hellcats. Said mill can be paired to either the Tremec six-speed manual transmission or the TorqueFlite eight-speed automatic. It should also be noted the plant features all the additional cooling measures from the non-wide Hellcat, including a low-temperature circuit with two air/coolant heat exchangers unified with the supercharger housing. Air temperatures are miraculously kept below 140 degrees Fahrenheit, all while the blower is pushing a stunning 30,000 liters of air per minute.
“Our brand, engineering, and design teams poured a ton of effort into making the new SRT Demon the world’s fastest quarter-mile production car, so now we’re leveraging that know-how, and some of those vital elements and transferring them to the new Challenger SRT Hellcat Widebody for improved performance on the street and a bolder, more aggressive new look,” said Tim Kuniskis, Head of Passenger Cars – Dodge, SRT, Chrysler and FIAT – FCA North America.
2018 Dodge Challenger SRT Hellcat Widebody. Photo: FCA US LLC.
What’s In A Name
And, honestly, ignore what he said and focus only on the fact that those words were uttered by a guy named Tim Kuniskis. Kuniskis. Now there is the name I want attached to my American factory hot rods. Tell me Tim Kuniskis isn’t from Ypsilanti or Hamtramck or some such environ. Tell me young Tim Kuniskis didn’t get yelled at by two or three huge aunts, in Polish, for that time he chucked a kielbasa at Uncle Stanislaus during Whit Sunday dinner when he was five. Tim Kuniskis is the kind of guy that should be working on cars like the Challenger SRT Hellcat Widebody, not somebody with 5 Ph.Ds. from Vienna Polytechnic. Tim Kuniskis is a guy that understands, most likely intuitively, that American performance cars are about engines, tires, and traction: in that order. Guys like Tim Kuniskis is why the Challenger SRT Hellcat Widebody is amazing.
If you want and can afford one, the 2018 Dodge Challenger SRT Hellcat Widebody is open for dealer orders now. It will start showing up 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.
2018 Dodge Challenger SRT Hellcat Widebody Gallery

Photos & Source: FCA US LLC.

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2018 Honda Fit Reporting For Duty

2018 Honda Fit Reporting For Duty

The 2018 Honda Fit, dubbed as “sporty and versatile” by the automaker, arrived at dealerships this earlier week. With a starting MSRP of $16,190, the vehicle is sure to find an ideal niche in budget-minded car shoppers who need to get around town, but want extra goodies.
For 2018, Honda added a Sport trim and two new exterior colors, Helios Yellow and Orange Fury.
Simple & Stylish
Honda promotes the Fit with a certain level of simplicity and straightforwardness. “The refresh of the third generation Honda Fit enhances the 5-door subcompact’s already best-in-class combination of passenger space, fuel efficiency, sophistication, practicality, and affordability,” reads a press release from the automaker.
Initially, it may seem difficult to get jazzed about a subcompact cruiser, but the 2018 Honda Fit is anything but dull. The new Fit Sport is of particular example, gaining style and attitude points with an aero-form front spoiler, rear diffuser, bright orange pin-striping, and 16-inch aluminum alloy wheels with gloss-black finish. The chrome exhaust-pipe finisher and side sill garnishes make for nice touches too; inside, the Sport features a black interior with orange contrast stitching. EX-L trim levels will treat drivers to an available sunroof.
2018 Honda Fit Sport. Photo: Honda North America.
Power & Performance
The 2018 Honda Fit has enough power to scoot drivers and passengers around town too. A 1.5L DOHC direct-injected 4-cylinder i-VTEC engine with Variable Cam Timing creates 130 horsepower (6,800 rpm) and 114 lb-ft. of torque (4,600 rpm). Honda focused on driving dynamics especially for 2018, implementing refinements across the suspension, steering, and body. One of the best improvements comes in the comfort category: Honda worked to reduce cabin noise with better transmission and steering mounting hardware, acoustic-laminated glass, and more insulation overall throughout the vehicle.
2018 Honda Fit EX-L. Photo: Honda North America.

Safety & Security
When it comes to safety, Honda packed the 2018 Fit accordingly. The Honda Sensing suite of advanced safety and driver assistance features is available on all 2018 Fit models. It’s standard on EX and above trims, a first for the Fit. The suite includes Adaptive Cruise Control, Collision Mitigation Braking, Forward Collision Warning, Lane Keeping Assist, and Road Departure Mitigation with Lane Departure Warning.
Availability & Manufacturing
The 2018 Honda Fit is available now – we’ve included a handy info chart below. We think the new Fit is a stylish, safe, and affordable daily driver. The 2018 Honda Fit for the U.S. market is manufactured in North America at Honda’s Celaya, Mexico plant using domestic and globally sourced parts.
Carl Anthony is Managing Editor of Automoblog and resides in Detroit, Michigan.
2018 Honda Fit Pricing and EPA Fuel Economy Ratings
Model
Transmission
MSRP
EPA Rating
City/Hwy/Combined MPG
Fit LX
6-Speed Manual
$16,190
29 / 36 / 31
Fit LX
CVT3
$16,990
33 / 40 / 36
Fit LX with Honda Sensing®
CVT
$17,990
33 / 40 / 36
Fit Sport
6-Speed Manual
$17,500
29 / 36 / 31
Fit Sport
CVT
$18,300
31 / 36 / 33
Fit Sport with Honda Sensing®
CVT
$19,300
31 / 36 / 33
Fit EX
6-Speed Manual
$18,160
29 / 36 / 31
Fit EX
CVT
$18,960
31 / 36 / 33
Fit EX-L
CVT
$20,520
31 / 36 / 33
Fit EX-L with Navi
CVT
$21,520
31 / 36 / 33
Photos & Source: Honda North America.

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