Automotive

Aventador S Roadster: The New, Top Chop Lambo

Aventador S Roadster: The New, Top Chop Lambo

The new Lamborghini Aventador S Roadster is here, but it is not really a roadster, nor is it a convertible. It’s really a targa version of the Aventador, but I’m not going to quibble about that and start getting all pedantic about correct automotive terminology. With a car like the Aventador S Roadster, who cares about stuff like that? The Aventador S Roadster, shoot any Lamborghini really, is the automotive equivalent of a freshman eight-and-a-half beers into his first fraternity kegger; the results are going to be spectacular if not necessarily positive.
Strong Like Bull
The Aventador S Roadster is, 99% of the time, just like a “normal” Aventador S. The only real difference is the removable roof panel that will allow the wind to mess your hair up like you’re standing outside in a hurricane. This, for some people, actually sounds like a good thing and, on most days, I am one of them.
The Aventador S Roadster is, like the fighting bull it is named after, big, powerful, and nothing to be trifled with. Sure, sure, it has all those modern high tech niceties like traction control and four wheel steering and stuff like that, but you know – just know – that some rich kid with more money than sense or skill is going to uncork an Aventador S Roadster (probably within weeks of buying it) and wrap it around a tree.
How can I say this? How can I say all those computers upon computers and the even more computers along for the ride will not work? Simple answer: Physics. Let’s look at the numbers, shall we?
Improved vertical control comes from an updated pushrod suspension, new rear springs, and the Lamborghini Magneto-rheological Suspension (LMS) with revised kinematics for the new four-wheel steering. A real-time variable damping system optimizes wheel and body control. Photo: Automobili Lamborghini.
Numerical Factors
The Aventador S Roadster is a big girl. She’s just under 189 inches long overall, just under 80 inches wide, and tips the scales at 3,582 pounds dry weight with a 43 to 57 percent weight distribution. Add in a full 85 liters of fuel, 13 liters of oil, and your butt in the driver’s seat, and even those massive contact patches provided by the vast Pirelli meats (255/30/ZR20s up front and 355/25/ZR21 out the back) will, eventually, be overwhelmed by the laws of physics. Or, as Enzo Ferrari once said to a displeased customer who had just totaled his prancing horse, “being a Ferrari owner does not make you a Ferrari driver.”
That same ethos applies to the glorified tractors that bear Ferruccio’s name and are made at the behest of corporate overlords Audi, especially when you look at the other numbers, the real numbers, the numbers that count for the Aventador S Roadster.
Photo: Automobili Lamborghini.
Power & Performance
To wit: The engine. It’s a 6.5-liter lump of alloy and whirling parts that puts out 740 horsepower and 509 lb-ft. of torque. All that power that eventually hits the strada via the Pirellis runs through a Haldex gen IV electronically controlled 4WD system, and a 7-speed double dry plate gearbox with variable “shifting characteristics.” The drive modes are, get this, listed as STRADA, SPORT, CORSA, and the new EGO mode. Lambo says these modes influence “every aspect of the car’s behavior through management of traction, steering, and suspension.” The EGO mode (hey, at least they’re up front with their name!) permits the driver to set up their preferred criteria in each mode to suit their driving style. If you ask me, there should also be a mode that turns off all of the governors. Lambo could call it SUICIDIO mode. But they never listen to me, so this probably will never happen.
All this adds up to a beautifully flashy way to shuffle off this mortal coil. Top speed, for example, is listed at 217 mph. Lambo always mentions top speed first, because that is traditionally what is closest to their hearts. From a dead stop you’ll hit 62 mph in 3 seconds flat. In another 6 seconds, 9 seconds total, you’ll be seeing 124 mph. In 25 seconds from a dead stop, you’ll hit 186 mph. Braking is, thankfully just as prodigious. You can haul the Aventador S Roadster down to a complete stop from 62 mph in only 102 feet.
The TFT digital dashboard can be customized to the driver’s preferences and Apple CarPlay is standard. Photo: Automobili Lamborghini.
Open-Air Enjoyment
The Aventador S Roadster is all about that targa top though. The removable hardtop roof panels weigh less than six kg (about 13 pounds) and are convexly molded to ensure maximum cabin space for the occupants. It has that old Zagato double bubble feel to it. The hardtop roof panels are finished in matte black and are made of carbon fiber, naturally. There are options such as high gloss black, shiny visible carbon fiber, plus more color options using Lambo’s Ad Personam customization program. And I must sayt I love how they named the program in Latin.
The roof panels pop off quickly and are stored in the front trunk. There’s also a rear window that is electrically operated if you want more wind and more opera from that V12 plant sitting at your shoulder. That rear window can be closed while the roof panel is off to minimize cabin noise and airflow, but why would you want to do that?
The Lamborghini Aventador S Roadster gives you all this for a paltry $460,247.00. The first customers will take delivery in February; in the meantime, it will be displayed next week at the International Automobile Exhibition in Frankfurt, Germany.
Tony Borroz has spent his entire life racing antique and sports cars. He means well, even if he has a bias toward lighter, agile cars rather than big engine muscle cars or family sedans.

Photos & Source: Automobili Lamborghini.

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Bentley Continental GT: It’s Not A Sports Car, But It’s Still Fast

Bentley Continental GT: It’s Not A Sports Car, But It’s Still Fast

This is the all-new Bentley Continental GT. It is many things, but one thing it is definitely not, is a sports car. Yes, it is very fast. Yes, it can cover huge amounts of ground at high speed. Yes, it has NASA levels of technology packed within. But, this thing weighs more than a Sherman tank. No, Bentley doesn’t give weight figures, but I’m willing to bet this Bentley, like all Bentleys before it, tips the scales at least double what a real sports car should.
Red Carpet Treatment
No, the Bentley Continental GT will not be seen at an Autocross meet any time soon, although it might be entertaining if it were to. The Bentley Continental GT is not about stripped down, high performance at all costs. No, the Continental GT is all about getting you from, say, Madison Avenue out to your place in Montauk, and doing so quickly and quietly, while drowning you in wood and leather and luxury and high tech connectivity and more wood and leather.
Wait, what am I saying? How nouveau riche. Madison Avenue to Montauk, how gauche of me. More like from your place in Kensington up to Highclere.
Power & Performance
Yes, the Bentley Continental GT is fat and overstuffed with riches and tech, turning it into a rolling gentlemen’s club. But, somehow, it is also capable of getting up and moving fast. This third generation of the Continental GT, which the Anglo-German company refers to as the “definitive luxury Grand Tourer,” is motivated down The Strand thanks to an enhanced version of the company’s 6.0-liter W12 TSI twin-turbocharged engine. It delivers 626 horsepower and 664 lb-ft. of Sarsen pulling torque, good enough to make this hefty ride hit 60 mph in 3.6 seconds with a top speed of 207 mph. That W12 plant is mated to a dual-clutch, eight-speed transmission. This is the first application of that gearbox in a Bentley, and it makes for faster, more efficient gear changes.
Designed, developed, and handbuilt in Crewe, the W12 TSI engine is one of the most advanced in Bentley’s history. The unique “W” configuration means the engine is 24 percent shorter than a traditional V12. This helps weight distribution and increases cabin space. Bentley utilizes precise engine management technology that makes 300 million software calculations per second. Photo: Bentley Motors.
Chassis Implementation
The new Continental GT has, of course, gotten a new skin to cruise around in. And although it is modern and attractive (from some angles), it is, sadly I think, rather copycat and lacking in understatement (something 99 percent of Bentley owners value highly). The Conti GT oozes along on a new, technically innovative, adaptive chassis that uses Bentley’s 48-volt Dynamic Ride System. This new system controls ride comfort and lateral roll, “cushioning passengers from excessive movement as well as making the car feel effortlessly precise,” cause, you know, your butt’s worth a couple billion dollars, so you better give it more cushion.
The exterior was created using what Bentley calls a revolutionary technology, resulting in a lightweight, yet stiff, body structure. The engine is positioned further back in the chassis to improve weight distribution, of course, and results in “driver-focused, dynamic performance.”
Steering feel and suspension design was a focal point for Bentley. The Electric Power-Assisted Steering, with a variable rack ratio, improves feedback and isolates unwanted road disturbances for better overall handling. The air suspension uses three-chamber air springs which gives the Continental GT 60 percent more air volume in the softest setting than the previous model. Photo: Bentley Motors.

Interior Finishes
The new Bentley Continental GT is a four seater. No plebian bench seat in the back. Oh no. None of that for the Bentley buyer, thank you very much. And the new Conti has improved luggage capacity for, get this, “genuine real-world usability.” Gee, I wonder how many cinder blocks I could haul back from the hardware store in the thing? I’ll ask for a loaner from Bentley and let you know how that “genuine real-world usability” works out.
The interior, which Bentley redundantly calls a “luxurious cabin,” is saturated in features and details that quietly scream: “look at how much money you just spent!” There’s a new “diamond in diamond” leather design which one-ups that now-old diamond stitch pattern that Bentley popularized a short while back. Your choice of off the rack interior colors come from the “extensive portfolio of 15 colors across hides and carpets.” Seriously, the whole 4,000 word Bentley press release uses terms like that continually. The more I read, the more I find myself starting to agree with Cecil Rhodes and what should have been done with The Cape Colony.
The Bentley Continental GT offers a Bang & Olufsen 1,500 watt, 16-speaker system with illuminated speaker grilles. It benefits from the first automotive application of the BeoSonic system – a new way for tone setting with a one-touch user interface. Photo: Bentley Motors.
Laundry Lists
But, as Olde English as the new Continental GT is, it also has lots of that high tech stuff nestled within. There is an advanced, fully digital, driver-focused instrument panel and this thing they call the “Bentley Rotating Display.” The Bentley Rotating Display features a 12.3-inch touchscreen stored in a three-sided unit and, as the name implies, revolves the veneer to reveal the touchscreen and analogue dials.
Bentley goes on, at Silmarillion-like length about every last detail of the new Continental GT, but most of it is, again, very Silmarillion-like, and rather uninteresting; how they choose the carpets, the hand-finished twisted polished wheel finish, luxurious haptic finishes, Mulliner Bespoke buttock massagers, cut-crystal effect taillights, and more . . . so much, much more. Okay, one of those is a joke, but I’ll let you figure out which one, but reading through it becomes hard to tell whether Bentley is being serious or having a laugh with this stuff.
The Bentley Continental GT will make its global debut at the IAA Frankfurt Motor Show starting on September 14th. No word on when it will reach showrooms or what it will cost. Probably those answers are “pretty soon” and “comparable to a yacht.”
Tony Borroz has spent his entire life racing antique and sports cars. He means well, even if he has a bias toward lighter, agile cars rather than big engine muscle cars or family sedans.

Photos & Source: Bentley Motors.

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2018 Nissan Leaf Makes North American Debut

2018 Nissan Leaf Makes North American Debut

The 2018 Nissan Leaf was unveiled at a media event in Las Vegas yesterday (September 6th) at the Thomas & Mack Center. The Las Vegas appearance followed the vehicle’s global launch earlier in Tokyo, Japan. The 2018 Leaf underscores Nissan’s commitment to clean and efficient transportation.
“When we launched Leaf in 2010, it instantly became the most affordable, mass market EV in the world,” said José Muñoz, Chief Performance Officer, Nissan Motor Co., Ltd. during the Las Vegas event. “We are not walking away from that proposition.”
Technology & Performance
The 2018 Nissan Leaf has an estimated 150 miles of range with the automaker’s latest segment innovations, including a more aerodynamic exterior, advanced driver assistance systems like ProPILOT Assist, and an e-Pedal feature for more efficient driving. In 2019, a high powered variant is expected with increased motor and battery capacity. Nissan is aiming for segment leadership by focusing on extensive testing and consumer interactions.
“This new Leaf is not just the latest symbol of Nissan’s global leadership in the EV segment,” Muñoz remarked. “It is the culmination of everything we’ve learned from more than two billion miles of real life, on-road driving and from the feedback of hundreds of thousands of owners around the world, particularly Leaf customers here in the U.S.”
Photo: Nissan Motor Co., Ltd.
Pricing & Availability
The 2018 Nissan Leaf will arrive at dealerships early next year with a starting MSRP under $30,000. That’s less than the current Leaf despite the 2018 variant offering more technology, range, and power. To date, Nissan has sold over 112,000 Leaf EVs in the United States and more than 283,000 globally, making it the world’s best-selling electric vehicle.
“We believe the new Leaf will be another game changer for Nissan in the U.S., just as the redesigned Rogue has been in the last year and a half, hitting the ‘sweet spot’ in the growing EV segment,” Muñoz added. “It takes everything we’ve learned from our loyal first-generation Leaf owners to the next level.”
Carl Anthony is Managing Editor of Automoblog and resides in Detroit, Michigan.
Photo: Nissan Motor Co., Ltd.
Photos & Source: Nissan Motor Co., Ltd.

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The 2019 TVR Griffith marks the return of the famed British sports car maker

The 2019 TVR Griffith marks the return of the famed British sports car maker TVR finally reveals its latest sports car after changing ownership in 2013, marking the official return of the automaker.

What’s going on?
After years of anticipation and much teasing in between, TVR finally revealed its all-new 2019 Griffith sports coupe.
Back in 2013, British entrepreneur, Les Edgar, purchased the company from a Russian businessman, who sadly let TVR wither away almost into nothing. But Edgar wasn’t going to let that happen, calling for the return of TVR to make sports cars once again. Thanks to his visions and his vows to reintroduce the “supercars for the common man,” we’re given the all-new Griffith.
Cool! TVR is back! But it looks a little mundane for a TVR

Yes they are, with a completely new car. And I’d 100% agree with you if that’s what ran through your head initially. The last TVRs ever made weren’t anywhere what’d you’d call traditional in almost every sense. Both from an aesthetic design and functional perspective, TVRs were the epitome of modern automotive quirkiness. But that’s also what made them so unique, special, and lovable.
So although the 2019 TVR Griffith seems a bit watered down, we’re still hugely excited for the company’s return. Its designed was penned by the one and only Gordon Murray, featuring his innovative iStream architecture. So not only does the funky sheetmetal look good, it’s made of lightweight materials and bolstered by carbon composite structuring.
What powers it?
Through the various teasers over the past four years, TVR confirmed power comes from a Ford-sourced Coyote V8, the same you find in a Mustang GT. It’s then sent to renowned tuning firm, Cosworth, who fiddles with the Ford V8 and fits it with a dry-sump lubrication system.
TVR did not confirm any official power numbers yet, but they claim the Griffith and its 5.0L Cosworth-tuned Ford V8 achieves a power-to-weight ratio of 400bhp per tonne. TVR says the Griffith weighs less than 1250 kg, or 2,755 lbs, or 1.25 tonnes. Multiplying that 400bhp per the Griffith’s 1.25 tonnes weight, and the math works out to be around 500 break horsepower from the V8.
It’s channeled only to the rear wheels with a six-speed Tremec manual, rated to handle up to 700 pound-feet of torque at engines speeds of up to 7500 RPM.
The resulting performance numbers are a speed of over 200 miles per hour and a 0-60 time of less than four seconds, according to the manufacturer’s claims.
And the handling…
TVR promises the Griffith delivers a balanced handling experience with 50/50 weight distribution and a light body.
Helping to slow things down are six-piston brake calipers up front and four-piston at the rear. The power steering system is electrically assisted and suspending the car at both ends are standard double-wishbone arrangements.
When will it go on sale?
TVR claims production is scheduled to commence in late 2018. A Launch Edition marks the first 500 cars produced, featuring custom color choices, special Launch Edition color options, and a special wheel package only available on the Launch Edition.
Pricing for the launch edition begins at £90,000 or around $119,000 USD.
– By: Chris Chin
2019 TVR Griffith Specifications
TECHNICAL SPECIFICATIONS
Body: Two-seat coupe, with carbon chassis, and composite body with a number of aluminium panels.
Chassis: iStream® design steel and aluminium frame with bonded carbon composite sections
Suspension
Front: Double wishbones with adjustable gas filled coil-over dampers with concentric springs
Rear: Double wishbones with adjustable gas filled coil-over dampers with concentric springs

Steering: Electric Power Assisted Steering (EPAS)
Brakes
Front: Six-piston aluminium brake calipers and 2-piece ventilated floating brake discs with 370mm diameter and 32mm thickness
Rear: Four-piston aluminium brake calipers and 2-piece ventilated floating brake discs with 350mm diameter and 32mm thickness

Wheels and tyres
Front: 235/35 ZR19, on 8.5in wide rims
Rear: 275/30 ZR20, on 9.5in wide rims

Weight
Unladen weight:
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The all-new 2019 Nissan LEAF falls into place with a new design

The all-new 2019 Nissan LEAF falls into place with a new design Nissan just revealed the second-generation of its iconic LEAF electric vehicle so you can hug trees as you drive by.
What’s going on?
Following many teasers and spy shots, Nissan finally revealed the next-generation LEAF for the world to see in Las Vegas.
Carrying the EV torch for the Japanese automaker for a new model, the 2018 LEAF promises many improvements over the previous model. This includes better battery performance and more tech.
Looking somewhat like a sleeker Chevrolet Bolt, the second-gen LEAF follows Nissan’s new design philosophy. Within that new design, which takes on the appearance of a more traditional hatchback, Nissan boasts roominess and lots of new advanced telematics systems.
“When we launched LEAF in 2010, it instantly became the most affordable, mass market EV in the world. We are not walking away from that proposition,” said Jose Muñoz, Nissan North America, Inc. Chief Performance Officer. “The value equation for the new LEAF is even stronger than ever before – beginning with a starting MSRP1 under $30,000. That’s a lower price than the LEAF in market today and it includes more power, range and technology, all wrapped in a beautiful new exterior and interior design.”

What’s new?
The 2018 Nissan LEAF is said to offer a 150-mile total driving range. That’s 43 miles more than the outgoing mode’s 107-mile range. This is accomplished thanks to a new innovative “e-Pedal.” At the flick of a switch, drivers can turn the accelerator into a unified stop and go pedal. It’s the first of its kind, allowing the driver to decelerate and even bring the car to a complete halt, even on hills. It’s believed to improve performance efficiency while in traffic as well.
Advancing in tech is Nissan’s new ProPILOT Assist, which includes a range of semi-autonomous functions, along with lots of passive and active safety gear.
And all this tech can be had for less than $30,000 in all 50 states.
Full details aren’t yet available. Such information is expected to surface in the near future.
The 2018 Nissan LEAF is scheduled to launch in early 2018.
– By: Chris Chin
2018 Nissan LEAF Photo Gallery

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Three Key Consumer Considerations With New Auto Technology

Three Key Consumer Considerations With New Auto Technology

Our taste for new innovations have compressed the adoption cycle and introduced fresh technology into a variety of industries, including automotive. By 2020, 10 million self-driving cars will be on the road. Think about it – that’s just three years away. So soon, in fact, that it has snuck up on many of us.
So, what else can we expect? Here are three things to keep an eye on.
More Integrated Tech
From in-car emergency services to fully-autonomous vehicles, there’s no mistaking the fact that we’re seeing technology’s increasing influence in the design, performance, and functionality of today’s vehicles. These heavily-integrated systems work together to enhance the overall driving experience. Normally, they work seamlessly, but if one system fails, another is likely affected. These kinds of issues can be overwhelming, but an awareness of integrated technology systems can keep fear to a minimum when the dashboard warning lights start flashing.
Difficulty & Repair Costs
Because of the complicated, interdependent nature of this new technology, auto technicians are now expected to be electricians and IT troubleshooters as well as mechanics. Those routine repairs previously handled at home by a “do-it-yourselfer” are now turning into fixes that can only be performed in the shop with additional diagnostic assistance. This level of complexity can increase parts pricing, service time, and total, out-of-pocket repair cost. Some of these potential new expenses can be mitigated with the help of a service contract provider. Be advised, though: not all service contract providers cover issues associated with new, advanced technology. Read the fine print to ensure your bases are covered.

Personal Data Sharing
More integrated technology also means a bigger push to link more data to your vehicle. Personal information – such as your home address, age, and driving patterns – can all be used to enhance the in-vehicle experience, as well as the overall driving experience. Automakers are using this data to improve vehicle features, make cars last longer, create custom apps, and so much more. And with the Internet of Things causing the convergence of nearly everything a consumer touches, the auto industry won’t be left behind.
It’s sometimes said “you are what you drive.” With all the technology, functionality, integration, and personalization available in vehicles today, this adage is not only truer than ever, but it also takes on a whole new meaning. New technology is changing the way we drive, and impacting the way we experience vehicle ownership more than ever. By keeping these three things in mind, consumers can prepare for the shifts they’re seeing in the auto industry, and be ready to embrace change as quickly as it comes.
Scott McLaren is the Chief Marketing Officer of Fortegra with a background in business and communications. He once flew the Saturn VUE Lightship and awarded a Saturn Sky to Travis Pastrana for the first double back flip in the history of the X Games.

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Letter From The UK: Autonomous Britain

Letter From The UK: Autonomous Britain

That thunderous noise you hear is the future rushing towards us like an out-of-control freight train. On board is the usual motley collection of intolerance, crime, war, pestilence, regret, love, an awakening Eco-consciousness, and automotive autonomy.
In the UK, as elsewhere probably, when politicians spy a bandwagon they will leap on it with alacrity. Autonomous cars, we learn, will be The Next Big Thing. Of course, many of the people who are so hot for this new technology are not likely to be around for the day when driverless cars rule the road.
Because that day is still a long way off.
This writer, for example, unless he is very lucky or becomes a rare scientific anomaly, will most likely be happily driving a heavenly V8 on the long and winding road to the town of Salvation before autonomy fully takes the wheel. The fact is, despite the wholesale rush to achieve this proposed motoring Nirvana, many, many ordinary folk are far from being convinced and this is why:
Autonomy Trials
Recently, we witnessed on a news program, a controlled test. An autonomous car containing, essentially, us, was directed at two oncoming vehicles; one was a car, the other was a quad-bike with dummy rider. “Our” vehicle had to make a decision: It selected the soft option and veered into the quad-bike. In saving “us” it chose to “kill” the rider. It is this sort of dilemma the industry faces.
Another person viewing with me wondered about the idea of a “safe,” empty lane as a third option, which is a thought. The point is, the system is far from foolproof, and there are plenty of fools out there on our roads.
The UK is also about to see trials (in a controlled environment they say) of platooning driverless commercial trucks, operated, we are told, by a single human driver. Expert voices were heard enthusing about this idea but also (and much more loudly than before), there were expert dissenting voices. It is clear to much of the British public that our autonomous future is far from ready.
Earlier this year, FCA US LLC delivered 500 Chrysler Pacifica Hybrid minivans to Waymo to boost the tech company’s autonomous driving program. Waymo’s early rider program in Phoenix, Arizona gave area residents a chance to experience a self-driving vehicle on their daily commutes. Waymo will use the feedback to enhance how they design future self-driving technology. Photo: FCA US LLC.
Brits Don’t Trust The Technology
A large majority surveyed by the Institution of Mechanical Engineers recently responded that they (younger people tend to be more accepting, to be fair) do not trust this technology. They would not feel safe at any speed. Briefly, they worry about hacking, other driver’s actions, personal security, injury, or an untimely death. Conversely, they like much of the safety technology that is filtering down. Apparently, we like safety gadgets just as long as we remain in total control, seems to be the thinking. Further, the increasing popularity of electric cars demonstrates the way Brits are thinking right now.
The Car As Transport
In the beginning of the modern age, the horseless carriage replaced the horse. The joy of driving for the sake of it was soon established as motorists discovered the speed and thrill of skillfully operating a piece of sophisticated machinery. Now, the cold, dead hand of government does not care for speed. It does not care about your thrills or your freedoms; it cares only about control. Dissenters cannot say this technology is wrong; they cannot say it is bad. For all they know, it might turn out to be brilliant and we will all laugh at how naive we were, yet the concerns about personal freedoms remain.
More than twenty auto manufacturers have identified 2020 as a target to offer vehicles with higher levels of automation. SBD Automotive, a technology, consultancy, and research company, notes that by that time, cyber-attacks are expected to expose the automotive industry to $70 billion of liability.

Bleak Driving Future?
But what will we lose? Well Chip Foose will be out of a job for a start. All those tuners and specialist auto shops that spread out along urban freeways will all be gone, perhaps to be replaced by “lifestyle” accessory shops to bling up our banal, boring rides. No more sports cars or hot hatchbacks either; all that will be left for us will be the minivan of the midlife motoring crisis.
Instead, we will get on-the-fly charging points that will sprout along our roads like a pimply rash on a teenager’s face. Cars, like serried ranks of tuna fish cans, will shuttle our bored selves from A to B. The car as transport. I think I’d prefer a horse. To my mind, the proponents of this technology have a great deal to think about to convince the buying public that this really is the way forward.
I realize I am painting a gloomy picture. This may be because I personally do not want to relinquish control of my car. I love driving too much. Autonomous cars will likely allow driver input anyway; there will probably be a choice and the overarching benefit of road safety and fewer deaths will be achieved, leaving our personal freedom of choice intact. At least I hope that’s how it will be. Certainly we are seeing the beginning of the end of the golden age of cars. It remains to be seen what this new age will bring.
Geoff Maxted is a motoring writer, photographer, and author of our Letter From The UK series. Follow his work on Twitter: @DriveWrite

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Volvo XC40 Targets Urban Dwellers, City Commuters

Volvo XC40 Targets Urban Dwellers, City Commuters

Volvo’s upcoming new SUV, the XC40, aims at staying in the premium segment while it heads downward, size-wise. SUVs, for all their functionality and popularity, have some hitches in their armor, especially when it comes to in-city usage. Size is obviously what I’m talking about here. Have you ever seen a Hummer in a crowded, downtown environment? Of course you have.
Don’t be that guy. Seriously. But that’s where the latest batch of smaller, yet still upscale, SUVs comes in. And this is where the new Volvo XC40 will fit this fall.
Urban Logic
Volvo, beloved Swedish automaker of all things boxy and very safe, says it right up front: “Volvo Cars’ new XC40 delivers a confidence-inspiring SUV designed for city living.” City living. This one is aimed right at you young urban hipster over-earners that are newly married with a baby on the way. And, since this is a Volvo and it is a Scandinavian company, it’s kind of hard to argue with their logic. Volvo wants the XC40 to make your daily, urban commute less stressful and more enjoyable.
To that end, there’s a whole suite of integrated stuff to go along with the vault-like design and build quality. Say hello to safety, connectivity, and infotainment technologies with a Swedish bent.
Volvo Cars’ User Experience Lab. Photo: Volvo Car Group.
Solid Foundations
The new XC40 is the first car built on Volvo’s Compact Modular Architecture (CMA). It includes a range of groundbreaking technologies that Volvo first introduced in the 90 and 60 Series sedans. And all of that Compact Modular Architecture stuff is based on Volvo’s larger Scalable Product Architecture (SPA). See, it is scalable.
The overall look, feel, and daily livability of the XC40 flows from Volvo’s lifelong approach to safety and integrated user experience philosophy. Volvo calls it the “Circle of Life,” and no, I am not making that up and don’t blame me if you’ve got that Disney song stuck in your head now. Volvo calls this Circle of Life deal “a constant improvement of standards and technologies, based on consumer insights and real life data.” Okay, sounds good to me (apart from that Herrgårdsosty name they gave it).
Safety & Security
Since the starting point for each new Volvo is the forward-thinking safety – and it has been that way since the company’s inception – they are not shy about adopting newer strategies for driver assistance systems. In other words, the new XC40 also gets a healthy dose of the safety and infotainment goodies found in its larger stablemates.
The safety and driver assistance goodies are, as you would expect from Volvo, numerous and sensible. The new XC40’s gizmos incorporate Volvo’s semi-autonomous Pilot Assist system (take that Elon!), the latest generation of City Safety, and Runoff Road protection and mitigation; all to keep you from sweeping up wayward pedestrians and, uh, driving the thing off the road. There’s also the now-more-common Cross Traffic alert with auto braking, plus a 360° camera that helps you maneuver your XC40 into tight parking spaces.
Park and Pay application in the Volvo XC60. Photo: Volvo Car Group.
Connectivity & Interactions
Like its larger XC60 and XC90 brethren, the XC40 features Volvo’s connected Sensus infotainment system. This Sensus stuff is focused around the large, portrait oriented touchscreen that should be familiar to many modern car shoppers. Volvo says Sensus is easy and intuitive to use becasue the interface allows drivers to access a host of functions and services.
“We built a confident, easy-to-use, and convenient everyday user experience based on real-life interaction and research, starting from our foundation of leading safety,” explained Ödgärd Andersson, Vice President, Vehicle Software & Electronics, Volvo Cars. “The XC40 is a car for a generation of consumers that expect full connectivity. All screens have been optimized for a safe, easy, and efficient interaction, to support active city driving,”
And, may I also point out that the “Son of Anders” has not one but two umlauts in her totally rockin’ first name and if Ödgärd Andersson is not in an after-work Swedish heavy metal band, I will be disappointed.
Safety and user experience via Volvo cars. Photo: Volvo Car Group.

Segment Expansion
Volvo is taking this urban SUV trend seriously.
“The XC40 is our first car in this rapidly growing segment and has a clear focus on navigating today’s hectic city environments,” said Håkan Samuelsson, President and Chief Executive Officer, Volvo Cars. “Building on Volvo’s heritage as the leader in safety, the new XC40 will offer the best possible safety standards combined with an easy-to-use interface and convenient connected services.”
Håkan Samuelsson is also a cool, rockin’ name.
Malin Ekholm (whose name is more pretty than rockin’) is Vice President of the Volvo Cars Safety Centre. She summed up the company’s whole approach thusly: “Modern city life presents complex challenges for drivers, pedestrians, cyclists, and other road users. With the XC40, we aim to reduce the socalled cognitive load on the driver. While our safety and driver assistance systems actively identify and mitigate potential conflicts, you as a driver can relax more and therefore enjoy city driving.”
And you know, she’s not wrong about any of that. And it’s fair to say Volvo knows how to add all these new safety gizmos and infotainment bric-a-brac without it getting in the way of actually driving a car. The upcoming XC40 aims to keep it that way.
Tony Borroz has spent his entire life racing antique and sports cars. He means well, even if he has a bias toward lighter, agile cars rather than big engine muscle cars or family sedans.
Photos & Source: Volvo Car Group.

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General Motors Enters Final Phase of Technical Center Expansion

General Motors Enters Final Phase of Technical Center Expansion

The final phase of a 360,000-square-foot expansion of the GM Design studios is underway at GM’s Global Technical Center in Warren, Michigan. Groundbreaking is set for mid-2018 on the new facility which will surround the Design Dome Auditorium, viewing patio, and connect to the existing Design Center.
On the southwest corner of the campus, a new parking structure is also being completed.
Forward Looking
In May of 2015, construction and renovations began at GM’s Technical Center, part of a multiyear, billion dollar investment by General Motors. The efforts will help the automaker expand their operations to better meet the demands of future customers.
“We can only begin to predict how mobility will change in future generations,” explained Michael Simcoe, Vice President of Global Design, General Motors.
The renovations encompass the vehicle engineering center, engineering West and South, Pre-Production Operations, and the Alternative Energy Center, including a new Strucutral Development Laboratory.
“Investing in our creative and skilled team and providing them with inspiring, modern spaces, new technologies, and more ways to work together will foster innovation that leads to real solutions for customers,” Simcoe said.
Photo: General Motors.
Construction & Development
Walbridge and SmithGroup JJR are overseeing the design and construction. Simcoe has also played a pivotal role, having helped facilitate the expansion of other GM global design studios. GM Design was established in 1927 as The Art and Colour Section by Harley Earl; Simcoe is the seventh Design head in GM’s history.
The GM Technical Center opened in 1956 and was hailed for its engineering, design, and technology at the time. World-renowned architect Eero Saarinen and landscape architect Thomas Church envisioned the campus which was, in 1986, named by the American Institute of Architects as the most outstanding architectural achievement of its era. In 2000, GM’s Tech Center was listed on the National Register of Historic Places; in 2014, the Department of the Interior and the National Park Service designated it as a National Historic Landmark.
Carl Anthony is Managing Editor of Automoblog and resides in Detroit, Michigan.
Photos & Source: General Motors.

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