Automotive

Night Vision For The Masses: NightRide Helps Keep Drivers Safe

Night Vision For The Masses: NightRide Helps Keep Drivers Safe Sometimes even with the best of headlights, it’s impossible to see everything at night.
A new product called NightRide uses advanced infrared technology to help drivers see after dark.
The NightRide unit comes with two different displays, including a “fighter pilot” style heads-up display.
There’s no doubt about it. Driving at night is risky business. Throw in visually-impaired drivers, fatigue from the long work day, and rush hour traffic and the odds are further against you. In fact, the National Safety Council finds that 50 percent of traffic deaths happen at night. The developers of NightRide considered statistics like these when they went to work on the innovative plug-and-play device that utilizes far-wave military-grade infrared technology.
Beyond Headlights
NightRide is essentially a thermal camera that allows drivers to see well beyond the range of standard headlights, providing additional visibility in darkness and during severe weather. The unit is designed to detect things like deer, pedestrians, and black ice at night, and during rainy, foggy, and snowy conditions.
“The driving force behind NightRide is our desire to empower people to drive at night with total peace of mind,” said Shawn Groce, Founder of Wesa, the company behind NightRide. “Collisions with animals are costing Americans $1 billion each year.”
NightRide is a thermal camera that detects hard-to-see objects in the dark. Photo: Wesa Inc.
Infrared-Based Night Vision System
Unlike conventional night vision systems that magnify small amounts of ambient light, NightRide can operate in total darkness by using thermal infrared technology. Infrared measures the amount of heat emitted by people or objects to create a visual image of the objects ahead. Groce believes this gives drivers an advantage during the night.
“According to the National Highway Transportation Safety Administration, regular headlights can only help drivers see up to a maximum of 160 feet ahead. Most of the time, this is insufficient to see the road and to make decisions to avoid accidents that lead to injury or death,” he explained. “But since NightRide helps drivers see up to four times further than headlights, and can see beyond rain, snow, and fog, the risk of hitting someone or having an accident is significantly reduced.”
NightRide captures people and objects much farther away than ordinary headlights. Photo: Wesa Inc.
Long-Range Durability & Visibility
The thermal camera within the NightRide unit can withstand changing temperatures and harsh weather, a hallmark of its design. The actual camera housing is hermetically-sealed and rated at IP69 for environmental protection. And in order to operate flawlessly in both hot and cold conditions, the camera sensor is temperature-controlled.
The company says the unit is meant for use in inclement weather and was designed accordingly.
NightRide extends the visibility of common nighttime hazards up to 600 feet. In terms of driving in snow or fog, every inch of visibility makes a huge difference. To sum it up, NightRide’s technology is about providing an added buffer in order to reduce a nighttime collision.
NightRide capturing a deer in the dark. Photo: Wesa Inc.
How It Works
Night vision for cars is nothing new. In fact, high-end BMW, Mercedes-Benz, Audi, and Cadillac vehicles are currently offering their own versions of night vision as an option. Ticking the box for the Mercedes Night View Assist PLUS in an S-Class sedan will cost upwards of $2,200. It’s basically the same deal with a BMW or Cadillac. However, the brains behind NightRide were looking for a more cost-effective solution; one that fits every type of car on the road.
“The most daunting challenge in developing NightRide was to make it affordable and easy to install,” Groce said. “NightRide is plug-and-play and self-installable in a matter of minutes.”
The NightRide unit mounts cleanly on the hood, near the base of the windshield, using an anti-theft mounting bracket. The unit grabs power directly via a wired connection to the car’s battery.
“And it is cheaper than most smartphones on the market today,” Groce added.
The NightRide unit is easy to install. Photo: Wesa Inc.
Fighter Pilot Display
Drivers can choose between two different displays, depending on their preferences. The first is an engaging, fighter-pilot-style heads-up display. This allows you to view the night vision images from the console display on the windshield itself. The next option is to affix the display console on the windshield using a suction mount. Equipment for both options of the display are ready to go, right out of the box.
Pricing & Availability
NightRide is available for a limited time at the discounted price of $795 with a $50 pre-order deposit. Initial shipments begin in June. For more information about NightRide, see their comprehensive FAQ page.
Alvin Reyes is the Associate Editor of Automoblog. He studied civil aviation, aeronautics, and accountancy in his younger years and is still very much smitten to his former Lancer GSR and Galant SS. He also likes fried chicken, music, and herbal medicine.
NightRide Gallery

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Automoblog Book Garage: Day One

Automoblog Book Garage: Day One
During my tenure with 605 Magazine, I interviewed blues artist Hadden Sayers prior to his scheduled performance in Sioux Falls, South Dakota. At one point in our conversation, he remarked that being a blues star was exactly like being a rock star, only without the fame, girls, and money. We laughed but Sayers taught me something valuable that day; something that has served me well throughout my career.
You do things because you love them and because you are passionate about them. The blues are like that. So are automobiles. But really, anything can be that way, if we let it.
Living The Dream
Day One reaffirms why I continue to invest the way I do in my automotive career. The book reminds me why I’ve no longer diversified my writing (against the advice of some) and penned strictly for this publication, in addition to helping manage and lead it. I do it because I love cars and I enjoy telling people about them. And as we begin a new year, books like Day One can inspire us no matter our chosen career fields, no matter our pursuits and passions.
In the foreword, Joe Oldham recalls the day he received his first red GTO convertible loaner. He calls it a life-defining moment when the Pontiac rep handed him the keys at that Los Angeles press event. Driving it along the Pacific Coast Highway would only reinforce that life-defining notion. Oldham’s passion (and guts) eventually landed him at Magnum Royal Publications in 1965, right at the dawn of the muscle car era.
“How did a dumb kid from Brooklyn wind up with such a cool gig,” he writes. “If you were a car guy, as I was from the time I was a little kid, it was a dream job.”
Bold Tones & Big Cars
Oldham shares being mentored by Marty Schorr, the author of Day One, then Editorial Director of Magnum Royal Publications. Since Hi-Performance CARS made its revenue from newsstand sales versus advertising, their obligation was to the reader paying for the publication. And honesty was the policy, especially if a given car had faults or was overly hyped in its marketing. It was less politically correct than rival publications, instead being written by, as Oldham puts it, the “wiseass outlaws from New York.”
Shorr keeps that brutally honest tone in Day One, walking us through his firsthand experiences with some of the greatest cars ever manufactured. Schorr tells us the inside stories of the cars we love and fantasize about owning. Some of our favorites in the book include Pontiac’s 1962 and 1963 lightweight Super-Duty 421 street and Swiss Cheese models, Chevrolet’s 1963 big block 427 Mystery Motor, Ford’s 1963 Galaxie fastback, the Cotton-Owens Hemi Coronet, and Plymouth’s original 1968 Hemi Road Runner.
Oldham passed away in October. In remembering his longtime friend, Schorr gave a fitting tribute, saying he was always impressed by Oldham’s knowledge and skill. In many respects, the title of this book – Day One – is fitting. It’s a new year and that means new promises. Guys like Oldham looked at the world in this sense when it came to pursuing what they were most passionate about: it wasn’t one day, but rather day one.
Day One: An Automotive Journalist’s Muscle-Car Memoir is available through Amazon and Motorbooks.
Carl Anthony is Managing Editor of Automoblog and resides in Detroit, Michigan. He serves on the Board of Directors for the Ally Jolie Baldwin Foundation and studies Mechanical Engineering at Wayne State University.
Author
Martyn L. Schorr has a history with high-performance cars that dates back to the beginning of Ford’s Total Performance era over fifty years ago. He rode with Carroll Shelby and was at the press conference in New York
for the debut of the Lola-built Ford GT that became the GT40. Schorr drove the GT40 on the streets of New York City and accompanied Mickey Thompson to Bonneville in 1969 to set a book full of records. Schorr is the author of Total Performance and Motion Performance, both published by Motorbooks.
Day One Gallery

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2018 Toyota RAV4 Adventure Arrives With Tow Package, New Features

2018 Toyota RAV4 Adventure Arrives With Tow Package, New Features

There is a new trim level for Toyota’s RAV4 called the Adventure. Perhaps that’s the subtle work of the marketing department, or maybe that’s done on purpose. Maybe it’s a more cleaver and less redundant way of saying “adventure starts with the new RAV4.” Of course the other, and much bigger question is: Starting at approximately $28,000! I thought these things were supposed to be cheap?
Bang For The Buck
Nearly $30,000 seems like a lot of scratch, to me, for an entry-level cute-ute/crossover/thingo. $30k can get you a lot of ride, even if you’re looking for something more or less off-road capable. So if you were to drop that much on Toyota’s RAV4 Adventure, what do you get for your money?
The condensed version is that the 2018 Toyota RAV4 Adventure adds select exterior styling features and grade-specific interior bits and bobs. Falling between the XLE and SE versions, the Adventure gets large over-fender flares and big 18-inch five-spoke black alloy wheels, mounted with 235/55R18 tires. Toyota says this means the RAV4 Adventure is “ready to play in the dirt,” and I can hear you serious off-roaders, King of The Hammers participants, mud-boggers, and all the rest chuckling from here.
Adventurous Stance
But let’s face facts: 90% of rides like the RAV4 Adventure are bought by people who will never take them off-road. So yeah, Toyota is playing to that ego-fault and, like other crossover-thingo manufactures, Toyota is making money hand over fist. The RAV4 Adventure also comes with exclusive gray lower valance panels and rocker panel guards, black headlight bezels, black fog lamp surrounds, roof rails, and exclusive Adventure badging. You know, since it says Adventure, it better look the part. It also sits a bit higher with an overall height increase of 10-millimeters, while ground clearance is up a total of 6.5-inches from 6.1-inches.
Interior Treatments
On the inside there are exclusive interior features such as carbon-fiber-like trim panels, a leather-wrapped shift knob, and RAV4 Adventure logos on the door sill protectors. There are also all-weather floor and cargo mats with RAV4 Adventure badging and a 120V/100W power outlet in the cargo area to serve as a convenient portable charging station and/or handy power source during tailgate parties, camping trips, and the like.
Drive Options & Towing
The 2018 RAV4 Adventure (which Toyota hilariously terms as being “active lifestyle-inspired”) comes in front-wheel drive with an Automatic Limited Slip Differential. If you choose the all-wheel drive version, you get Dynamic Torque Control. Whether you choose the front driver or the more off-road suited all-wheel drive model, both versions feature a standard Tow Prep Package with an upgraded radiator and additional engine oil and transmission fluid coolers. With the available tow hitch receiver and wiring harness, the RAV4 Adventure is capable of towing 2,900 lbs. (FWD) and 3,500 lbs. with Dynamic Control equipped AWD models. Not too shabby in either case.
Safety & Security
Like all RAV4 models, the Adventure comes standard with an alphabet soup of safety, comfort, and convenience gizmos. You get Toyota Safety Sense P that includes Toyota’s Pre-Collision System with Pedestrian Detection, Lane Departure Alert with Steering Assist, Dynamic Radar Cruise Control, and Automatic High Beams; you also get Hill-Start Assist Control.
Colors & Availability
The RAV4 Adventure comes in five exterior colors: Black, Magnetic Gray Metallic, Silver Sky Metallic, Super White, and Ruby Flare Pearl, which is both new to the RAV4 and an additional cost. Other exclusive features include heated seats, a power driver’s seat, heated leather steering wheel, and wiper de-icer as part of a new Cold Weather Package. The 2018 Toyota RAV4 Adventure is available now starting at $27,700 for the FWD model and $28,400 for the AWD variant.
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.
Photo & Source: Toyota Motor Sales, U.S.A., Inc.

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Ford, Virginia Tech Help Autonomous Cars Talk To Us

Ford, Virginia Tech Help Autonomous Cars Talk To Us

Well this is kind of a goofy question to answer, but honestly, I’m glad someone is thinking to ask it now versus waiting for an autonomous car to plow through a Times Square crosswalk: How will autonomous cars let us know they see us? If you think about it, this is not usually an issue for pedestrians and drivers interacting on the streets today. It’s kind of pointing out the obvious, but being either a pedestrian or a driver and interacting at a crosswalk is pretty easy because there are people involved.
Communication Breakdown
What happens when you take people, flawed and distracted though they may be, out of half of that equation? How will an autonomous vehicle be working, what it be needing to do, and how will it communicate that to us? For me, it has always been rather easy to tell what a car (and therefor its driver) is going to do. I spend a lot of time around cars and racetracks and end up paying a lot of attention to what cars are doing. So it’s easy for me to tell if a car/driver “sees” me and whether it’s okay to walk into the street.
Dive, squat, roll, transitioning from one vehicle state to another is something you pick up at racetracks almost by instinct. “Yeah, he’s on the brakes early,” you can say because, over the years, you have been training yourself to notice things like weight transfer, causing the front to nose down by half an inch because the driver has gotten off the throttle. And it’s easy to transfer those traits from the racetrack to every day life.
A lot of people, however, do not think in ways that your everyday, run-of-the-mill gearhead does. Those are the people that, when waiting to cross at a crosswalk wait. They wait until they not only see the car is slowing, but until they see it is coming to a stop, and then they, sometimes, wait even further until the car comes to a complete stop and they make eye contact with the driver and the driver gives them a nod or motions them forward (or both) and then they cross the street.
For those people, who are the majority, how will the inevitable autonomous car let them know it’s okay to cross? Ford Motor Company and the Virginia Tech Transportation Institute have been working on just that.
Photo: Ford Motor Company.
Signals & Signs
FoMoCo and Virginia Tech are conducting user experience studies to suss out a way to communicate the vehicle’s intent by soliciting real-world reactions to self-driving cars on public roads. The team thought of using text displays, but reasoned that would require all people understand the same language. I would have rejected it because it requires people to stop, read, cognate, and react and that takes too much time. They also thought of using symbols, but that was nixed because symbols historically have low recognition among consumers.
Ford and VTTI found that lighting signals are the most effective means for creating a visual communications protocol for self-driving vehicles. Think of it as being akin to turn signals and brake lights, only more so. Turn signals and brake lights are already standardized and widely understood, so they reckon the use of lighting signals is the best way to communicate. The lighting signals will communicate if a vehicle is in autonomous mode or if it’s beginning to yield or about to accelerate from a stop. Makes sense, no?
To signal the vehicle’s intent to yield, two white lights that move side to side were displayed, indicating the vehicle is about to yield and come to a full stop. Active autonomous mode was signaled by a solid white light. Start to go was conveyed by a rapidly blinking white light that indicated the vehicle would soon be accelerating from a stop.
Photo: Ford Motor Company.
Candid Camera
To test this out, Ford equipped a Transit Connect with a light bar on the windshield. To go even further and not tip their hand that there was an actual human driving the thing, the VTTI team developed a way to conceal the driver with a “seat suit” so it looked like the van was empty. I know, I know, that’s going a bit far, isn’t it? Then again, this is real science, and a real study, and you best be figuring out how to negate outside undue influences and such. This is why studies are double-blind and things of that nature: eliminate all variables that can skew the results.
Ford and VTTI took it a step further even. While driving the simulated autonomous Transit Connect on public roads in northern Virginia, they captured pedestrian’s reactions on video. They logged over 1,800 miles of driving and more than 150 hours of data, including encounters with pedestrians, bicyclists, and other drivers at intersections, in parking lots, garages, and even airport roadways. The vehicle was studded with high-definition cameras to capture the behavior of other road users and provide a 360-degree view of surrounding areas as well.

Universal Language
Ford is hoping to create an industry standard and is already working with several organizations including the International Organization for Standardization and SAE International for a common visual communications interface across all self-driving vehicles, in all locations. Ford is also working on ways to communicate with those who are blind or visually impaired as part of this project too.
Will it work? They didn’t seem to run over anyone in northern Virginia so it worked in that sense, and besides, festooning cars with more lights and signals and all that, it does seem like a plausible and workable solution. Besides, we’ll have to do something along these lines, or nobody – cars, people the whole lot – will know what to do when the traffic light turns green.
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.
Photo: Ford Motor Company.
Photos & Source: Ford Motor Company.

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Separating From Social Media In 2018

Separating From Social Media In 2018 In the age of social media, more and more are posting about their travel adventures. Perhaps you have noticed this too? Or maybe you are among those posting about travel? A 2015 Adweek article by Kimberlee Morrison notes that 76 percent of users upload their vacation photos to social networks. Morrison also points out how those planning a vacation will often like or follow pages related to their upcoming travel.
Furloughs & Woes
A March 2017 Forbes feature by Jimmy Rohampton suggests Millennials look to social media to not only plan their vacation, but what to actually do when they arrive. Rohampton cites Morrison’s article, saying Millennials often dream about traveling while on social media. This could be looked at in two ways, the simplest being, as Rohampton mentions, that Millennials are not accustomed to living in a time without the internet. If they want to vacation, they use the internet to research popular spots, book flights, reserve hotel rooms, and so on.
The other side is as presented in the Ford 2018 Trends Report, where nearly half of the respondents between 18 and 29 say social media makes them doubt themselves. That finding appears under the report’s “Mending the Mind” category, which also reveals 65 percent of those 18 to 29 feel more stressed today than a year ago. Could the constant social media streams be a factor? And could that depression manifest itself through escape fantasies disguised as seemingly harmless travel plans?
According to the World Health Organization, more than 300 million people suffer from depression globally. On average, more women are affected than men.
Proper Considerations
We look hard at Millennials here, but any generational cohort can fall into this; consider today’s travel postings on social media yesterday’s columns on the topic in the newspaper. As a Generation Xer, I can relate, although I tend to gravitate toward music to let my stress go, but things like this are relative. If I cranked up Lithium, Sirius XM 34, to show my rebellious nature, I’m hardly different than someone in the Swing Era who spent their evenings in the company of Glenn Miller, Cab Calloway, and Benny Goodman. The thought of dancing to those loud orchestras in a fine suit with a beautiful dame!? Jackleg degenerates the whole of them!
But seriously, members of my generation are on social media too. And if Millennials are fantasizing about travel when using social media, than it’s likely other generational cohorts are too. Given that we know the link between social media and depression, are we surfing through, looking at photos of the beach and wishing that were somehow our own reality? Or photos of other people and wishing we were them? If the answer is yes, it might be time for a social media break in 2018 with, of all things, a vacation. A vacation from social media.
Generational Megaphones
My only personal social media presence is through Facebook. That is to say was through Facebook. Like many, I enjoyed keeping up with my my friends, seeing who was getting engaged, or who was expecting a child, or which car they were going to tinker with next. Through Facebook, I could keep with with them as they lived their lives.
Then the darker side.
As one photographer friend of mine puts it, everything bad in this world is given a microphone through social media. Don’t fit in at school and are different? Now the world is closing in, one heartless comment at a time. Struggling to make ends meet and fighting to stay afloat? One swipe down the news feed and it’s like everyone’s grass is infinitely greener, even if they overly polish that white picket fence to convince others it’s really white. Don’t subscribe to a certain religious, cultural, or political viewpoint? Well. Look out.

Historic Theaters & Shopping Bins
My breakup with social media has taken some time, admittedly. The wheels began turning in late 2016 when I attended a show at the historic Ryman Auditorium in Nashville, Tennessee. About halfway through Chris Janson’s set, I realized my face was buried in Snapchat the entire time. I was at the greatest venue in country music, but spending more time looking at my phone sending pictures than enjoying the concert. The thing is, most everyone else in there my age was doing the same thing. It was only the older country fans who were watching the stage, their hands devoid of any cellular device.
At that point in time, I was more concerned with what my friends thought of my stellar seats. I pictured telling my grandchildren one day, “I had the best seats in the house but didn’t really see Janson perform Buy Me A Boat or any other song.” When people asked me how the show went, I felt slightly wrong telling them it was awesome, since I spent half of it on Snapchat. Imagine telling those on Max Yasgur’s dairy farm in 1969 their Bic lighters were about to be replaced by something called an Android. Imagine the responses you might get. “Here, watch Jefferson Airplane and Joe Cocker through this handheld screen.”
Another critical moment came on a recent “Christmas shopping date” that involved Meijer and Hot Wheels cars. Random, I know. You know you’re from Michigan when you take her to Meijer to look at Hot Wheels. The date was a blast and we ended up digging through a bin with hundreds of Hot Wheels inside. Literally hundreds. A treasure trove of goodness. People passed by with their carts, looking at us like we were crazy, but you haven’t seen anything until you see a Michigan girl dig through a bin of toy cars with nicely manicured nails.
We found a Corvette Z06, Pontiac Firebird, Ford Raptor, and a Dodge Charger. I posted a picture of our impressive horsepower finds on my Facebook page and almost immediately regretted it. Even though it was a run to Meijer, something us Michiganders do on the daily, a level of intimacy was lost. When we are tempted to broadcast everything on social media, it can leave few memories for ourselves.

Making The Cut
But Carl, you need social media to be successful and to network and to find jobs. No you don’t. People were successful long before the digital age. Entire industrial empires from Ford to Boeing to Standard Oil were built before computers. Automoblog, like many other publications, has the usual social media channels for marketing and promotion, but I do not run them. We have a dedicated staff member responsible for our social media. Despite holding a partnership here and our Detroit desk, I don’t know the password to our Instagram account. I don’t want to.
Here at home, Lions quarterback Matthew Stafford is the highest paid player in the National Football League and he has not a single social media account. Jennifer Lawrence, star of the popular Hunger Games series, tells People “if you ever see a Facebook, Instagram or Twitter that says it’s me, it most certainly is not.” Actress Kate Winselt believes social media forces young women to mold themselves into something they are not so they will be accepted. Perhaps this is partly why the World Health Organization finds depression is more common in women?
What continues to alarm is how we may be looking through our feeds to escape our circumstances; that is worrisome. And like many others, I have fallen victim to that too. But not anymore. In 2018, my resolve is to not live through a social media lens. If I travel, I will focus simply on the beauty of the scenery rather than trying to upload photos of it. Sould I see a show, I will enjoy the music rather than a trying to post a quick video to my story. If I go on a date (let’s hope), I will have the freedom to enjoy that intimacy, without worrying how many “likes” I get.
“I like having privacy,” Stafford told ESPN Staff Writer Michael Rothstein in August. “I like having a personal life.”
Carl Anthony is Managing Editor of Automoblog and resides in Detroit, Michigan. He serves on the Board of Directors for the Ally Jolie Baldwin Foundation and studies Mechanical Engineering at Wayne State University.
Via Adweek: Social Media and Travel Go Hand in Hand.
Via Forbes: Does Social Media Make Millennials Want To Travel More?
Via ESPN: Meet the Matthew Stafford known only by his inner circle.
Via People: 15 Celebs Who Are Really, Really Not Into Social Media.

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2018 Toyota Camry XSE V6 Sedan Review

2018 Toyota Camry XSE V6 Sedan Review
The Toyota Camry was getting long in the tooth and the Japanese automaker just gave the popular sedan a complete makeover. Camry fans will love what Toyota has done both outside and inside by giving Camry a redo. It’s worth your time to take a look. It gets impressive new exterior styling and suspension upgrades, with enough of each to leave behind Camry’s ho-hum past. It’s more fuel efficient than before with a premium feel inside.
This week, we drove the upper-trim 2018 Toyota Camry XSE V6.
What’s New For 2018?
The 2018 Toyota Camry has been fully redesigned with upgrades that include a longer wheelbase, sleeker styling, revised rear suspension geometry, and two distinct styling themes depending on the trim level. The sportier XSE gets a special nose and rear bumper, along with a small spoiler on the rear deck and shaped sills along the sides. On its new chassis, the 2018 Camry is one inch lower, and a bit longer and wider for a sleeker, more firm stance.
Features & Options
The 2018 Toyota Camry XSE V6 ($34,950) gets a personality shift toward keener driving dynamics, courtesy of a sport-tuned suspension and revised steering calibration. The XSE variant also receives larger 18-inch wheels, and steering wheel paddle shifters for a sportier look and feel.
Other standard features include dual-zone automatic climate control, leather upholstery, heads-up display, blind-spot monitoring, keyless ignition, a power-adjustable front passenger seat, extra USB ports, a bigger 8-inch touchscreen, a premium JBL sound system, and Qi wireless smartphone charging.
This 2018 Camry tester came with the optional Driver Assist Package ($1,050), plus Bird’s Eye Camera view and Navigation ($940). Total MSRP including destination: $38,220.

Interior Highlights
Like the exterior, the interior of the 2018 Camry feels more stylish and premium, especially on this upper-trim XSE model. It gets more soft-touch materials and new colors that give it a more luxurious feel. The front seat bottoms have been redesigned and offer up extra comfort for longer trips in the sedan. We went to my daughter’s house for Christmas and felt rested even after the long drive.
The Camry XSE gets a new 8-inch touchscreen that’s easier to see, and the dashboard is bigger with contemporary lines. The new sleek look sets it apart from the outgoing model.
The XSE gets comfortable, heated leather-trimmed seats with 8-way power adjustments, so any size driver can find the perfect position. The cabin feels light and airy, and there’s lots of head, shoulder, and elbow room for drivers to get comfortable. Front and rear passengers have ample space around them, and rear passengers won’t feel encroached on if the front seat is all the way back.
The only complaint we have is with Toyota’s Entune infotainment and smartphone integration. It’s just not that user-friendly or as easy to use as rival systems. It’s the most noticeable shortcoming of this otherwise fully-redesigned family sedan.

Engine & Fuel Mileage Specs
The 2018 Toyota Camry XSE is powered by a 3.5-liter V6 engine, producing 301 horsepower and 267 lb-ft. of torque. The V6, now equipped with direct injection, comes paired to a new eight-speed automatic transmission to further improve fuel economy. EPA estimates are 22/32 city/highway and 26 combined mpg.
Driving Dynamics
After getting behind the wheel of the 2018 Camry, the first thing we noticed was the heads-up display. It comes standard on the XSE trim and it’s a nice addition, allowing the driver to keep their eyes on the road. We didn’t know why the display also had a compass showing the direction we were going. Toyota could leave that off and we wouldn’t be disappointed.
The Camry has a newly-updated 3.5-liter V6 and we took advantage of the extra power. We pushed the new sedan hard up the I-70 corridor into the mountains and could feel the available 301 horsepower when we needed it. The V6 delivers smooth power at any time and the eight-speed transmission works perfectly without the need to downshift and hunt for the right gear. We used the steering wheel paddle shifters all week and found the driving experience enjoyable. Not something we could say before this model year.
The new sport-tuned suspension offers up a more engaging driving experience versus the outgoing model. We took the mountain curves in full stride with minimal body lean. The XSE does come with a plethora of safety aids, but they can be overly sensitive at times, especially if you like to hug the outside lines.
Conclusion
The 2018 Toyota Camry XSE has a luxurious interior, comfortable ride, and comes with plenty of safety features. Overall, it looks more stylish and feels more premium, especially on this upper-trim XSE model.
Denis Flierl has invested over 25 years in the automotive industry in a variety of roles. Follow his work on Twitter: @CarReviewGuy
2018 Toyota Camry XSE Gallery

2018 Toyota Camry Official Site.
Photos: Toyota Motor Sales, U.S.A., Inc.

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2018 Mercedes-AMG E63 S Wagon: The Miles Davis & Bob Marley Kind of Cool

2018 Mercedes-AMG E63 S Wagon: The Miles Davis & Bob Marley Kind of Cool You remember that guy in high school that somehow ended up with his grandparent’s station wagon? And how he would swear up and down that it was “cool.” And people would point and laugh, or perhaps his friends would try and point out that “wagons just aren’t cool, man.” There is no way a Chevy Impala wagon or Ford Country Squire, with those genuine plastic fake wood grain walnut veneer side panels, is Right or Cool. I mean, you could have Miles Davis driving one with Bob Marley sitting in the passenger seat rolling up spliffs the size of a dachshund puppy with Coltrane jamming on the megawatt stereo, and even that wouldn’t make a wagon cool.
Try as you might to fix it up – mags and tires, a loud exhaust, fiddling with the engine – Chevy Impala wagons or Ford Country Squires are never going to be as cool as the JV quarterback’s El Camino or the prom king’s Z28. But suppose they were? Suppose someone like, oh, Mercedes-Benz let their skunkworks crew at AMG loose on an E-Class wagon that a well-to-do Dortmund hausfrau would drive? Would that be cool? Let me just put it this way: It would be so cool, you could keep a side of beef in it for a week.
Hot V Power
The 2018 Mercedes-AMG E63 S Wagon is as practical as a wagon can be. Tons of modern connectivity and high-tech goodies, 35 cubic feet of trunk space in the way back, a 40:20:40 split rear seat, and a price tag of $106,950 (gasp!). But this thing could haul you and the fam on a Griswold-style vacation, so who cares? This thing can haul your butt from zero to 60 mph in 3.4 seconds and max out at 180 mph. The 2018 Mercedes-AMG E63 S Wagon can even lap the Nürburgring in 7:45.19
So bear with me as we put aside all that practicality, connectivity, comfort, convenience and such to dwell ‘neath the hood for a nice long while, and gaze lovingly at that monster of an engine. It’s a handcrafted AMG 4.0-liter V8 bi-turbo plant, with twin-scroll turbos nestled inside the V, known in Mercedes-Benz speak as “hot inside V.” Said mill puts out 603 horsepower and 627 lb-ft. of torque. They say the “AMG V8 sound might not be family-friendly,” and all I could think was “in your family maybe.”
And the rest of the drivetrain is just as impressive.
Photo: MBUSA.
Traction Jackson
The engine is coupled to a AMG SPEEDSHIFT MCT 9-speed transmission, using a wet clutch in place of a torque converter; from there it’s the AMG Performance 4MATIC+ all-wheel drive system that puts power to der Bahn through all four tires. The 4MATIC+ system has fully-variable torque distribution between the front and rear axles. And, given the digital nannies between your right foot and the pavement, all you have to do is mash the loud pedal and this thing Goes with a capital “G” under all road conditions: dry, wet, or snow-covered. Mercedes-Benz says the transition from rear-wheel to all-wheel drive and back again is seamless. The front to rear split is controlled by an electromechanically regulated coupling, connecting the permanently-driven rear axle variably to the front axle, so you can go from traction-oriented all-wheel drive to pure rear-wheel drive.
Mercedes-Benz says without a hint of irony: “It is still possible to drift thanks to fully variable torque distribution.” Mercedes-Benz, the most buttoned-down and conservative of the automakers, from a country not exactly known for producing people like Flavor-Flav, makes a car that can drift on purpose. Indeed there is a Drift mode waiting for you at the touch of (several) buttons.
Photo: MBUSA.
Braking & Suspension Tech
The ride is governed by an all-new AMG multi-chamber air suspension, set up with continuously variable damping for remarkably high levels of camber stability and steering precision. The air spring stiffness can be adjusted over a wide range to improve comfort and handling, while reducing roll and pitching. Adaptive damping comes in three selectable modes: Comfort, Sport, and Sport+.
The rear differential is an electronically controlled limited-slip deal for more bite out of curves. You can also select from five AMG programs: Comfort, Sport, Sport +, RACE, and Individual to monkey with essential parameters like engine response, transmission, suspension, steering, stability control, and various all-wheel-drive settings.
Wanna stop? The 2018 Mercedes AMG E63 S Wagon whoas up with internally ventilated and perforated 15.4-inch compound front brake discs, with six-piston fixed calipers. The rear uses 14.2-inch discs and single-piston floating calipers. The AMG Carbon Ceramic Composite Braking System is optional and expensive, but it will stop you hard enough to detach a retina. In other words, it’s worth every penny.
Cool Factor
So is the Mercedes-Benz AMG E63 S Wagon cool? You bet it’s cool, and no Miles Davis or Bob Marley with dachshund-puppy-sized spliffs needed. Plus, the interior looks like a Bond villain’s lair. I’ll still keep the Coltrane though.
Tony Borroz has spent his entire life racing antique and sports cars. He is the author of Bricks & Bones: The Endearing Legacy and Nitty-Gritty Phenomenon of The Indy 500, available in paperback or Kindle format.
Mercedes-Benz AMG E63 S Wagon Gallery

Photos & Source: MBUSA.

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Memory Lane: Life Behind The Gasoline Pump

Memory Lane: Life Behind The Gasoline Pump
Selling is an art, but I never mastered it. Yet, in the late seventies, I worked as a sales rep for a major oil company. I had a territory of about 40 gas and service stations, gas bars, and a relatively small number of convenience stores. At that time, convenience stores offering self-serve gasoline and basic groceries were few and far between. Now, they have become the norm, and a lot of garage owners do not sell gasoline, preferring to concentrate on mechanical repairs. The markup is so small that it’s just not worth it to stop whatever job they are doing to pump a few dollars worth of gas.
Regions of Interest
From the northernmost to the southernmost gas stations in my territory, I had to drive some 200 miles to get to them. Of course, I didn’t visit those in the same day. I planned my weeks accordingly, trying to visit each station once a month. Apart from a city of about 100,000 inhabitants where I had about five or six stations, most of my customers were out in the sticks. So, I drove a lot of miles and experienced white line fever, or is it yellow these days?
In addition to covering my territory, I had to go to the district office once in a while for sales meetings with other reps, the sales manager, and the manager. The sales manager would have all the data on how much gasoline each station purchased, as well as oil, washer fluid, and so on. Since they were under contract with the oil company, they had to purchase their supplies from us. I never saw competitors’ products in any of the gas stations in my territory. The contracts were normally for ten years. Before the end of the contract, we would renegotiate with the retailer, and if he wasn’t happy, he could sign with another company, usually for a higher margin on gasoline profit. The company owned a few gas stations that were leased. Most were independently owned stations that sported the colors of the oil company and offered their products.
Big Promotions & Busted Transmissions
In the spring and fall, we usually had promotions. For the fall promotion, I had rented a trailer to house all the signs, leaflets, posters, and other promotional material. I was the one responsible for fastening the large plastic posters to lamp posts and informing each retailer about the new promotion. I visited my customers in record time. Unfortunately, the end result was a damaged transmission toward the end of the trip, forcing me to drive strictly in second gear. I managed to finish my work, return the rented trailer, and make it home. I was told to drive the car to the refinery about 80 miles away, which I did (in second gear) using country roads. At the refinery, I took possession of a new company car, a Chevrolet Malibu station wagon, black. I always had a thing for black cars, even though dirt stands out just looking at them. It had a 305cid engine. With a station wagon, I could load up promotional material without having to rent a trailer.
Super Trooper
One time, I got a ticket for driving with summer tires in winter. There was a police school in my territory and the recent graduates would exercise their “skills” at handing out tickets. There I was, driving at the speed limit, for a change, when a kid stopped me. He checked the car over, especially the rear tires and asked me for my papers. Handing him my driver’s license, registration, and insurance, I told him I was not speeding. He didn’t say a word and went back to his cruiser where an older, more experienced policeman was sitting in the front passenger seat. After a while, the kid came back and handed me a ticket. I said “what for?” He replied that I was driving in December with summer tires. I told him that it wasn’t against the law. But he retorted there was snow on the ground and that constituted dangerous driving, that’s why I got the ticket. It was BS and I was livid. What could I do? He had the badge and the gun.
Fair Enough
Although I wasn’t the best salesman, I wanted to earn my salary and did my best. The company also had sub-brands of motor oil and other oil-based products they wanted us to sell to independent gas stations that were not affiliated with any of the large oil companies, “jobbers” they were called. I put my best foot forward and sold more than my quota, which won me a weekend trip to see a National League baseball game, all expenses paid.
Summertime was when the brass would show up and tour each territory. I had gone to all my stations the month before the big visit to make sure the lots and buildings would be clean, the gasoline islands freshly painted, and so on. I carried the paint with me in the station wagon and would give it to the owners. The paint was that of the company colors for uniformity and also as part of their contract. Of course, one or two didn’t get with the program and the old paint was still there on the island, cracked and peeling after a winter of wear and tear. I must admit, however, they did repaint after I pointed it out again.
Regardless, the big boss was impressed enough with my efforts that he picked me to spend a week at a National Fair to represent the company. They would reimburse my hotel and meals, just like they did when I travelled in my territory. I had to dress up as a gasoline pump attendant from the 1920s. The uniform looked like a policeman’s uniform of that era. The shirt and pants were green, similar to the company’s colors. I wore a cap and made sure the visor was polished, like my shoes. The uniform was replete with a bow tie, Sam Browne belt and gaiters. Check your oil, sir? Actually, they didn’t ask back then. They just did it, and also washed the windshield.

The Wonderful Whippet
The area where I was stationed, as it were, was out in the open and cordoned off. Luckily, it never rained while I was there. In my little corner, there was an old gasoline pump with the glass container on top. I don’t remember if it was a single or double pump. The attendant would pump gasoline in the glass container, which was graduated, then fill the customer’s tank. They knew exactly how much gas had been put into the car. They didn’t have meters back then.
And as part of my display, I parked a 1928 Whippet next to the pump. After my shift, I would drive it inside a building where I kept it overnight. The Whippet was manufactured by Willys-Overland between 1927 and 1931. Like car manufacturers still do today, companies boasted improvements to their automobiles each year: more cargo space, larger wheelbase, more powerful engines, and so on. The major improvement on the 1928 over the 1927 model was the addition of two more brakes. On the 1927 car, they only had brakes on one axle. In 1928, they had brakes on all four wheels. They didn’t have hydraulic brakes on those cars, they were mechanical. This meant if the brakes were not perfectly adjusted, the wheels would not all stop at the same time, which made it a bit tricky to drive, or at least stop.
The Whippet sold well and you could purchase one for about $700 and change. It had a Knight six-cylinder engine and the car was built to high standards. The competition was fierce, in that segment as they would say today, from such manufacturers as Chevrolet, Ford, Essex, De Soto, Plymouth, and Pontiac. Henry Ford’s Model A became a formidable rival due to the fact it cost much less at $500, yet its 4-cylinder engine developing 40 horsepower to the Whippet’s 50 horsepower proved to be powerful enough. Because of the depression, competition, manufacturing costs, and licensing fees, Willys stopped production of the Whippet in 1931.
People, especially older folks who remembered that era, would stop by and have their picture taken with me. Sometimes, the sales director of the oil company, who had selected me to be there, would drag me away to hand out certificates at a meeting or other event. And for photo ops and promotions.
1926 Willys Whippet on display at the 2010 Autotron Classic in Rosmalen, Netherlands. Photo: Alf van Beem.
Life Goes On
After the fair ended, I returned to my territory. In the summer, we also organized promotions with tire companies, during a big opening for example. I was fortunate to be able to visit a tire manufacturing company. And I visited one of the company’s oil refineries. An engineer accompanied us and explained the process as we toured the facility. It was also on a dedicated lot at the refinery that I had to undergo a defensive driving course and skid control training as part of my employment. Every day, I continue to use the skills I learned there and I am very grateful for it.
At the end of the day, being a salesman was just not me. Although I didn’t deal with the public, only the retailers, I found the work humdrum. I’m not knocking it. Some guys and gals have made successful and happy careers as sales reps. But in my mind, there was a limit to what the retailers could order. If their garage was in a two-horse town, how much motor oil could they push? Working as a sales representative for a major oil company did allow me to discover another world beyond a plain old gasoline pump, however.
I eventually quit the oil business to become a helicopter pilot. And at one time, I was in the dairy business too. I miss driving that Whippet, though; starter button on the floor that you pressed with your foot, or crank started it. Sweet!
Michael Bellamy is the author of our Memory Lane series. He enjoys driving his 1997 Lincoln Mark VIII LSC and 2003 Dodge Dakota.

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A Comprehensive Look At The Technology Behind The 2018 Hyundai Ioniq

A Comprehensive Look At The Technology Behind The 2018 Hyundai Ioniq The eco-friendly Ioniq has three different electrified powertrains on a single, dedicated platform Hyundai says offers the latest safety and convenience technologies. The model range has been simplified to include only two trims, Electric and Limited, while a Plug-in Hybrid model joins the lineup. Overall, the Ioniq offers buyers an efficient mode of transportation at a fairly modest price point.
Power & Performance
Ioniq Plug-In Hybrid
The 2018 Ioniq Plug-in Hybrid provides an all-electric range of more than 29 miles, 119 MPGe in EV mode, and 52 mpg in hybrid mode. Hyundai utilizes a Kappa 1.6-liter direct-injected Atkinson-cycle four-cylinder engine with improved thermal efficiency. It’s paired to a six-speed double-clutch transmission and a 45kW (60 horsepower) electric motor. The electric motor can function up to 75 mph, with instantaneous torque at low speeds and available power-assist at higher speeds.
Ioniq Hybrid
The Ioniq Hybrid’s 32 kW electric motor creates 43 horsepower and an estimated maximum torque of 125 lb-ft.; the lithium-ion polymer battery has a 1.56 kWh capacity. Total system output is 139 horsepower with an EPA-estimated 58 combined mpg, the highest rating of any non-plug-in vehicle in the United States, according to Hyundai.
Ioniq Electric
Customers can opt for the Ioniq Electric, a completely electric vehicle with a 28 kWh lithium-ion polymer battery and an estimated range of 124 miles. The 88 kW electric motor, paired to a single-speed, reduction-gear transmission, has a maximum output of 118 horsepower and 218 lb-ft. of torque. According to Hyundai, the Ioniq Electric’s EPA-estimated 136 MPGe rating is the highest of any electric vehicle in the United States.
2018 Hyundai Ioniq Electric. Photo: Hyundai Motor America.
Battery Composition
One of the central components of the Ioniq is the battery, designed to be compact, lightweight, and highly efficient. Battery power for each Ioniq model comes from something called a permanent magnet synchronous motor. Hyundai says the parts were “optimized by reducing the thickness of core components by up to 10 percent and adopting rectangular-section copper wire to decrease core and copper loss.”
The lithium-ion polymer battery pack is 20 percent lighter than non-polymer lithium-ion batteries, something Hyundai believes is key for efficiency and interior room. With the battery’s placement (under the rear seats) and the vehicle’s center of gravity taken into account, the Ioniq Hybrid provides over 120 cubic feet of total interior volume. The Ioniq Plug-in Hybrid and the Ioniq Electric, despite having larger battery systems, still offer nearly 120 cubic feet of interior volume. The Ioniq Electric has Level 3 DC fast-charging capability.
Transmission Tech
The Ioniq Plug-in Hybrid and Hybrid both feature the aforementioned six-speed EcoShift dual-clutch transmission. Low-friction bearings and low-viscosity oil are hallmarks of the transmission, designed to be more fun to drive. Hyundai notes the criticisms of Continuously Variable Transmissions, saying the “rubber band-like acceleration” synonymous with the typical hybrid is not a characteristic of the Ioniq. Drivers can even select a Sport mode which holds the lower gears for longer, and combines engine and electric motor power for more spirited driving.
Light & Tight
Hyundai’s engineers pursued significant weight reduction targets to increase efficiency and performance. Aluminum was utilized for the hood and tailgate, which dropped 27 lbs. from the Ioniq. The lead-acid auxiliary 12V battery found in other hybrids was cut from the Ioniq Hybrid, a savings of 26 lbs. Less obvious components, like the cargo screen cover, saw a weight reduction.
The Ioniq Plug-in Hybrid and Hybrid use a multi-link rear suspension, complete with dual lower control arms to enhance ride and handling. Aluminum usage throughout the suspension saves about 22 lbs. – roughly 13 lbs. in the front and another nine in the rear. The Ioniq Electric utilizes a torsion-beam rear axle, providing more space for the 28 kWh lithium-ion polymer batteries. The steering and regenerative braking systems received additional tweaks while Michelin low-rolling-resistance tires were added. Overall, Hyundai says the focus was to create a responsive and engaging vehicle.
Structurally, the Ioniq is more than 50 percent advanced high-strength steel to provide the torsional rigidity necessary for both performance and safety. Over 470 feet worth of advanced structural adhesives are employed to increase rigidity and facilitate weight reduction.
2018 Hyundai Ioniq Plug-in Hybrid. Photo: Hyundai Motor America.
Aerodynamic Art
Similar to the weight reduction measures, specific aerodynamic targets were set. Throughout development, engineers and designers worked closely to ensure a stylish and functional design. Applications like front wheel air curtains, a rear spoiler and diffuser, side sill moldings, and a closed-wheel design contribute to a high aerodynamic efficiency of 0.24 Cd. Further, the Plug-in Hybrid and Hybrid feature a three-stage active air flap integrated with the front grille.
Hyundai says form and function evolved simultaneously in a complementary fashion, something Ioniq buyers will likely appreciate.
Eco Interior
Recycled and other ecologically-sensitive materials are found inside the Ioniq, one of the car’s most interesting but little known facts. The interior door covers are made of plastic combined with powdered wood and volcanic stone, and there are less oil-based products inside overall. Raw materials extracted from sugar cane were applied on the headliner and carpet, for example. Renewable ingredients extracted from soybean oil were used for the metallic paint seen on the Ioniq’s various components.
Photo: Hyundai Motor America.
Connectivity & Security
The 2018 Ioniq features Apple CarPlay, Android Auto, and Hyundai’s Blue Link connectivity services. The latter offers Remote Start with Climate Control, Destination Search powered by Google, Remote Door Lock/Unlock, Car Finder, Enhanced Roadside Assistance, and Stolen Vehicle Recovery. Blue Link is also compatible with Amazon Alexa, Android Wear, and Apple Watch.
Advanced safety features include Smart Cruise Control, Automatic Emergency Braking with Pedestrian Detection, Lane Departure Warning with Lane Keep Assist, and Dynamic Bending Lights. There are seven total airbags, including a driver’s knee airbag.
Color Choices
The Ioniq comes in Black Noir Pearl, Symphony Air Silver, Electric Blue Metallic, Ceramic White, Summit Gray, and a new Scarlet Red for the Hybrid model.
Carl Anthony is Managing Editor of Automoblog and resides in Detroit, Michigan.
Photos & Source: Hyundai Motor America.

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