First-Ever BMW i8 Roadster Revealed

First-Ever BMW i8 Roadster Revealed Hey, BMW actually went and made a convertible version of their i8! That’s . . . that’s actually kind of cool! The i8, although not everything it’s cracked up to be, is a very interesting idea, and (thankfully) points to a green way forward that is not slow, dowdy, hair-shirted, and boring. Look: I know, you know, and anybody with half a brain knows that we are going to be driving electric cars, or some sort of hybrid car in the future. And I’ve said this countless times: if car manufacturers can make something like a Tesla Roadster in a Miata-like package and sell it inexpensively, the world will beat a path to that automaker’s door.
And BMW might be showing us the way forward.
Efficient Setup
The BMW i8, the first generation or this current iteration, are not the answer I just described. They’re not exactly cheap nor are they really sports cars. What they are though, is a good indication of how a car company can move forward with various and sundry green initiatives and still have cars that are fun to drive and, you know, behave like the cars we already enjoy. The i8 uses a fairly complex layout of batteries and electric motors and a small, gas-fueled engine. The engine is there to provide forward momentum to the rear wheels only and to charge the batteries. The idea is that you drive around on EV power as much as you can, but if you start to run out of juice, the engine kicks in, charges the EV system, and you’ve still got motive power as long as there’s gas in the tank. You can drive around town as an EV, then take off for the hinterlands hundreds of miles away, and not worry about range.
Open Air Excitement
The most important thing about the 2019 BMW i8 is how you can now get it in a drop-top convertible. Although this is not a targa or some slight of hand like, the i8 Roadster does have those silly humps and roll over structure deals behind the passenger compartment. It’s one of those lawyer things; I don’t really care for them in general and I think they kind of ruin the lines here. The lines of the BMW i8 are, well, they are still unconventional. It’s not a bad looking car, per se, it just seems BMW went out of their way to make it look futuristic, but kind of missed on the overall style. Still, it’s not a terrible looking car.
Bucking the ongoing trend of folding hard tops, the i8 Roadster goes with an all-season fabric soft-top with additional soundproofing baked in. The top, which is electrically operated, can be opened or closed in less than 16 seconds and while the vehicle is in motion up to 31 mph, a flashy but cool thing to do. BMW says the i8 Roadster’s top stows away in a perpendicular position, and honestly, I’m trying to picture what they mean by this. I guess the best I can do is trust that it goes back there somewhere and that everything will be okay.
There’s also some fancy colors and trim options. Specifically, we’ve got E-Copper metallic and Donington Grey metallic added to the palette. We have new versions of the standard 20-inch BMW alloy wheels in a radial-spoke style bicolor design with a Jet Black theme as an option.
Photo: BMW of North America, LLC.
Power & Performance
BMW, never one to not over-label things, calls the drivetrain package “BMW eDrive technology, BMW TwinPower Turbo technology.” Sure, whatever. What that basically means is the internal combustion engine and plug-in hybrid-specific all-wheel drive system work in concert as a squadron of computers see fit, so all you have to do is mash on the “gas” pedal, and down the Straße you go.
What it means in more detail is that the i8’s TwinPower Turbo plant is a 1,499 cc three-cylinder gasoline engine, that on its own puts out 228 horsepower and 236 lb-ft. of torque. The engine’s power is delivered to the rear wheels only via a six-speed Steptronic automatic transmission. The electric motor takes care of the front wheels through a two-speed automatic gearbox. Why the Bavarians threw a gearbox in there is beyond me, but there it is.
The lithium-ion battery pack has greater battery cell capacity, going up from 20 to 34 ampere hours; gross energy capacity improves from 7.1 to 11.6 kilowatt hours. Since the batteries now hold more juice, the extra energy reserves increase the electric motor’s peak output by 12 horsepower to 141 horsepower. And of course, all of the electric torque (184 lb-ft.) is available from a standstill. All this adds up to an electric only range of 18 miles, 30 percent more than before. Ergo, if you add the electric torque and power from the front wheels with the engine power heading to the rear, you get a car that really goes, turns, and stops like a BMW should. 60 mph comes up in 4.4 seconds for the BMW i8 Roadster while the top end is electronically limited at 155 mph. Boo! Hisssss! How do we take the limiters off?
Photo: BMW of North America, LLC.
Pricing & Availability
Sadly, no word from BMW on price or availability. The first generation i8s weren’t cheap, but they weren’t all that crazy expensive either. Is it worth it? That’s up to you to decide. If the roadster isn’t your thing, a coupe option is available as well. The charts below explain the high points of each car. The i8 is a pretty good answer on how we move forward without wrecking the planet any more than we already have. And besides, if BMW can work the kinks out of the drivetrain in this car, imagine what they could do with it in other cars.
Tony Borroz has spent his entire life racing antique and sports cars. He means well, even if he has a bias towards lighter, agile cars rather than big engine muscle cars or family sedans.











Photos, Charts, & Source: BMW of North America, LLC.



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Lexus LX 570 Axes Third Row, Goes For Less Is More Approach

Lexus LX 570 Axes Third Row, Goes For Less Is More Approach Well this is a weird idea. You know how SUVs always seem to aim for that elusive third row? Even if there’s no room back there, automakers find a way to cram that final row in so they can say they have a “family-oriented” product or something along those lines? Yeah, that. Well, Lexus has decided the cool thing about their LX 570 is how they have taken the third row out.
Lexus’ whole counter trend here comes down to two words: cargo capacity. By ditching the third row, the LX 570 gets you 50.5 cubic feet of carrying space behind the middle row, versus “just” 44.7 cubic feet for the three-row model.
Lexus also throws in a roof rack with rails. So, without coming out and saying it, it becomes plenty plain to see the LX 570 is about hauling stuff, and not necessarily kids.
One Stop Shop
As a matter of fact, Lexus has paired down a lot about what you can and cannot get in the LX 570. For example, unlike a lot of cars, the LX 570 comes in one, and only one trim level. Lexus uses the phrase “one comprehensive trim level” which sounds kind of stern to me, but let’s go with it for now. This mono-spec trim level, they say, “enhances customer value by making ordering a vehicle as easy as choosing the exterior and interior colors.” No fuss, no muss, badda-BING! ya got yourself an SUV. I can appreciate that, but it does seem rather counterintuitive in this day of everything must be personalized to me, for I am special. And on top of that, they are going to try and sell this idea to Lexus customers. This is not the Ford Model T/’any color you want so long as it’s black’/basic transportation demographic they’re aiming for here.
Yes, the LX 570 comes with a lot of standard luxury goodies like a leather interior, four-zone automatic climate control, a power tailgate, moonroof, and 20-inch wheels. It also comes standard with Intuitive Park Assist and Blind Spot Monitor with Rear Cross Traffic Alert, and all those other safety doo-dads that help you be a much more lazy driver than you should. You can also chuck in the standard Panoramic View Monitor and the 12.3-inch Navigation screen, I suppose.
Until now, the LX has been a three-row luxury vehicle with seating for up to eight. However, Lexus said some customers indicated they did not use the third row and expressed a preference for more interior cargo space. Photo: Toyota Motor Sales, U.S.A., Inc.
Useful Tech
Standard gear also includes Lexus Enform Remote so you can remotely view and control certain features on your SUV. Stuff like locking or unlocking the doors, remote-starting or stopping the engine or climate control (handy on cold or hot days), or locating the vehicle in a parking lot (because you have no short term memory). The app works on both iOS and Android devices, by the by. They also give you Lexus Enform Safety Connect, which puts you in touch with Enform response centers 24/7/365 in case something goes really wrong (e.g. bad part of town at night scenarios). Also included is Lexus Service Connect that can relay the vehicle’s service needs to you so you can set up reminders and alerts and schedule appointments and such. Both subscriptions are complimentary for the first 10 years of ownership. Which is a nice perk.
Power & Performance
The underpinnings of the LX 570 are just like those of its sibling. It looks like the three row version with the same grille, trim, and triple-beam LED headlamps. On-road or off, the LX 570 is propelled by a 5.7-liter V8 engine, putting out 383 horsepower and 403 lb-ft. of torque when coupled to an 8-speed automatic transmission. This adds up to 7,000 lbs. of towing capacity (there’s a standard integrated tow hitch receiver). The engine produces 90 percent of its peak torque at 2,200 rpm, which will help when towing.
Yeah, of course there’s a bunch of computer controlled stuff that makes driving around in the 570 easier. Long gone are the days of getting out of the truck with a pair of slip-joint pliers to lock the front hubs. Thanks to a Drive Mode Select dial on the center console, the LX 570 adjusts this way and that through the powertrain and Adaptive Variable Suspension. They work in seamless coordination without the driver noticing very much.
The body-on-frame construction provides ruggedness and durability for challenging driving conditions, according to Lexus. Photo: Toyota Motor Sales, U.S.A., Inc.
Pricing
Although they don’t say when you can pick up your new Lexus LX 570, they do say the starting price is $84,980. HOLY SH-how much? You have got to be joking? That’s what a Corvette ZO6 goes for. I mean, I get these things are nice and all that, but that’s a lot of green. Right. Right. I get it. Not everyone shares my vehicle priorities. So if you are one of those people who takes off to the mountains with a few friends for a weekend of snowboarding or needs to haul a lot of jai alai gear down to the fronton, you might want to consider the Lexus LX 570.
Tony Borroz has spent his entire life racing antique and sports cars. He means well, even if he has a bias towards lighter, agile cars rather than big engine muscle cars or family sedans.
Photos & Source: Toyota Motor Sales, U.S.A., Inc.



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2018 Kia Niro Plug-in Hybrid: Product & Performance Overview

2018 Kia Niro Plug-in Hybrid: Product & Performance Overview
You can say a lot of things about Kia, but you can’t call them slow to react. It seems they’ve been making a habit of rolling out a particular car, either an established model, or in this case, a new one like the Niro, and pretty soon after, the higher-tech models follow. The Niro is a little urbo-box/crossover-like thing, and this new hybrid turns in some pretty impressive numbers. It can run 26 miles using just electric power and returns 46 combined mpg with an all up range of 560 miles. Not bad at all.
The Niro Plug-­in Hybrid is part of Kia’s EcoDynamics sub­brand. That smaller slice of the pie already includes cars like the Optima Hybrid, Optima PHEV, and Soul EV. No word yet if it will spin off into its own autonomous brand, or if it’s just a way to establish some green credibility, but Kia does seem serious about all this.
Similar Approach
Kia says the new Niro Plug-­in Hybrid offers the same stuff already found in the regular hybrid, but with a few new cool touches. The grille is slightly different and there are hybrid blue exterior accents. There are also available LED headlamps, a charge port door on left front fender (i.e. that’s where you plug it into the wall socket), an available 7­-inch color instrument cluster with digital tach, and “ECO/Plug­In” badges so you can flaunt your own green credibility.
Photo: Kia Motors America.
Performance & Charging
Drivetrain-wise the Niro combines a 1.6-liter gasoline direct injected four­-banger with an 8.9 kWh (59 kW) lithium­ polymer battery pack, and a 60­ horsepower (44.5 kW) electric motor. The setup is optimized for fuel efficiency and electric range rather than performance, but it’s not like anyone was going to confuse this with a Stinger anyway. All this MPG-orientation results in 48 city, 44 highway, and 46 combined.
If you’re really into saving energy, the Niro even offers “Driver Only Air Conditioning,” which sends the ventilation toward the driver and decreases the power consumption of the air conditioning system.
Kia has also squeezed more out of the high voltage battery, bumping it .34 kWh more than the Niro hybrid. The battery sits under the cargo floor and the rear seat so you get largely unaffected hauling capabilities. If you plug the thing into a 240V (Level 2) charger, you get full juice in around two and a half hours. Going with the regular household current of a 120V charger, it can be filled up in under nine hours. In other words, drive it around all day, park it in your garage, plug it in overnight, and you’ll be good to go for your morning commute. Kia’s UVO eco feature allows you to remotely monitor and charge the vehicle’s battery, and arrange charging schedules to take advantage of off peak utility rates.
Photo: Kia Motors America.
Transmission & Chassis
The power is transferred to the ground via the same six speed dual-­clutch automatic transmission as in the normal Niros. You can choose from four driving modes: EV, Hybrid, Eco, or Sport. They say Sport is there to take advantage of the combined output of 139 horsepower and 195 lb-­ft. of torque. Sure, why not. Sounds fun.
The Kia Niro rides on its own dedicated platform, employing over 50 percent advanced high-strength steel. Further use of hot stamped steel components and industrial joint adhesives increase torsional rigidity and improve overall structural integrity. Naturally they’ve tried to drop the weight wherever they can. Kia rolled in an aluminum hood, tailgate, and several suspension bits, including the front lower control arms, front and rear knuckles, and even the brake calipers.
With all that, I could see a lot of younger, urban buyers lining up to buy these things.
Tony Borroz has spent his entire life racing antique and sports cars. He means well, even if he has a bias towards lighter, agile cars rather than big engine muscle cars or family sedans.
2018 Kia Niro Plug-in Hybrid Gallery














Photos & Source: Kia Motors America.



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Supercar Superbuild Shines With Honest, Heartfelt Approach

Supercar Superbuild Shines With Honest, Heartfelt Approach When we see our dream cars they always look so pristine and perfect. In fact, they look so good it’s hard to imagine them as anything but perfect. Yet, how our dream cars arrive at this point is something of a story, and Supercar Superbuild on the Smithsonian Channel tells that story in vivid detail. The show goes behind the scenes where we see the high-stakes gambles, engineering challenges, impossible deadlines, and clandestine meetings that often make up a car’s life.
“Part of the story telling is about the stakes involved and these massive bets made by teams of talented people,” explained Dylan Weiss, Executive Producer of Supercar Superbuild for Cry Havoc Productions. “There is a lot of heart and hard work and effort that goes into making a car, and it’s much more than the collection of its parts.”
Little Wonders
Weiss says doing the show has taught him even the smallest, most insignificant parts are anything but. He still marvels at the thousands that need to be designed, engineered, and tested for any one vehicle. These little, yet significant realizations are woven through the Supercar Superbuild fabric, and for viewers the payoff is remarkable.
“We have been very fortunate to get this working man’s Ph.D. on how a car factory works,” Weiss said. “When we walk up and down the lines and see little grommets – somebody had to make that – they are making that to put food on their table and to put their kids through school.”
Eventually, all those little grommets add up to our favorite cars.
“I can’t think of a better thing than how out of that comes this product of joy for someone else,” Weiss continued. “My hope is that if people catch our show, they get a chance to see that.”
A Porsche 911 on the line before being “married” to its engine in Zuffenhausen, Germany. Porsche is one of the manufacturers featured in season two of Supercar Superbuild. Photo: Dylan Weiss.
Profound People & Powerful Impacts
The archival footage and historical information is one of the most enjoyable parts of the show, and we see plenty of both this season. We also meet the executives, artisans, designers, and engineers responsible for getting our dream cars to reality. As we get to know them, we begin to understand how our favorite cars come to fruition, and why they contain the engineering and design characteristics they do.
“There’s a lot of humanity to it,” Weiss said. “Every brand is different for a reason, and I think the people behind those brands ought to be celebrated, both for their engineering prowess and their craftsmanship.”
One example Weiss cites is when their cameras traveled to Detroit, Michigan to cover the Chevy Camaro for the show’s current season. Prior to meeting Camaro Chief Engineer Al Oppenheiser, Weiss had met Dave Pericak, who before his current role as Ford’s Engineering Director for Unibody, was Chief Engineer of the 50th Anniversary Ford Mustang. These two engineers overseeing two different platforms had a profound impact on Weiss.
“I can’t think of two guys who represent their cars better,” he said. “That chess match they play every year: ‘how much horsepower is he going to go up by, what do I have to do, how much faster do I have to get’ – that back and forth is pretty incredible.”
“I don’t necessarily look at a Camaro as a Camaro, I look at it as Al’s car,” Weiss said, who snapped this photo of a 2016 Camaro SS at Lansing Grand River Assembly. “Even if I end up in an airport with a rental, it’s not just some big bleak corporation; it’s a person’s machine, and they put their heart and soul into it.”
Generational Pride
The automotive business is similar to other industries in the sense it is passed down from generation to generation. We see this in Detroit, our publication’s principal location and home. Much like a Midwestern farmer might be honored to pass his land to his eldest son, it’s a similar idea here in the mighty Motor City. Weiss says this idea – like the small parts on the assembly line or two engineers in competition – has really stuck with him.
“We’ve been fortunate to connect with all of these multi-generational stories, especially in areas like Detroit or the Midlands of the UK, where jobs are almost handed down father to son, mother to daughter, mother to son; however you wanna do it,” Weiss said. “We end up meeting a fair number of GM families or Ford families or Alfa Romeo families.”
During season two of Supercar Superbuild, a father-and-son duo who work together in the Jaguar factory are profiled. Photo: Dylan Weiss.
Personal Journey
The auto industry’s intangible elements undoubtedly strike a chord with Weiss, and it’s evident in his work with Supercar Superbuild. His dad produced Peter Jennings on ABC World News Tonight and spent most of his career in big journalism. Weiss, a USC film school graduate, rode motorcycles with his dad for years, with those rides turning into conversations on how they could take their passion for anything with an engine and turn it into something viable.
“We were sitting at a bar one day after 200 glorious miles of riding up the California coast, having an adult beverage, and watching the sunset,” Weiss recalled. “We looked at each other and said ‘what do you want to do when you grow up,’ and both of us realized we wanted to make original programming.”
Coming To Fruition
That conversation, now 17 years ago, lead Weiss and his father to start Cry Havoc Productions, the company that produces Supercar Superbuild. The show, now in its second season, is signed on for another with the Smithsonian Channel. Weiss and his team are currently working on the third season, and it’s clear none of them take it for granted.
“Basically everyone on my crew is a car guy and it’s just a real blessing to do this,” Weiss said. “These are companies putting people through college, putting food on the table, and making sure the next generation has a roof over their heads. That’s pretty incredible and I think we get lost in that sometimes.”
Quality control associates inspect an aluminum body for a future Mercedes-Benz vehicle in Weinsberg, Germany. Mercedes-Benz is among the automakers featured in season two of Supercar Superbuild. Photo: Dylan Weiss.
When & Where
Supercar Superbuild airs Tuesdays at 9 p.m. Eastern/Pacific (check local listings) on the Smithsonian Channel. Our recommendation is to just purchase the entire show if you are able to. In a world where we are bombarded by multiple streaming services and TV programs, many of which offer little to no intrinsic value, it’s rare when we get to enjoy something as heartfelt and honest as Supercar Superbuild.
“We want accessible, friendly programming that the whole family can watch,” Weiss said. “We want to give the whole family some insight into the design, engineering, and the people behind the machines.”
Carl Anthony is Managing Editor of Automoblog and resides in Detroit, Michigan. He studies mechanical engineering at Wayne State University, serves on the Board of Directors for the Ally Jolie Baldwin Foundation, and is a loyal Detroit Lions fan. 



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Inside The 2018 Aston Martin Racing Vantage GTE

Inside The 2018 Aston Martin Racing Vantage GTE
Yes, like its road-going sibling from which it is derived, the 2018 Aston Martin Racing Vantage GTE faces similar aesthetic, a-hem, issues. But this is a race car. A race car that will take part in the FIA World Endurance Championship next season. And, when it comes to racing, effectiveness counts more than aesthetics. It’s sort of like submachine guns. Sure, it might not be as appealing as a Thompson or an MP 40, but a Sten Gun can still do the business, y’know?
Track Ready
The Sten of choice seen here is the new Vantage GTE from Aston Martin, set for FIA’s GTE class at places like Le Mans and Spa and The ‘Ring. The main competition for the new Vantage GTE will be cars like the BMW M3, Chevrolet Corvette C7.R, Ferrari 488 GTE, and Porsche 911 variants. In other words, these are the most road-car-like competitors you’ll see at Le Mans. Also, the racing is fun to watch since the competition is so close and the racing is so tough. Still, Aston Martin has done more than okay with previous versions of this car, chalking up 37 international race victories, including two Le Mans 24 Hour class wins.
Power & Performance
The engine is a force-fed V8 that runs bespoke BorgWarner turbos with integrated electric wastegates. The exhaust system is a full inconel setup made by an outfit called Akrapovic. No, I didn’t know who they were either. Turns out they’re Slovenian, and all they do is make exhaust systems. Fun note: Inconel is a nickel/steel alloy with extremely high heat resistance and was the same stuff they made the X-15 rocket plane out of.
The mill has a dry sump lubrication system and its installation in the actual race car is further back and lower than the street version, all for better track performance. The output figures are stated as “power >400 kW* and torque >700 Nm*” which translates into 536 ponies and 516 lb-ft. o’torque in old money. Two things of note: First, those figures are “greater than” because no race team is going to give away accurate power figures, and you can also reckon that Aston Martin is sandbagging with those numbers. And two, I have no idea what those asterisks are for. Aston Martin never explains them, but I thought I’d include them. What an odd thing for them to do.
Photo: Aston Martin The Americas.
Drivetrain Tech
Moving on to the driveline and transmission, there’s plenty to geek out about here. Of course it’s rear-wheel drive, because handling. There’s also traction control thrown in (because today’s drivers are a bunch of prima donnas). The transmission is a six-speed sequential unit made by Xtrac, fed by an Alcon motorsport multi-plate clutch about the size of a cheeseburger. There is a mechanical limited-slip differential with externally adjustable pre-load (a nice touch), and since this is 2017, there’s a semi-automatic paddle shift gear change coupled to a direct acting electric gear shift actuator. Did you catch all that?
The carbon fiber propshaft saves weight and increases responsiveness.
Chassis & Suspension
The chassis is a lightweight aluminium deal that uses the latest Vantage production car as a starting point. It is fitted with a steel roll cage to meet FIA safety standards and also sports an on-board, high-speed pneumatic jack for quicker pit stops. The suspension is as traditional as it is adjustable, with double wishbones front and rear, adjustable anti-roll bars, and custom Öhlins five-way adjustable dampers (shock absorbers to us Americans). Like all British cars, this thing can Handle with a capital H.
The body and aero bits are all carbon fiber, of course. The underside of the car is entirely flat and tailed with a carbon fiber splitter and diffuser. That huge rear wing is also carbon fiber and adjustable.
Photo: Aston Martin The Americas.

Ride & Handling
The steering is electro-hydraulic and power-assisted, which kind of rankles purists but literally every driver out there dearly loves, since wrestling with one of these things for 24 hours, even with a power assist is a work out. The steering wheel, which is carbon fiber, is a quick release type, both to aid with driver changes and also having to bail out if things get, um, sticky. The fuel system is the FIA mandated size of 100 liters and is a full-blown fuel cell, of course.
The wheels are huge and light: forged magnesium up front (12.5” x 18”) and forged magnesium in the rear (13.0” x 18”). The boss meats are supplied by Michelin.
Braking
The stoppers are very, very impressive. Everything is made by Alcon with monobloc six-piston calipers and wide, ringed ventilated brake discs up front. Out back, the Aston GTE sports monobloc six-piston calipers with Alcon ventilated rear brake discs. At all four corners there are integrated caliper temperature and pad wear sensors, a handy thing in a 24 hour race. The pedal box is floor-mounted and adjustable (a nice touch). Of course the front and rear brake bias is driver adjustable.
Photo: Aston Martin The Americas.
Driver Focused
The cockpit is Spartan yet extremely cool. The pilot sits in a RaceTech FIA 8862 safety seat and is held in place by a Schroth six-point safety harness. In case things get too hot, there’s a Lifeline FIA 8865 fire extinguisher. The dash is a Cosworth driver display with shift lights; there is a rearview camera and a Bosch collision avoidance radar system (which is one of those things that beeps at you milliseconds before you clout that Ford GT you thought you were clear of). Air conditioning? Surprisingly yes! The FIA/ACO mandated this a while back (you have no idea how hot it is inside one of these things). There is also an electrically-operated “driver drinks system” to help prevent fatigue.
The whole shootin’ match tips the scales with a dry weight of 1,245 kilos or around 2,800 pounds, give or take. It is worth noting this is the regulated base weight. If you were to take the ballast out, the 2018 Aston Martin Racing Vantage GTE would tip the scales considerably lighter than that.
Will this thing win? Maybe. A definite maybe. My money is on the Ferrari 488 (for sentimental reasons) or the C7.R Vettes (for practical reasons), but I wouldn’t count Aston Martin out.
Tony Borroz has spent his entire life racing antique and sports cars. He means well, even if he has a bias towards lighter, agile cars rather than big engine muscle cars or family sedans.
2018 Aston Martin Racing Vantage GTE Gallery











Photos & Source: Aston Martin The Americas.



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2018 Ford Super Duty By The Numbers

2018 Ford Super Duty By The Numbers
Ford is pushing the envelope for the F-Series lineup, announcing updated power, towing, and payload figures for the 2018 Super Duty. The new specs reclaim titles for the blue oval held previously by General Motors and Ram. Ford says they are delivering more for customers by offering “five key best-in-class claims.”
“Super Duty customers expect the best, and for 2018 we’re giving our customers even more power and torque from our 6.7-liter Power Stroke diesel – delivering the most horsepower and torque available among all heavy-duty pickups,” explained Todd Eckert, Ford Truck Group Marketing Manager.
By The Numbers
It’s not surprising to see Ford push the line here. In just a “matter of fact” sense, the truck market is highly competitive, and customer loyalty to a particular brand is often lifelong. “We are a Ford (or Chevy) family,” they say, or “I’ve never owned anything but . . . (insert truck make and model here).” While we won’t speculate Ford’s engineering and marketing motives, if the automaker held the belief that bigger horsepower, payload, and towing numbers were the way to a truck buyer’s heart, we would be inclined to agree.
In an already competitive market with such fierce brand loyalty, posting headline-worthy performance figures seems a satisfactory answer to the “how do we attract new buyers and retain existing customers” question. One could argue these increased power numbers for the Super Duty are coming at the right time. Ford’s November sales report indicated that F-Series trucks saw their best November since 2001, with 72,769 pickups sold for a 0.9 percent gain. Conversely, Ford’s heavy truck sales took a 50 percent dip with only 566 units moved last month opposed to 1,133 for the same period in 2016. By the end of November 2016, Ford had delivered 13,417 heavy trucks compared to 10,376 at November’s end this year, marking a 22.7 percent decrease.
It’s possible these new power and capacity increases for the 2018 Super Duty will help bolster Ford’s overall truck sales. Does Ford have specific intent with this latest Super Duty announcement? Perhaps. Ford truck sales are, according to their November report, either up nicely or down significantly, depending on the model. These new performance upgrades for the Super Duty could be a happy accident as far as timing is concerned, but if an automaker wanted to move some trucks, especially near the end of the year, having increased power figures floating through the media certinately wouldn’t hurt.
Photo: Ford Motor Company.
Fantastic Five
The 2018 Ford Super Duty now claims five vital segment titles, the first of which is a healthy 450 horsepower.  Previously held by GM’s Sierra and Silverado models at 445 with the new Duramax, Ford’s announcement gives the Super Duty a slight edge. The second is torque, a now whopping 935 lb-ft., enough to slip past Ram at 930 lb-ft. from the recently revised Cummins. From there, the 2018 Ford Super Duty takes best-in-class gooseneck towing at 34,000 lbs. and best-in-class conventional towing at 21,000 lbs., when properly equipped. By comparison, The 2018 Ram 3500 HD, when properly equipped, has a maximum gooseneck rating of 31,210 lbs. and a maximum conventional rating of 20,000 lbs.
“Plus, our new F-450 pickup now includes a 4X2 model, enabling our customers to get more done with the segment’s best payload and towing,” Eckert added.
The 2018 Super Duty boasts best-in-class payload at 7,360 lbs. for the segment’s top honor.
Photo: Ford Motor Company.
Vital Components
The grunt for the 2018 Super Duty comes from the 6.7-liter Power Stroke diesel engine, which received redesigned cylinder heads, optimized fuel calibrations, and enhancements to the turbo for 2018. The truck’s high-strength steel frame, military-grade, aluminum-alloy body, and integrated gooseneck hitch mounts are also important for capability and efficiency. It’s also worth noting that Ford designs and builds their own diesel engines and transmissions, something no other manufacturer currently does. The automaker says this is critical for getting the powertrain, vehicle calibrations, and chassis to align.
“This approach enables Ford engineers to optimize vehicle performance across the entire lineup and to further refine the powertrain to the specific needs of the customer,” reads a statement from Ford.
Pricing & Availability
The 2018 Super Duty is available now with the F-450 4×2 dual-rear-wheel pickup coming later this winter. Base MSRP is $52,830, although pricing can vary greatly depending on the selected trim level and the buyer’s desired number of additional options, features, and packages.
Carl Anthony is Managing Editor of Automoblog and resides in Detroit, Michigan.  
Photos & Source: Ford Motor Company.



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The 2019 Mercedes-AMG G63: Faster Than You Think!

The 2019 Mercedes-AMG G63: Faster Than You Think! The 2019 Mercedes-AMG G63 still looks like the crate it was shipped in, which, to me, is one of the more charming things about it. Sure, they’ve rounded the corners, did some nips and tucks and contouring and such here and there, but the new G63 still looks like what anything that can go off road should look like: Honest. And even though the latest G-Class can go off road, and even though 99 percent of them never will, the most interesting thing about it is the big whompin’ stompin’ hootin’ hollerin’ V8 engine.
With two turbos.
Sure, the 2019 Mercedes-AMG G63 has lots of nifty tech and convenience features, that’s true, but this engine is really worth looking at.
Power & Performance
It’s a handcrafted AMG-built 4.0-liter V8 biturbo mill that replaces the outgoing 5.5-liter V8 biturbo engine in the previous G63. I know. If it’s a G63, shouldn’t the plant be, oh, 6.3-liters big? Dunno. Ask the Germans. There’s bound to be some logic there. There always is. Anyway, the new double-blown engine puts out 577 horsepower and dispenses 627 lb-ft. of torque to the sand, gravel, mud, logging roads, or the parking lot at your Bikram Yoga class down at the strip mall.
To make all that go and grunt even more fun, Merc has seen fit to deliver most of it across a rev range between 2,500 and 3,500 rpm. Bottom line: zero to 60 mph in just 4.4 seconds! Yes, that’s astonishingly quick for a box that weighs about what a Panzer IV weighed. That’s also 0.9 seconds faster than the previous model. So there. Top speed is an impressive (although limited) 137 mph, or 149 mph if you opt for the AMG Driver‘s package.
Two twin scroll turbochargers are used for optimal response, according to Mercedes-Benz. The housing is divided into two parallel flow channels, combined with two separate exhaust ducts in the exhaust manifold. This makes it possible to control exhaust gases on the turbine wheel separately. The goal is to prevent the individual cylinders from having mutually adverse effects on the gas cycle. Photo: MBUSA.
Unique Layout
The strange thing is the physical layout of the plant and all its ancillaries. The two turbochargers, for instance, are not positioned on the outside of the cylinders but inside the cylinder “V.” Mercedes-Benz says the advantages are a compact engine design, spontaneous response of the turbochargers, and low exhaust emissions thanks to optimal airflow to the “near-engine catalysts.” My take on the disadvantages come down to two words: Heat soak. But I got to figure a bunch of German engineers know more about die Thermodynamik than I do. I hope.
And speaking of German engineers, they’ve also tweaked the pistons, optimized intercooling, and rolled out extensive software upgrades. Spray-guided direct gasoline injection with piezo injectors? Check. An all-aluminum crankcase? Yes, but how it handles the stresses on the bottom end is beyond me. There’s also a four-valve per cylinder design with camshaft adjustment, air-to-water intercooling, alternator management (not sure what they mean by that), an ECO start/stop function, and a gliding mode. And no, I’m not sure what they mean by gliding mode either.
Photo: MBUSA.
Transmission Tech
That new engine is mated to an AMG nine-speed transmission, running model-specific software for shorter shift times, a multiple downshift function, and a double-declutching function in “Sport” and “Sport Plus” modes. Further down the pipeline is a standard-specification AMG Performance 4MATIC all-wheel drive system. The front/rear split of 40 to 60 percent favors a more rear-biased torque distribution.
There’s an off-road reduction gear for difficult terrain that can be engaged via the low range switch at speeds of up to 25 mph. The new multiplate clutch behaves like an automatically controlled locking differential that can switch to 100 percent locking. The locks at the front and rear axle diffs do so with a dog clutch and a 100 percent locking effect, and all the locks can be engaged individually while on the move. Pretty trick.
The 2019 Mercedes-AMG G63 features a double-wishbone front suspension mounted directly to the ladder-type frame. The strut tower brace, known as a suspension bridge, now connects the front strut towers, which increases torsional rigidity. At the rear, the axle is guided with four longitudinal control arms on each side and a Panhard rod. Photo: MBUSA.
Suspension Setup
The suspension system has been completely redesigned by Mercedes-AMG and features coil springs all-round and, for the first time, the front axle has an independent, double wishbone suspension. Out back, there is the tried but true rigid axle with a five-link suspension. The new G63 has electromechanical speed-sensitive steering for the first time, with a variable ratio, in a choice of two modes: Comfort or Sport. Further goodies include a driver’s choice of five AMG on-road modes: Slippery, Comfort, Sport, Sport+, and Individual.
If you go off-road, you can choose from three modes: Sand, Trail, and Rock.





Interior Views
And on the inside, you will find a modern interior. The dashboard has been completely redesigned with analogue tubes and dial instruments standard. You have the option of the fully digital Widescreen Cockpit with virtual instruments, and a central display above the center console with three selectable views: Classic, Sporty, and Progressive.
Pricing & In Person
No word on price or availability, but I bet it’s in showrooms by this fall and will cost an astonishing amount. The 2019 Mercedes-AMG G63 debuts officially at the Geneva International Motor Show beginning on March 8th.
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. 
2019 Mercedes-AMG G63 Gallery




















Photos & Source: MBUSA.



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VW Pulls Steering Wheel, Pushes For Future Value With I.D. Vizzion

VW Pulls Steering Wheel, Pushes For Future Value With I.D. Vizzion
Volkswagen is going fully autonomous for the upcoming Geneva International Motor Show. Meet the I.D. Vizzion, the latest autonomous concept that showcases VW’s claim for “future individual mobility.” The Vizzion concept is the fourth and largest member of the electrified I.D. family, but it’s remarkably different than its brethren.
“Inside the I.D. Vizzion, a completely new feeling of driving and living is created without a steering wheel or visible controls,” reads a statement from VW.
Hard to have any feeling of driving when there isn’t a steering wheel but okay.
Emotion, Innovation & Service
Technicalities aside about the absence of a steering wheel, VW is showing how the future of transportation can be exciting: that vehicles can and will retain their distinct, emotional designs. In other words, the autonomous era is not likely to be filled with boring pods – at least not if VW has anything to say about it per the I.D. Vizzion.
“With its innovative technology, fully-automated operating concept, and elegant form, the premium class saloon is showing the direction Volkswagen is taking in the technology and design of its future electric models,” reads a statement from the automaker.
VW wants to apply said innovative technology toward a cleaner, safer, and more comfortable automobile. Part of their goal with the I.D. Vizzion is to make sure future mobility is not devoid of added value. In other words, how will all these headlines about automated driving really benefit the consumer? Are they just lofty promises, or are they something more? For VW, it’s the latter as engineers worked to include the benefits of autonomous driving within the I.D. Vizzion. This naturally means occupant safety, but it reaches beyond that.
For example, when the “Digital Chauffeur” is driving, passengers now have time to focus on other things. Perhaps they want to chat or get caught up on their reading? If they need anything changed inside the vehicle, a virtual host responds to voice prompts and gesture controls, and knows the preferred settings of each person using the vehicle. For those unable to drive – the elderly and disabled come to mind – VW will likely present the I.D. Vizzion concept as way for them to have mobility.
Photo: Volkswagen of America, Inc.
Power & Performance
The I.D. Vizzion is nearly 17 feet long, giving passengers plenty of room to stretch out and get comfortable. While VW is slim on the engineering specs, they do say the vehicle has two electric motors that drive all four wheels. The 111 kWh lithium-ion batteries enable a range of up to 413 miles when regenerative braking is factored in. Top speed is 112 mph, a little bit faster than we initially expected.
Future Models
Electrification and technology of this sort will be huge for VW in the near future. By 2025, the brand plans to introduce more than 20 electrified models. The first, the I.D., an electric compact car, will arrive in 2020. After that, a new electric SUV called the I.D. Crozz and then the I.D. Buzz. In the meantime, the I.D. Vizzion will be on display at the Geneva International Motor Show beginning on March 8th.
Carl Anthony is Managing Editor of Automoblog and resides in Detroit, Michigan. He studies mechanical engineering at Wayne State University, serves on the Board of Directors for the Ally Jolie Baldwin Foundation, and is a loyal Detroit Lions fan.
Photo: Volkswagen of America, Inc.
Photos & Source: Volkswagen of America, Inc.



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Honda Promises Family-Friendly, High-Tech Features For 2018 Pilot

Honda Promises Family-Friendly, High-Tech Features For 2018 Pilot

The 2018 Honda Pilot went on sale this week, billed as the automaker’s “family-friendly, high-tech” vehicle. Honda’s three-row SUV arrives on the heels of some solid recognition, including the 2017 Automotive Best Buy Award from Consumer Guide and a designation from U.S. News & World Report as one of the best cars for families in 2017. Honda says Pilot production in Lincoln, Alabama has increased to make availability easier for the automaker’s some 1,000 dealerships nationwide.
Power & Performance
The 2018 Honda Pilot features a 3.5-liter, direct-injected i-VTEC V6 engine, complete with Variable Cylinder Management for increased performance and efficiency. The engine, which creates 280 horsepower and 262 lb-ft. of toque, is paired to either a 6-speed or 9-speed automatic transmission. All-wheel drive is available.
Honda’s unibody SUV rides on a MacPherson strut front and multi-link rear suspension. Steering is electronic and the brakes are a power-assisted and ventilated setup.
Interior Treatments
Honda says the high point here is the cargo and rear seating area, arranged in such a way that neither one intrudes on the other. The entry way to the third row is larger and the available “one-touch slide” feature will fold the second row automatically. Total passenger volume ranges between 151 and 153 cubic feet, depending on the trim level.
The 2018 Pilot also features the latest infotainment and connectivity systems and is compatible with both Apple CarPlay and Android Auto. Push button start, rear window defroster, cargo area hooks and tie-downs, and a 60/40 split, flat-folding third-row bench seat are standard across the lineup.
2018 Honda Pilot Elite. Photo: Honda North America.
Safety & Security
The 2018 Pilot can be equipped with the Honda Sensing suite of safety technologies, available as a standalone option on EX and EX-L, but standard on Touring and Elite trims. Honda Sensing includes the Collision Mitigation Braking System with Forward Collision Warning, Lane Keeping Assist System, Adaptive Cruise Control, and Road Departure Mitigation with Lane Departure Warning. Additional driver assistance features include the standard, multi-angle rearview camera and an available blind spot information monitor with cross traffic detection.
Pricing & Availability
The 2018 Honda Pilot is available now. We have included the handy chart from Honda below which outlines the various trim levels and corresponding information. The Honda Pilot was designed and developed by Honda R&D Americas, Inc., in California and Ohio.
Carl Anthony is Managing Editor of Automoblog and resides in Detroit, Michigan. 
Trim/Drivetrain
Transmission
MSRP
EPA MPG Rating
(City/Highway/Combined)
LX / 2WD
6AT
$30,900
19/27/22
LX / AWD
6AT
$32,800
18/26/21
EX / 2WD
6AT
$33,330
19/27/22
EX / AWD
6AT
$35,230
18/26/21
EX w/Honda Sensing / 2WD
6AT
$34,330
19/27/22
EX w/Honda Sensing / AWD
6AT
$36,230
18/26/21
EX-L / 2WD
6AT
$36,760
19/27/22
EX-L / AWD
6AT
$38,660
18/26/21
EX-L w/Honda Sensing / 2WD
6AT
$37,760
19/27/22
EX-L w/Honda Sensing / AWD
6AT
$39,660
18/26/21
EX-L w/Navi / 2WD
6AT
$37,760
19/27/22
EX-L w/Navi / AWD
6AT
$39,660
18/26/21
EX-L w/RES / 2WD
6AT
$38,360
19/27/22
EX-L w/RES / AWD
6AT
$40,260
18/26/21
Touring / 2WD
9AT
$41,970
20/27/23
Touring / AWD
9AT
$43,870
19/26/22
Elite / AWD
9AT
$47,470
19/26/22
Photos & Source: Honda North America.



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