Automotive

2017 Chevy Camaro ZL1 Hits Record Breaking Top Speed

It’s official! The new Chevrolet Camaro ZL1 is the fastest Camaro ever, with a top speed of 198 mph. Recently, the Camaro ZL1 was put through the paces on the High Speed Oval, a 7.6-mile loop at Germany’s Automotive Testing Papenburg GmBH proving ground.

The test included a run in both directions where the ZL1 ran 202.3 mph one way and 193.3 the other.

“This test caps an impressive list of performance stats for the Camaro ZL1, which was designed to excel at everything,” said Al Oppenheiser, Camaro Chief Engineer.

Standard Settings

Papenburg’s banking allowed Chevy’s test drivers to push the ZL1 through the turns without backing off the accelerator. Papenburg features 1.3-mile turns with 49.7-degree banking on the top lane, giving way to 2.5-mile straights. Other than safety and data recording equipment, no modifications were made to this Chevy Camaro ZL1. The test was even run on the ZL1’s factory installed Goodyear Eagle F1 Supercar tires.

“After testing the car in standard settings, which produced the 198-mph average, we set the front and rear camber adjustments to 0 degrees and the tire pressures to the maximum allowable sidewall pressure, and saw the ZL1 average over 200 mph,” Oppenheiser said.

The 2017 Chevy Camaro ZL1 on the High Speed Oval at Germany’s Automotive Testing Papenburg GmBH proving ground. Photo: Chevrolet.

Power & Performance

The 2017 Chevy Camaro ZL1 hits 60 in 3.5 seconds, runs a quarter mile in 11.4 seconds (127 mph), and comes to a halt in 107 feet from 60 mpg. The 650 horsepower, supercharged LT4 engine in the ZL1 is paired with a standard six-speed manual transmission with Active Rev Match or an available, all-new 10-speed automatic transmission.

The latter transmission was used for the high-speed test on Papenburg’s oval.

The 2017 Chevy Camaro ZL1 has a number of aerodynamic advancements as the car’s entire front-to-rear aero balance was fine-tuned for high-speed stability. Examples include a stanchion rear spoiler with a stronger lift/drag ratio versus a blade spoiler, and a patent-pending auxiliary transmission oil cooler to reduce front-end lift.

“The ZL1 was developed with high-speed performance in mind, incorporating a balanced aerodynamic package that reduces lift without significantly affecting drag,” Oppenheiser said.

Photo: Chevrolet.

Pricing & Availability

Available for the Camaro ZL1 are things like Magnetic Ride Control, an Electronic limited-slip differential (coupe only), and 20-inch forged aluminum wheels. Other features include Goodyear Eagle F1 Supercar 3 summer-only tires measuring 285/30ZR20 in front and 305/30ZR20 in the rear, and Brembo brakes with six-piston Monobloc front calipers and two-piece rotors.

The 2017 Chevy Camaro ZL1 is available now and starts at $63,435 for a coupe with the manual transmission; $65,830 for a coupe with the 10-speed automatic.

“It’s the most capable and fastest Camaro ever,” Oppenheiser said.

Carl Anthony is Managing Editor of Automoblog and resides in Detroit, Michigan.

Photos & Source: Chevrolet

Check out these Automotive tips

http://carsecret.atspace.eu/blog/2017-chevy-camaro-zl1-hits-record-breaking-top-speed/

Ferrari 812 Superfast: The Benchmark Has Moved

Well this was a complete surprise that greeted me when I woke up the other day. The new Ferrari 812 Superfast. The front-engine V12 coupe, Ferrari’s pane e burro since Truman was president just got a big update, and put everyone else on notice. I’ll just get this out of the way right off the top: Porsche, Aston Martin all the rest of you meager little lumber carts: this, this is the car.

Your woeful attempts at performance fade in comparison to what Maranello does as a side job. So sit down, listen up, and take notes.

Power Packed

The fact the Ferrari 812 Superfast dropped out of the sky was surprising for a number of reasons. First and foremost: Why replace the F12 Berlinetta? Have you seen those things? Have you driven one? I swear to Gozer those F12s are monsters. Even a knuckle-dragging lack-wit like Jeremy Clarkson, a man not known for his subtlety or reserve behind a wheel said the F12 had “too much power.”

The F12 Berlinetta has nearly 70 horsepower less than the 812 Superfast.

Let that settle in. Consider how the outgoing F12 puts out 730 horsepower. That’s more than an Australian V8 Supercar. That’s within shouting distance of a NASCAR stocker. That is 30 more horsepower than an Indycar.

Ferrari’s new 812 Superfast puts out almost 800 horsepower. In Euro-parlance, it works out to 800 cv, hence the name: 812 Superfast. What, you didn’t think Ferrari put an 8-liter V12 in this thing, did you? C’mon, these people might have the self-discipline of Caligula, but they’re not completely round the bend. Engines that big belong in ocean going tugs and railroads and such.

Historic Identity, Modern Performance

The other part of that name, Superfast, is also worth noting. It’s an old Ferrari moniker from the 1964 500 Superfast, and although it sounds kind of goofy, it is also true. The gearing for the 64 model was set high, and the engine was squeezed enough that it was, indeed, Superfast.

The specs for the modern version are knee-weakening. For starters, let’s cover some basic performance numbers with Ferrari style mathematical reinforcement. How about 0-100 kph (62 mph) in 2.9 seconds? Top speed? Over 211 mph.

The plant for the new 812 Superfast is a 6.5-liter V12 that, as mentioned, puts out nearly 800 horsepower at 8,500 rpm, and pulls with 530 lb-ft. of torque at 7,000 rpm. The car is smaller than it seems, clocking in at just over 15 feet long, 6-and-a-half feet wide, and four feet tall.

It tips the scales at a little over 3,300 pounds dry weight, which is not Miata-like but is still very impressive, given the mass of the engine. The weight distribution is an attractive 46-53% front/rear. So that number, combined with the wompin’ stompin’ horsepower and torque numbers, means the tail is going to want to come around like a cat on linoleum.

The Ferrari 812 Superfast utilizes a 350 bar direct injection system for the very first time on a high-performance engine. This is paired with variable geometry intake tracts conceptually derived from those of naturally-aspirated F1 engines. Furthermore, the 812 Superfast’s dual-clutch transmission has specific gear ratios and shorter shifting times for better throttle response. Photo: Ferrari.

Driving Dynamics

Exacerbating this perceived tail happiness is the inclusion of Ferrari’s Virtual Short Wheelbase 2.0 system. This is a four-wheel-steering scheme lifted directly from F12tdf, which everyone said was pretty bonkers to experience in real life.

The new outfit bolted to the Superfast further enhances the litheness of the handling and sharpens vehicle response.

The front wheels, you know, the ones that are supposed to turn, sport Ferrari’s new Electric Power Steering arrangement, the first Ferrari to do so. Since both the front and rear turning systems are fully electronic, they bring out the potential of the car’s performance and, are completely integrated with all the electronic vehicle dynamic controls – including Ferrari’s patented Side Slip Control. Ferrari says it makes the Superfast “easier to handle and even more thrilling to exploit.”

“Thrilling to exploit.” That makes me feel dirty.

Ferrari 812 Superfast Interior. Photo: Ferrari.

Styling & Design

I was going to delve into the styling, but why bother? Just look at the thing. It looks like a red running show Mercury himself would covet. Do Italians have style, or do they have style? The exterior design is functional, not surprisingly, with with active flaps on the front and an aerodynamic by-pass to increase downforce on the rear flank.

Inside, the cabin features a “floating effect,” meaning everything from the dash to the air vents is polished and sculpted. Ferrari says the interior has been given a “sportier, more radical look” to create an element of “thoroughbred racing eagerness and lean elegance.”

No arguments there.

The Ferrari 812 Superfast is set to debut at the upcoming Geneva International Motor Show. Now, why don’t the rest of you children get back to Gaydon and Stuttgart and Munich and Yokohama and play with your toys. The adults have some more records to set and world championships to win. È dilettanti!

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: Ferrari

Check out these Automotive tips

http://carsecret.atspace.eu/blog/ferrari-812-superfast-the-benchmark-has-moved/

Jaguar & Shell’s New In-Car Payment System May Be About Something More

Jaguar and oil giant Shell have teamed up to create a novel, in-car payment system. And while this may be gilding the lily and solving a problem already taken care of, it could point to some interesting advancements ahead.

Okay, briefly, what Jag and Shell have cooked up here is an in-car payment system so you can buy gas easier. Effectively, it’s a software upgrade that’s integrated into the car’s infotainment system, and accessible via the large central touch screen.

I’ll get into the minutia of how all this works (and it actually is rather interesting) but for the moment, let me ask this question: Why?

Data Factors

Why go to all this time and trouble to come up with a gas-buying app when you can already basically do that with Apple Pay or Android Pay or PayPal or someone like that? Why not, if your Jaguar, just partner with one of these tech companies, rather than rolling your own (as the saying goes)?

Near as I can tell, the reasons for taking this harder route are two-fold. One, you can pull that sweet, sweet demographic data that’s driving a lot of our digital economy these days on your own, and the data will be much more pure and need less refinement. Meaning you can slice and dice a certain portion of your customer behavior and drive future decisions off that. Two, you can, potentially, push customers to use given products and services. In this case, you could, hypothetically, impel them into using Shell products more and more.

Essentially what Jaguar and Shell are up to is this: Instead of using a credit card at the pump, or, even more Neanderthal-esque cash, you can simply drive up to the pump at a Shell station and, via the touchscreen, select how much fuel you want and then securely pay using PayPal or Apple Pay. Jaguar will add Android Pay later this year.

Once you’re finished, a receipt will pop up on the touchscreen, and an electronic version is sent from the pump to your email so you can add it to your expense account and things along those lines for business travel. You might think that Jaguar/Shell just cribbed their own version of digital pay software, or coded out their own, but what they ended up doing is actually a little more complex and clever than that.

Convenience Factors

Contrasting against the current phone-based payment methods, Shell and Jaguar have created a simple but secure system that uses geolocation technology and a cloud-based, pre-payment authorization through PayPal or Apple Pay. Basically you transfer a bunch of cash into the account of your choice (PayPal or Apple Pay for the moment) and when you roll into a Shell station, the geolocation tech knows you’re there, the software connects all the dots, and you’re good to go.

“Making a payment directly from a car’s touchscreen will make refueling quicker and easier,” said Peter Virk, Jaguar Land Rover’s Director of Connected Car and Future Technology. “With this new system you can choose any pump at the gas station and pay for the fuel even if you’ve forgotten your wallet or can’t find your credit or debit card.”

Yes, but that still doesn’t give any real reason as to why this is better than using PayPal or Apple Pay or Android Pay via your phone. Sure, there’s the “forgotten your wallet or can’t find your credit or debit card” rational, but to me, it still seems like the real rationales are ones of data control, data mining, and driving product purchase behavior.

At first, this new system be available in the 2018 Jaguar XE, XF, and F-PACE models launching in the U.K., but other markets are expected to follow. Jaguar also plans to have the system included throughout their line up, and also in corporate sibling Range Rover as well. Jaguar hopes to expand the system to include parking and drive-through restaurants, which is both cool and practical.

Tony Borroz has spent his entire life racing antique and sports cars. He means well, even if he has a bias towards lighter, agile cars rather than big engine muscle cars or family sedans.

Photos & Source: Jaguar Land Rover North America, LLC

Check out these Automotive tips

http://carsecret.atspace.eu/blog/jaguar-shells-new-in-car-payment-system-may-be-about-something-more/

2017 Volkswagen Golf Alltrack SE TSI 4Motion Review

Americans aren’t particularly fond of wagons, but Volkswagen hopes to change a few people’s minds with their new Golf Alltrack wagon. It comes with all-wheel drive, and it’s a vehicle for adventure seekers. Volkswagen wants to capitalize on young urban-adventurers who will use its off-pavement abilities for weekend excursions to get away from civilization.

We recently took it through the high country of Colorado, the perfect place to test the all-wheel drive wagon. How did the 2017 Volkswagen Golf Alltrack SE TSI 4Motion model hold up?

What’s New

The 2017 Volkswagen Golf Alltrack is an all-new model that’s based on the pavement-oriented Golf SportWagen. It’s establishing a new identity and comes fitted with lower-body cladding, fog lamps, a honeycomb grille, and unique bumpers to set it apart from its stablemate. It also gets a raised suspension and underbody protection.

Features and Options

The 2017 Volkswagen Golf Alltrack SE TSI 4Motion ($30,530) comes standard with all-wheel drive and body cladding for those weekend adventures. Inside, it comes with heated front seats, leatherette seating surfaces, a rearview camera, a Fender premium sound system, and keyless entry/start. Outside it comes with a power sunroof, rain-sensing wipers, heated washer nozzles, heated side mirrors, and roof rails.

The Driver Assist package ($845) brings adaptive cruise control, automatic emergency braking, and even a Park Pilot self-parking system. The 6-speed DSG automatic transmission is offered at no charge. Total MSRP including destination: $32,195.

Interior Highlights

The cabin is airy and spacious up front and there’s good visibility from the driver’s seat. Taller drivers won’t have a problem finding a comfortable position even with the manual adjustments. The black leatherette material is comfortable and the front seats are especially good for longer trips. They didn’t leave us tired after a trip through the mountains this week.

As is typical for Volkswagen, everything seems nicely put together, and the fit and finish is what you’d expect for this price point. There’s some soft-touch material up front, but in the back there’s more hard surfaces which is likely by design. These surfaces make it easier to clean up the sand after a trip to the beach or mud after a mountain bike ride.

Out back, rear occupants won’t have as much room as the front, but getting in and out of the back seat isn’t a chore like some vehicles. Rear seat space is not as good as the Alltrack’s main completion, the Subaru Outback. Cargo space is also less than Outback with 30.4 cubic feet behind the seat, and 66.5 with the seat backs folded. Outback is 35.5 cubic feet (73.3 cubic feet with the rear seats folded) by comparison. The Alltrack makes it easy to fold the rear seatbacks flat while you’re loading cargo, however, and it offers up a handy two-position sliding cargo cover.

Engine & Fuel Mileage Specs

The 2017 Volkswagen Golf Alltrack is powered by a turbocharged, 1.8-liter direct-injected four-cylinder engine that develops 170 horsepower and 199 lb-ft. of torque. It comes with VW’s 4Motion all-wheel drive, and it’s mated to a 6-speed dual-clutch DSG automatic transmission.

EPA fuel-mileage estimates are 22/30 city/highway and 25 combined mpg.

Driving Dynamics

The first thing we noticed after getting underway is the Alltrack’s excellent visibility in all directions due to plentiful glass. On the road, the 1.8-liter turbo engine is peppy enough for most driving situations. The turbo helped in the rarefied air in Colorado’s high country. We pushed the engine hard up I-70 for a good test and it performed well.

In the tight mountain corners, the wagon does tend to lean a bit due to the higher ride height. It’s the price you pay for it’s off-road abilities. Overall, the Alltrack offers solid handling and a fairly engaging driving experience. In the city, the wagon is easy to maneuver in tight spaces due to its compact size.

The 6-speed dual-clutch DSG automatic transmission can feel sluggish from a stop, but after we were underway, the shifts were smooth and quick. The new wagon offers an Off-Road Mode and with 6.7 inches of ground clearance, there is enough for most excursions, but the Subaru Outback still rules the segment with 8.7 inches of clearance. The Alltrack does come with underbody protection to keep you from destroying the oil pan, however.

There’s likely enough off-road capability for the majority of weekend warriors.

Conclusion

The 2017 Volkswagen Golf Alltrack offers a lot of flexibility for city commuting and weekend adventures. It offers all-wheel drive, a raised suspension, and underbody protection for those wanting to get away from civilization. We thought it was a compelling alternative to the crowded crossover segment.

Denis Flierl has invested over 25 years in the automotive industry in a variety of roles. Follow his work on Twitter: @CarReviewGuy

2017 Volkswagen Golf Alltrack Gallery

We trust TrueCar.com to give us the best, up to date, and TRUE pricing of what people are really paying for their cars. Check them out for more research on this car:

2017 Volkswagen Golf Alltrack Official Site

Photos: Volkswagen of America, Inc

Check out these Automotive tips

http://carsecret.atspace.eu/blog/2017-volkswagen-golf-alltrack-se-tsi-4motion-review/