Automotive

AutoSens Returning To Detroit: Conference Plays Vital Role In Autonomous Tech

AutoSens Returning To Detroit: Conference Plays Vital Role In Autonomous Tech AutoSens, a leading and influential global summit on autonomous driving, is returning to Detroit.
Technical sessions and presentations from from Microsoft, Sony, General Motors, and MIT are planned.
AutoSens takes aim at the biggest challenges facing autonomous driving by encouraging collaboration.
Not long ago, self-driving cars were figments of science fiction; the ideal centerpiece of a quasi-Utopian yet technologically-advanced society in the far away future. For over a century, we humans have piloted our own automobiles to theaters and bookstores alike to indulge our imaginations with these stories of a distant time. Yet, the reality is different. Self-driving cars? “Not in my lifetime,” one might say.
But you’d be surprised what you might see in your lifetime.
Big Dreams & Grand Visions
Autonomous cars are no longer science fiction but science fact. They are coming to our roads; it’s only a matter of time. However, the decisions we make now as an industry beforehand are vitally important. Because once they’re here, they’re here. And consumers are already skeptical of the technology. We either get it right now or we pay a substantial price in the long run. Indeed, there are many concerns, from the supply chain and infrastructure, to the legal and financial. Yet the biggest should be this: if our autonomous cars miscalculate, someone dies.
When our goals, as an industry, include zero traffic fatalities, it’s not hard to see why right now matters. And one of the best ways to achieve such a remarkable goal? By working with and learning from each other.
Content & Collaboration
These are central themes of AutoSens, and why it remains the world’s most influential summit on autonomous driving. When AutoSens returns to Detroit on May 14th, the conference will explore the biggest challenges facing autonomous cars. By combining cutting-edge academic research, industry R&D, and OEM insights, AutoSens is an invaluable resource for the engineering community.
“Engineers can ‘take the boxing gloves off’ for three days and just be engineers and scientists working on shared challenges and pursuing high-quality technical work,” said Robert Stead, Managing Director, Sense Media, the parent company of AutoSens. “We strive for high-quality technical presentations at AutoSens every year, so all attendees will go back to their office or lab with some new solutions, food for thought, or novel information.”
Organizers say returning to Detroit is essential when it comes to facilitating those types of outcomes.
“From sensors to software; systems to simulation, hardware, testing and services; there’s plenty to see over the three days,” Stead continued. “Detroit has the dual advantage of its history and future potential; recent developments combined with the scale of the existing automotive expertise in the region makes it the perfect melting pot for discussions driving the future of automotive product development.”
Cognitive scientist Dr. Mónica López-González, Co-Founder and Scientific & Artistic Director of La Petite Noiseuse Productions, speaking at AutoSens Detroit last year. Photo: Alex Hartman for Sense Media.
Robust Agenda
The Michigan Science Center will host AutoSens Detroit for the second year with another robust agenda. Highlights include the opening plenary with presentations from the U.S. Highway Loss Data Institute on the impact of current ADAS technologies on road safety. Technical workshops include a session from Osram about infra-red sensing and a hands-on demonstration from 3M regarding material-sensor interaction systems. Microsoft will host a tutorial on the Robot Operating System, while DeepScale will present energy-efficient approaches to autonomous driving.
“The technical presentations focus on these topics, but we also cover the wider issues facing development of ADAS and autonomous vehicles in the conference plenary sessions that open and close the event,” Stead said. “This might include the regulatory, financial, or legal context for the development of vehicle perception systems.”
“I would say the biggest challenge for people is trying to understand the different technologies,” explained Phil Magney, Founder and Principal Advisor, VSI Labs, during AutoSens Detroit last year. “This conference has been good for us because we meet like-minded people that are facing similar challenges; we talk, we exchange our views, and we learn from each other.”
During a past AutoSens event in Brussels, Belgium, Senior Applications Engineer Edel Cashman (right) from SensL Technologies demonstrates how the company’s sensors can be utilized for LiDAR applications. Photo: Sense Media, © Bernal Revert/BR&U.
Going Deeper
Those curious to learn more about the inner-workings of an autonomous car will be in good company. For example, the Detroit Autonomous Vehicles Group is planning a hackathon for future engineers to learn the basics of self-driving cars. As is common at AutoSens, attendees can see how an autonomous car works, piece by piece.
“By this we mean the sensors, cables, processors, other hardware and software that give a vehicle’s computer a picture of its environment so it can make decisions,” Stead explained. “These technologies are applied in many currently available road-going models, but they are also used in R&D for more advanced systems that will hit the market in the future, including fully autonomous vehicles.”
“We wanted to talk to the sensor companies because cars are getting a larger chunk of sensors now, especially for advanced driver assistance systems, autonomous applications, and for next-generation cockpits,” said Soshun Arai, Director of ADAS and Automated Driving Platform Strategy for the company. Arai and his team attended AutoSens Detroit last year to look more specifically at the individual components that affect their overall business.
“We came to AutoSens because we wanted to understand the technology and trends of sensors,” he said.
Attendees sit in during one of the many technical presentations that took place at AutoSens Detroit last year. The conference will return to the Michigan Science Center beginning on May 14th. Photo: Alex Hartman for Sense Media.
For Engineers, By Engineers
Keynote for AutoSens Detroit this year is Ed Bernardon, VP of Strategic Automotive Initiatives at Siemens. Bernardon will examine how autonomous technology will impact the future of transportation. In preparation, he and his team interviewed experts working on 3D-printed autonomous shuttles, intelligent traffic systems, and even flying cars. In addition, technical presentations from General Motors, Changan, Aptiv, Daimler, NVIDIA, Valeo, Sony, and TomTom are planned. Academic sessions include those hosted by Wayne State University, University of South Carolina, and MIT.
“AutoSens exists simply to support and help engineers and scientists, and when we hear stories from attendees about the new people they met, the things they learned, the business connections made – that’s what keeps us motivated,” Stead said. “It’s about creating a meeting place and community that can be a catalyst for others, in their pursuit of good science.”
For conference organizers, sometimes it’s about what attendees won’t experience.
“I’ve run more conferences than I can remember during my 14-year career in this sector, and sadly I’ve seen some of them suffer from an overly protective and pushy sales approach,” Stead continued. “I can understand the individual motivations for this, but it’s counterproductive at learning and networking events like this.”
“It’s a great community and we are very happy to be part of this ecosystem; it’s an excellent event,” added Paul Fleck, Founder of Dataspeed.
Dataspeed Founder Paul Fleck (black shirt, jacket, middle) talks with AutoSens Detroit attendees in May 2018. Dataspeed showcased the company’s ADAS Kit which helps engineers maximize their development of autonomous systems in the field. Fleck, an engineer himself, lost a loved one in an auto accident. The experience led him to develop technology he believes will save lives. Photo: Alex Hartman for Sense Media.
Tickets, Location & More Information
AutoSens Detroit 2019 begins on Tuesday, May 14th at the Michigan Science Center and runs through the 16th. Organizers say they are happy to see so many returning exhibitors alongside plenty of new brands. A demonstration event is also planned for the 14th, where attendees can take laps in vehicles equipped with autonomous technology.
Tickets, including discount packages for females in the engineering community, are available now.
“AutoSens is all about nurturing the global community of bright minds who are driving forward this revolution in automotive,” Stead said. “A truly international audience will assemble in downtown Detroit to collaborate and learn from each other’s experiences, meet new people, and catch up with old friends.”
Carl Anthony 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. Before returning to school, he simultaneously held product development and experiential marketing roles in the automotive industry.

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2019 Volvo V60 Review: Quick, Versatile & Safe

2019 Volvo V60 Review: Quick, Versatile & Safe 93Solid 2019 Volvo V60 T6Overall Impression More fun than it looks.Good safety ratings/features.ProsVersatile Sleek DesignComfortable CabinConsSensus Interface Rear Passenger RoomVolvo has a range of family-friendly vehicles that are stylish, safe, and technologically-advanced. Offerings like the 2019 Volvo V60 are much different than the old boxy wagons of the past. However, the Swedish automaker is still one of the best if safety is your number one concern. Volvo remains one of the industry leaders in this area, and has loaded the new V60 with plenty of safety features.
This week, we drove the 2019 Volvo V60 T6 Momentum with all-wheel drive.
What’s New For 2019
The Volvo V60 is fully redesigned for the 2019 model year. The new V60 is built on Volvo’s Scalable Product Architecture, which underpins 90 and 60 Series models. The more sporty R-Design and the more luxurious Inscription trims are available for 2019.
Features & Options: Convenience & Safety
Standard features for the base Momentum T6 ($43,400) include 18-inch wheels, automatic LED headlights, automatic high beams, heated and rain-sensing wipers, roof rails, and an auto-dimming rearview mirror. On the inside, drivers receive dual-zone automatic climate control, leather upholstery, heated 10-way power-adjustable front seats, and a panoramic sunroof. Among the convenience features: keyless ignition, a hands-free liftgate, rearview camera, power-folding rear headrests, and power-split-folding rear seats with a center pass-through.
Tech features include the Sensus infotainment system with a nine-inch touchscreen and Apple CarPlay/Android Auto compatibility. Bluetooth connectivity, streaming audio, satellite radio, and two USB ports each pair well with the 10-speaker audio system.
Volvo’s standard City Safety technology detects other vehicles, pedestrians, cyclists, and large animals like moose and deer, and can engage auto-braking to mitigate oncoming collisions. City Safety will also avoid or mitigate collisions with oncoming vehicles at intersections. Other safety features include steering support, oncoming lane mitigation, lane keeping aid, and run-off road protection. The Pilot Assist system, which supports drivers with steering, acceleration, and braking on well-marked roads up to 80 mph, also receives an update.
This tester came with the optional FOUR-C active chassis ($1,000) and 19-inch alloy wheels ($800). Total MSRP including destination: $46,195. By comparison, the 2019 Volvo V60 starts at $38,900 for the T5 front-wheel drive; $43,400 for the T6 all-wheel drive.

Related: An in-depth look at Volvo’s safety technology.
Interior Highlights: More Connectivity, But Less Intuitive
The Momentum may be the base trim, but it still features a stylish interior with premium materials. The overall ambiance is one of understated luxury, accompanied by some Swedish flair. Interior standouts include the heated leather seats and steering wheel, the panoramic sunroof, and automatic climate control. We especially liked the Art Deco aluminum inlays that give the cabin a more upscale feel.
Volvo improved the Sensus infotainment system for 2019. The quicker response times are necessary if you’re going to make use of the many entertainment applications like Spotify, Pandora, Baidu, and TuneIn. While the updates and increase in connectivity are welcome, we thought the tablet-style Sensus system wasn’t as intuitive as other vehicles we’ve tested.
The front seats are very comfortable in the 2019 Volvo V60. However, the middle seat in the rear has a high floor, which means passengers sitting there will have limited foot room. Volvo did increase overall cargo space; the V60 now has 23.2 cubic feet of space when the rear seats are upright; 50.9 cubic feet with the back row folded. The 40/20/40-split design makes the best use of the space available and offers some flexibility for carrying additional cargo.

Engine & Fuel Mileage Specs
The new V60 comes with a 2.0-liter, in-line four Drive-E engine paired to an eight-speed automatic. With its traverse all-wheel drive layout, the V60 T6 creates 316 horsepower and 295 lb-ft. of torque via bi-charging. The supercharger on top of the turbo makes this a quick family hauler! In fact, with this engine, the V60 hits 60 mph in under six seconds. EPA fuel-mileage estimates come in at 21/31 city/highway and 25 combined mpg.
The T5 variant features an in-line four with a turbo only. With front-wheel drive, fuel economy improves to 24/36 city/highway and 28 combined mpg, although horsepower drops to 250.
Regardless of the weather, the 2019 Volvo V60 provides a feeling confidence and security, as the wagon is solid and quiet on the road.
Driving Dynamics: More Enjoyable Than It Looks
The 2019 Volvo V60 provides the convenience and utility of a hatchback, but the dynamics of a sedan. The V60 is fun to drive, and if we didn’t know it was a wagon, it would have fooled us into thinking it was a sports car. The 2.0-liter bi-charged engine has plenty of power, making it fun for the daily commute. The selectable drive modes add to the enjoyment.
Furthermore, the all-wheel drive T6 is a good choice for those who live on rough or unpaved roads, and in cold and snowy climates. It handled well in the snow and ice we encountered this week in the Denver area.
Perhaps most importantly for families, the Volvo V60 was named a Top Safety Pick by the Insurance Institute for Highway Safety. Throughout the city and around the steeper mountain curves, the big disc brakes on all four corners brought us to a quick stop when needed. But knowing Volvo’s City Safe system can detect larger animals, we had extra peace of mind traveling through the less populated areas outside of Denver.

The 2019 #Volvo V60 provides the convenience and utility of a hatchback, but the dynamics of a sedan.Click To TweetConclusion: Good Choice Overall
For young, active families who don’t need a ton of cargo space, the 2019 Volvo V60 is a good choice. You can take this wagon through the snow and the cabin is comfortable and quiet. Overall, despite it being a wagon, we would rate the driving experience on the high side, an added bonus if you’re an enthusiast.
Denis Flierl has invested over 25 years in the automotive industry in a variety of roles. All of his firsthand reviews are archived on our test drives page. Follow Denis on Twitter: @CarReviewGuy
2019 Volvo V60 Gallery

Photos: Volvo Car USA, LLC. (Additional models and trim levels shown).

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Automoblog Book Garage: Boss Mustang: 50 Years

Automoblog Book Garage: Boss Mustang: 50 Years Of all the legendary names in the history of the Ford Mustang, one stands apart: Boss.
Mustang Historian Donald Farr takes us on a pony car journey in Boss Mustang: 50 Years.
Our Book Garage series features the books every gearhead and enthusiast needs in their library.
You know, one of the things about car books, is that if they’re of a certain ilk (e.g. coffee table books – and Boss Mustang: 50 Years is nearly one of those) it’s really hard to see anything new in them. It seems, if you’ve spent years staring into car books, as I have, there’s the same pictures over and over again.
There is nothing new under the sun.
You get to feeling very Ecclesiastical.
Not Your Normal Coffee Table Affair
Boss Mustang: 50 Years, written by this fellow named Donald Farr, is nearly a coffee table book, like I said. It’s kind of largish in format (one giveaway) and it is loaded with pictures (another tell in the coffee table book game). And that is where the similarity ends. This is actually a good book, all around. Oh sure, if you’re a Mustang person or a Ford fan, then this book is pretty much a gimme for your library. But if you like racing in the 1960s, automotive history, or just like cars in general, you will probably end up buying this book.
Originally meant to homologate the new Boss 302 engine and option package for SCCA Trans-Am racing, the Mustang Boss 302 debuted in 1969, being built in limited numbers for the street through 1970. Farr, a renowned Ford historian and Ford hall-of-fame inductee, spent time interviewing the designers and engineers who were closest to the Boss in preparation for the book.
In other words, not only is there the occasional new shot here and there, the whole thing is pretty in-depth.
Boss Mustang: 50 Years, chapter 9 cover photo. Designed by Larry Shinoda, the Boss cars easily stood out from their less potent stablemates. Race-bred powerplants, a standard front spoiler, and bold graphics were all Boss signatures. Photo: Donald Farr.
Boss Mustang: 50 Years: One Fine Spread
99 percent of the single car books out there; books with titles like The Samparo Super-Squid: Making of a True Legend and a Genuine Myth, are usually short on prose poems and very long on large-format glamor shots. Boss Mustang: 50 Years, although having few prose poems within, is not some lightweight faire you buy for your nephew who’s “into cars.”
It tips the scales at 176 pages and is slightly larger than a sheet of printer paper. Hardback, of course. Speaking of, the paper they use is rather nice, as are the fonts, layout, color choices, and all that sort of technical printing stuff. There’s whitespace, but not too much; the captions are well-written and easy to figure out which one goes with which shot. (Without having to resort to using numbers or other remedial methods for the navigationally and deductively inept).
Boss Mustang: 50 Years, page 43. With its Trans-Am characteristics, the 1969 Boss 302 Mustang established a new performance image for Ford. Street and track modifications were common. This one, for example, has a lowered suspension and wider tires. Photo: Randy Ream.
Mountain King
It’s easy to tell that Farr both knows his subject and loves his subject. This is to be expected but, what over the top praise there is, is not distracting. This is a book about the development, manufacturing, and racing of Ford’s Boss Mustang. What do you expect him to say: “Yeah, good car, but overall, pretty much a wash between it and a Camaro.”
No, the Mustang is clearly a better car for this ilk, but it’s also pleasantly apparent that Farr doesn’t think the Mustang lives at the top of the mountain; just at the top of his mountain. Farr, by the by, is an editor at Mustang Monthly and has written a bunch of other Ford and pony-car related books.
In Boss Mustang: 50 Years, what Farr is really after, is a complete history of the pony car, from its late 1960s origin in Ford’s boardroom, to its Trans-Am successes, and then untimely demise in 1970.
Boss Mustang: 50 Years, chapter 6 cover photo. Photo: Ford Motor Company.
Hidden Treasures
As you would expect, the book is thorough, without bogging you down with “inside baseball” stuff; like 369-page chapters on VIN codes and junk like that. Farr does give out specs, both relevant and fan-oriented. For instance, did you know that in 1969 there were 850 Boss Mustangs made? Sure, I bet some of you do. But do you know how many came in Wimbledon White? Royal Maroon?
Or how about this: do you know how many Ford made in Silver Jade? One. One! And get this: It was a factory painting mistake that was finished as a 429, then shipped to a Ford dealer in Colorado in 1970.
It is my truly fond wish that, right about now, there’s an old guy showing his grandson around a barn outside Greeley or Leadville or some place by Oak Creek and the kid asks, “why is that car a funny green color, grandpa?”
Boss Mustang: 50 Years, page 30. In 1969, the Boss 302 Mustang came in just four colors: Bright Yellow, Calypso Coral, Acapulco Blue, and Wimbledon White. Photo: Billy Jay Espich.
Big Boss Man
The book is split about 50/50 between the classic, 1960s Mustangs and the newer ones that received the Boss moniker about 40 years later. There’s a really nice development section about Ford’s refining (and refining and refining) of the reborn Boss. They didn’t just slap some stickers on it, grab a truck exhaust out of the parts bin, and call it good.
Ford doesn’t mess around and Farr shows this in detail.
Although a modern car maker today, Ford was resurrecting a beloved family name. If they went with a “good enough” approach, fans would have noticed. Ford eventually made them and sold them and raced them; and there was much rejoicing in Mustang clubs throughout the land. I rejoiced myself when I saw the heading on page 139 that read “Racing Improves The Breed,” something I have been saying for years.
That section of chapter 12 deals with the frustrations the Boss team faced on the track at the time.
Boss Mustang: 50 Years, page 158. This 2013 Boss 302 Mustang is making full use of its 444 “ponies” on the track. Photo: Ford Motor Company.
An Extra Resource
At the end there’s some nice appendices with tech specs and bibliographies and such. Better to put them there. You know where to find them (if a bench racing discussion is in full swing) because they don’t clutter up the body of the written content. All in all, this is a good book for your coffee table.
Boss Mustang: 50 Years is published by Motorbooks and, at the time of this writing, retails for $40.00.
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. Follow his work on Twitter: @TonyBorroz.

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2019 VW Arteon: Tremendous Value But Will It Actually Sell?

2019 VW Arteon: Tremendous Value But Will It Actually Sell? The 2019 VW Arteon arrives at dealerships this month.
Front-wheel drive models start at $35,845; $37,645 for all-wheel drive.
VW says the Arteon combines the space of a sedan with the design of a coupe.
So they’re really making this thing? “This thing” being the 2019 VW Arteon, a top-of-the-line, all bells and whistles halo car VW seems to think everyone wants. Every so often, VW does something like this. They made a Passat with half of a Veyron engine, a W8, 15 years ago. They made this big luxo sedan, the Phaeton, a couple of years after that. Nobody bought them. Why? A couple of good, solid reasons.
So what makes Volkswagen think it’s going to work this time around with the 2019 Arteon?
Lessons Learned?
Near as I could tell, the W8 Passat and the W12 Phaeton failed to hit sales targets for two main reasons. One, when something went wrong with either of those engines (and sooner or later, something always did), it’s like you had to suddenly write a check for a new sailboat. And two, why buy a top-of-the-line VW loaded with every possible performance and luxury feature on the planet, when, for a few dollars more, you could buy nearly the same thing from BMW or Mercedes-Benz or Audi – shoot, Audis are pretty much Volkswagens already!
But whatever, VW does not seem concerned with those questions, but they do seem concerned with people knowing about the Arteon.
2019 VW Arteon. Photo: Volkswagen of America, Inc.
Value Proposition
So here we are. The Arteon (I will not make a comment on that name, no I will not) is loaded down with every high-tech means to move you, stop you, change directions for you and, in the meantime, keep you warm and dry and safe and happy. VW says the Arteon will do this for . . . holy smokes, this thing only costs $36,000?! That’s nuts. That’s about what an Audi A4 goes for, and the Arteon has all the features of an A8 (okay, an A6 at least).
In other words, VW is going down the same road it did with the W8 Passat and W12 Phaeton; lots of bang for your buck, but nobody bought them.
Here’s what you get for that $36,000 starting price (they top out around $45,000 for the full-zoot model). There are three trim levels: the SE, SEL, and SEL Premium. Even the “base” SE has most anything a modern luxo-barge buyer would want these days.
The performance-inspired R-Line package, with its more sporty treatments, is available on every trim level. Photo: Volkswagen of America, Inc.
2019 VW Arteon SE
The front-wheel drive Arteon SE, starting at $35,845, features a 2.0L four-cylinder turbocharged TSI engine. Not very impressive in the engine department, sure, but everything else is. For an extra two grand you can get an Arteon SE with 4Motion all-wheel drive. Standard exterior goodies include 18-inch aluminum wheels, LED headlights and taillights, a chrome grille, and dual trapezoidal exhaust tips.
On the inside, the SE has leatherette seating surfaces, heated front seats with 12-way power adjust, and four-way lumbar support. Keyless access with push-button start fires the whole thing off, and there’s three-zone automatic climate control for when you’re underway. The SE also comes with a leather-wrapped and multi-function steering wheel, rearview camera, rain-sensing wipers, and an auto-dimming rearview mirror. The brushed metallic décor bits are all over the place, along with stainless-steel door sills and pedal caps.
There’s tons of multimedia stuff crammed into the dash: an eight-inch Composition Media infotainment system with SiriusXM, Bluetooth connectivity (of course), two USB ports, and eight speakers. Volkswagen’s Car-Net App-Connect includes Apple CarPlay, Android Auto, and MirrorLink. Standard driver assist features include Forward Collision Warning and Autonomous Emergency Braking, Side Assist, and Rear Traffic Alert.
And all that stuff is in the “entry-level” SE!
2019 VW Arteon interior layout. Photo: Volkswagen of America, Inc.
Related: An in-depth look at the 2019 VW Arteon.
2019 VW Arteon SEL & Premium
VW ups the game with the Arteon SEL, which starts at $39,995 for front-wheel drive; $41,795 for all-wheel drive, neither of which are unreasonable. The standard LED headlights now have an Adaptive Front-lighting System. There’s a panoramic sunroof, power-folding mirrors with memory, remote start, Nappa leather seating surfaces, and ambient lighting. This time, it’s an eight-inch Discover Media infotainment system with navigation and a 12.3-inch Volkswagen Digital Cockpit display.
There’s also Adaptive Cruise Control with Stop and Go along for the ride.
At the top of the heap, we have the Arteon SEL Premium starting at $44,945. The SEL Premium, riding on 19-inch aluminum-alloy wheels, is only available with all-wheel drive. The interior receives a heated steering wheel, paddle shifters, ventilated front seats with a massaging driver’s seat, heated rear seats, and again, brushed aluminum décor all over the place. The 700-watt Dynaudio stereo with 12 speakers should be loud enough to make even Nikki Sixx want to turn it down.
Photo: Volkswagen of America, Inc.
A Great Vehicle Indeed
So yes, the new Volkswagen Arteon is an amazing car, loaded down with features you’d expect in something costing twice as much. And yes, the 2019 VW Arteon would be the smart choice concerning cost versus value. But no, VW probably won’t end up selling enough of them. More’s the pity. They seem like great cars.
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. Follow his work on Twitter: @TonyBorroz.
2019 VW Arteon Gallery

Photos & Source: Volkswagen of America, Inc.

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Letter From The UK: Ford & The Farm Shop

Letter From The UK: Ford & The Farm Shop Are today’s cars nothing more than technologically-advanced covered wagons?
As our perspectives change with time, what role does the modern car play in our lives?
Geoff Maxted of DriveWrite Automotive Magazine examines in this Letter From The UK.
‘Quaint’ is an old Middle-England word that once meant wise or skillful but, since around the 18th Century, has come to mean oddly picturesque or pleasing in an old fashioned way. Why, you ask, this lesson in Olde English?
Well, that’s the kind of pedantic, semantic guy I am and because it is relevant to this Letter From The UK.
Surveying The Land
Quaint then used to describe Great Britain as it once was. Sadly, the past is a foreign country; they do things differently there*. There is, alas, not much that is quaint about the UK today. Thankfully though the seeker of calm can still discover some pockets of blissful quaintness; quiet, sleepy villages, and lush countryside of great beauty where the only distraction is birdsong.
This is the land where British traditions survive and maintain.
Among the most popular is the traditional farm shop; and they are just like they used to be in olden times, with locally-grown produce only now, of course, they’ve gone organic. With few exceptions these farms are not conveniently served by public transport. Ideally horseback is how we should do it, but these days we Brits prefer our personal iron transport of many horses: we go by car. Which finally brings me clumsily to the point: how we value cars today as a means to an end.
Automoblog’s Geoff Maxted often travels the English countryside road testing vehicles. This time around, it’s the Ford Focus Active. Photo: Geoff Maxted.
Ford Focus Active
If a car is called an Active it seems only right to do active things. This is not something that comes naturally to this writer, but Ford don’t make a car called The Sedentary. The Ford Focus Active then is a regular Focus, dressed as a crossover with hints of added SUV-style for lovers of the outdoor life. The UK TV campaign shows it in perhaps a more versatile estate car (station wagon) format, but the featured car here is the hatchback version and very good it is too; especially since this 2019 model (fourth-generation) Focus, launched in Europe and China last year, was awarded the maximum five stars for safety, thanks to a full complement of the latest safety equipment.
Sadly, America, you cannot have this car. You have to make do with the still very good but ageing third-generation model. In August 2018, Ford announced the cancellation of plans to import the new Chinese-built Focus crossover to America, citing tariff concerns. As a result, the fourth-generation model is not available in the United States after Ford decided to not manufacture the Focus domestically for the U.S. market as they did with the previous model.
Bad luck; it’s a great car. Still America made us wait for over 50 years for a right-hand drive Mustang so, hey; what goes around comes around.
During a road test, one works up an appetite, so stopping at a local farm shop in the English countryside is a must. Photo: Geoff Maxted.
Family First
It’s the latest Ford in a new family of Active crossover models inspired by sport utility vehicles. As mentioned, the Focus Active is available in spacious five-door hatchback and estate body styles with rugged exterior styling, a raised ride-height, and a bespoke chassis configuration to retain those class-leading Focus driving dynamics. Thrown into the mix we have added rough-road ability and a higher driving position for more confident urban and highway driving.
It is a car that puts the family first yet won’t disappoint the keen driver with its sharp steering and traditionally good Focus handling.
The Oily Bits: Chassis & Drive Modes
The Focus Active features, we learn, unique springs, dampers, stabiliser bars, and front and rear knuckle geometries. This along with a ride-height raised 30mm (approx one foot) at the front front, and 34mm at the rear (over the standard car) means added ground clearance and a high hip-point on the seats that makes access easy. Just step in.
With 17-inch alloy wheels fitted with sturdy, higher-profile 215/55 R17 tyres (in Europe) as standard, like all the other Focus models, this car has Normal, Sport, and Eco selectable drive modes. In addition, the Active also comes with a ‘Slippery’ mode, which adjusts the electronic stability and traction control settings for increased confidence on surfaces with reduced grip such as mud, snow, and ice. Further, there’s a ‘Trail’ mode, which helps maintain momentum on soft surfaces such as sand. This adjusts the anti-lock braking to allow for greater wheel slip and configures traction control to allow higher wheel spin that cleans sand, snow or mud from the tyres.
Blessedly, there was no opportunity to try it on snow, but on gravel farm tracks it worked a treat. Ideal if full-blown four-wheel drive seems over the top which for most users, it is.
Photo: Geoff Maxted.
The Oily Bits: Engine & Fuel Economy
The test car was powered by a 1.5L EcoBlue Start/Stop diesel engine with emissions of only 110g/km, driving through an eight-speed auto with paddle shifts. Don’t believe the negative hype, the latest crop of diesel engines are fine. Otherwise there’s another diesel option or two petrol variants of which the 1.0L three-cylinder EcoBoost is a standout unit. With 118bhp, the Active won’t leave a trail of burning tarmac behind it but the engine does deliver more than adequate power for brisk acceleration.
We saw 50 mpg on test and that’s with putting the car through its paces, on and off the road.
On The Inside
Inside the updated cabin, which is typically Ford, a leather steering wheel and bright elements on the dashboard and door panels, plus Active scuff plates on the sills, all deliver a high-quality feel. The high-bolstered seats are trimmed with distinctive Active cloth and are very, very comfortable, even over long distances and on rough terrain. There’s tons of leg room and the usual array of technology, including navigation and a reversing camera.
Maybe one day Ford USA will relent or tariffs will be reduced because overall this is a fine car.
The Ford Focus Active is the perfect car to take you off the beaten path. Photo: Geoff Maxted.
Changing Times
The Focus Active is also a prime example of this topic: the recent news that the European Union (and the UK depending upon what happens with Brexit and don’t ask) is planning to legislate that all new cars built in or for European consumption from 2022 will have speed limiters fitted to a maximum of 70 mph. Not entirely sure about either our personal privacy and freedoms or indeed what Ferrari and the like will think of that but it is probably likely to happen.
Sorry future drivers, fast cars are out. The car as lifestyle transport is in and to some extent already explains the public’s on-going love affair with the SUV. So our cars henceforth become simply a mode of transport to further our working day and our leisure time. In frontier parlance, they are the modern-day covered wagon, the Romany caravan, the omnibus of the future.
That’s what the Ford Focus Active is and what soon all cars will be. It moves people at their leisure to places that sell fresh vegetables and fruits and all manner of sturdy clothing without unduly polluting the atmosphere or upsetting the country folk. Ford did an excellent job with this car and its all-round usability is to be commended; but, sorry, you’ll have to take my word for that.
Geoff Maxted is a motoring writer, photographer, and author of our Letter From The UK series. Follow his work on Twitter: @DriveWrite
* Courtesy L.P. Hartley

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2018 Audi S4: A Thorn In The Side For Much Bigger Cars

2018 Audi S4: A Thorn In The Side For Much Bigger Cars

Ah, the 2018 Audi S4, continuing proof that good things come in small packages. Yes, I know, they’ve gotten bigger since the first iteration, and yes, I know, they are more complex than they used to be, but these little brutes are still a total hoot, and giant killers to the unsuspecting.
The recipe applied to the Audi S4 is one as old as time, or, more accurately, as old as the automobile itself: Step 1 – Find a small car; Step 2 – Find the biggest motor that will fit into the engine bay of small car (see Step 1); Step 3 – Stuff big engine into small car; Step 4 – Enjoy!
Step 5 is optional: Have contact info of Priest, Rabbi, Minister, or Mortician handy.
Not So Ordinary
Audi has been at this for a time, with varying degrees of success/reliability/sanity. Didn’t they cram a little V8 into an S4 at one point? Or was that the RS? At any rate, the S4 stands as both a too fun car to drive and a testament that Audi is anything but a stodgy, engineering-based German car company. Remember, these are the yahoos that created the Sport Quattro S1 E2 and handed it to non compos mentis types like Walter Röhrl and Michèle Mouton and said, “see how fast you can make it to the top of that mountain.”
They were also the same people that put the drivetrain from the Allroad into an S4, and, c’mon, that’s kind of dumb (from a reliability standpoint).
Right, so here we are with the new, 2018 Audi S4.
Engine & Transmission
The new for 2018 S4 is driven by 3.0-liter TFSI V6 engine, tweaked to deliver more horsepower and torque. Specifically it cranks out 354 horsepower and 369 lb-ft. of torque. That is, technically speaking, a lot of power and grunt from such a small package. Audi says it’s up by 21 horsepower and 44 lb-ft of torque from the previous engine. It’s also worth noting how the power band is nice and wide, from 1,370 to 4,500 rpm.
The supercharger from the previous generation is gone, swapped for a single turbocharger to force induction.
The mill is connected to a standard eight-speed tiptronic automatic transmission, with lower gears featuring short, sporty ratios and longer upper cogs to help keep engine revs lower at cruising speeds.
Like I should even have to point this out, but all Audi S4s come standard with the quattro all-wheel drive system. Not only is this a given, but it also makes sense in putting all that power and torque to the bahn. It also ensures you’ll fire off the line like a bug with a Claymore mine strapped to its butt. Out back there’s an available Quattro sport rear differential, actively splitting torque between the rear wheels.
These things combined help the 2018 Audi S4 hit a class-leading and dynamic 0-60 time of 4.4 seconds. And speaking of dynamics, the chassis and suspension have been worked over too.
Photo: Audi of America, Inc.
Ride & Handling
For starters, there is the standard Audi drive select that gives you four different modes to choose from: comfort, auto, dynamic, and individual. These permit the driver to change shift points, alter steering and throttle response, and other available settings, as well as adjust the adaptive cruise control. There’s an optional sport adaptive damping suspension package with a new suspension control unit too.
You can also opt for something called dynamic steering, which gets you a variable steering ratio based on vehicle speed and the Audi drive select setting.
Exterior Styling
Design-wise the 2018 S4 gets the “latest refinements” so it stays current with the rest of the Audi line. I’ll leave that up to the eye of the beholder whether any of that works or not. Naturally, since this an S4, you get the aluminum-optic exterior side mirror housings, Platinum Gray Singleframe grille with aluminum-optic double blade bars, S model specific quad exhaust outlets, and a rear trunk lid lip spoiler.
Subtle, but enough is there to let the cognoscenti know what they’re dealing with.
You also get 18-inch 5-double-spoke-star design wheels with standard summer tires. There’s also (optional) 19-inch 5-spoke-V design wheels with summer tires if that’s your thing. Full LED headlights with LED daytime running lights and LED taillights with dynamic turn signals are standard. Also standard are auto-dimming, power folding, heated exterior mirrors – t here are optional red brake calipers in the S sport package if you’re a bit more on the flashy side.
Photo: Audi of America, Inc.

Interior Design
On the inside there’s a 3-spoke multifunction flat-bottom steering wheel with shift paddles and S badging. The eight-way power front seats with four-way power lumbar support and memory are heated. The seats are actually really fancy: they are diamond stitched S sport seats with power side bolsters, and a massage function. Also standard is three-zone automatic climate control with digital rear display; dual pane acoustic glass for the front side windows is optional.
Finally, a Bang & Olufsen stereo with 3D sound is available.
Trim Levels & Pricing
The 2018 Audi S4 comes in two basic flavors: Premium Plus and Prestige. They will set you back $50,900 (USD) for the Premium Plus and $55,800 for the Prestige. Yes, that’s a lot, but even at that price, it’s a hard little car to argue with.
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 and Source: Audi of America, Inc.

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AutoSens Detroit Conference Examines Vehicle Perception Technology

AutoSens Detroit Conference Examines Vehicle Perception Technology

One of the hottest topics right now in the automotive universe is autonomous driving. It’s also one of the most misunderstood. Proponents believe the forthcoming technology holds much promise, citing how autonomous cars usher in everything from zero emissions to better infrastructure.
Grease knuckled gear heads and car enthusiasts feel their prized small block V8s, pavement twisting muscle cars, and short-throw manual transmissions are going the way of the dodo.
Today’s engineers are riding this delicate balance; challenged with keeping a given automobile’s performance benchmark in tact, while implementing the latest advanced driver assistance systems. This is where AutoSens plays a critical role. Their conference in Detroit, Michigan this May is dedicated to engineers in the field, working on these different applications.
Passion & Value
AutoSens Detroit will provide a wide range of educational, networking, and hands-on experiences with regard to engineering the modern advanced driver assistance system. According to Robert Stead, Managing Director, Sense Media, AutoSens was built on the vision of senior technical experts at automotive OEMs and Tier 1 suppliers. That vision is then delivered at the conference by passionate experts who believe a strong community dialogue is ultimately necessary for the success of the technology.
“What we want to create is a community catered to the engineers who are working on advanced driver assistance systems, and other solutions to autonomous vehicles that will be integrated over the coming years,” Stead explained.
Sense Media launched in 2015 and held the first AutoSens conference in Brussels, Belgium. Stead points to how the evolving autonomous landscape, from digital imaging technology to cameras and radar shaped AutoSens.
“I decided two years ago the best way to serve that community was to set up my own business and focus entirely on digital sensing as a whole,” he said. “We place great importance on keeping the discussion relevant to engineers, upholding technical standards, and adding value for attendees.”
AutoSens Detroit takes place at the M1 Concourse, May 22nd through the 25th. Organizers are leveraging their existing good relationships with Detroit-based companies to put together a thought-provoking and exciting event. For Stead, having an AutoSens conference in Detroit is even a little personal.
“I went on a holiday there with some friends and I was really inspired to hear the stories of regeneration in Detroit,” he said. “I am a techno and house music fan too, so we attended the Movement Festival.”
Sense Media Managing Director Robert Stead addresses those in attendance at AutoSens Belgium. Photo: Sense Media.
Collective Voices
The speakers at AutoSens Detroit are as diverse as they are distinguished. Collectively, the panel has experience in everything from robotics and computer vision, to automotive electronics, digital imaging, and functional safety. Each speaker was handpicked and selected carefully based on their contributions to advanced driver assistance systems, functional safety, autonomous driving, and their overall passion for the topics.
“It is important to have the right caliber of speakers and be covering the right topics in Detroit,” Stead said.
The AutoSens Detroit panel includes Todd Benoff, Partner, Products Liability Practice Group, Alston & Bird. Benoff will host a session on insurance and liability and what the ethical considerations are for autonomous cars. Filip Geuens, Chief Executive Officer, Xenomatix, will facilitate a session on affordable, effective LiDAR solutions backed by real-world autonomous tests. Other speakers include Rudy Burger, Managing Partner, Woodside Capital Partners, with a session on the ever changing dynamics in the autonomous vehicle landscape, and Paul Fleck, President of Dataspeed, with insights on how to build an autonomous vehicle.
“For engineers who are working in this space, it’s an opportunity to come and hear about some of the things that are happening,” Stead said. “AutoSens is meant to help them to understand what is going on in the wider industry.”
AutoSens roundtable discussion in Brussels, Belgium. Photo: Sense Media.

Collaboration & Community
Indeed, the forthcoming autonomous era holds much promise, but right now we are still anticipating the many things that may (or may not) happen. Like a runner before the gun fires, we are poised and ready, having prepared long and hard for the finish line sprint. What we sometimes forget is how there are many others running alongside us. Your vision for the autonomous world may be remarkably similar to someone else in the field, but up until now, there was no way to meet them.
That’s the greatest value for those attending AutoSens, be it in Detroit or Brussels. It’s not simply a conference where you attend a couple of workshops, scribble down a few notes, and leave. AutoSens is about the community of people who share the same passion and drive for this bold, forthcoming autonomous generation. AutoSens brings us together so we can collectively implement the solutions necessary to welcome in what we all believe is a better era, not just for transportation, but society as a whole.
“The goal of all this technology is to improve safety,” Stead explained. “In order to do that, we need to have more conversations and collaboration, and what we have managed to create is an environment where that happens.”
AutoSens Detroit takes place at the M1 Concourse in Detroit, Michigan, May 22nd through the 25th. Automoblog readers receive a discount on their tickets through this special offer.
Carl Anthony is Managing Editor of Automoblog and resides in Detroit, Michigan.

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High-Strength Steel: The Ally of Autonomy

High-Strength Steel: The Ally of Autonomy

The technology necessary for autonomous driving usually hinges on some common elements. For example, radar, cameras, LiDAR, and other various sensors are usually present. We hear about advanced algorithms, adaptive learning, and artificial intelligence, all of which are necessary for this new, promising era of driving.
Proponents say autonomous cars bring better infrastructure, reduced emissions, and the end of traffic fatalities. Massive events like the North American International Auto Show reflect just how far this technology, and its promises, have progressed.
It doesn’t seem like the future anymore because it’s already here.
Education & Utilization
Without one of the longest-standing industries within the automotive landscape, this bold autonomous world would come to a screeching halt. Sure, we can easily associate a number of software applications with autonomous driving, but what about a raw material like steel? When we hear “driverless car,” steel probably does not come to mind, although maybe it should?
“For some reason, people understand that automobiles are new technology but they don’t understand that steel is a new technology too,” said Jody N. Hall, Ph.D., Vice President, Automotive Market, Steel Market Development Institute.
The Steel Market Development Institute represents steel companies and works closely with the automotive industry to provide the proper grades based on the application. The organization is also focused on educating the greater automotive industry on the uses and benefits of the material. ArcelorMittal, a multinational steel manufacturing corporation headquartered in Boulevard d’Avranches, Luxembourg, shares a similar vision. Blake Zuidema, Director of Automotive Product Applications, spends a great deal of time with the automakers.
“My team works with the OEM body structure design community to try and understand what kinds of material properties are required in order to achieve all of their design objectives,” he said.
Steel is widely utilized in the automotive industry, encompassing a significant portion of any given vehicle’s chassis, body, and overall structure. Full-size trucks from General Motors, RAM, and Ford, for example, employ a high-strength steel frame to accommodate heavy payloads. Other vehicles, from minivans to crossovers, use steel for occupant safety and enjoyable driving dynamics.
SMDI’s display at the 2017 North American International Auto Show at the Cobo Center in Detroit, Michigan. Pictured here is the new Chrysler Pacifica. The individual colors correspond to different materials, including their grades and properties, used to manufacture the vehicle. Photo: SMDI.
Structural Integrity
Part of the steel industry’s focus with autonomous driving is providing the designers of the technology a durable material that can be shaped around their components. The idea is that if the sensors associated with automated driving are protected, they are more effective.
“If we are able to give them a better performing material, then they can have a more efficient design,” Dr. Hall said. “You need some kind of structure to hold all of those sensors in place and a steel intensive one can better protect them.”
It’s not just protecting the sensors, however. Even in the era of driverless cars, occupant protection is still paramount. Indeed, one of the promises of autonomous driving is an accident free world, but perhaps those glasses are a little to rose colored?
“I would love to believe that when we move to autonomous vehicles that we will eliminate traffic accidents but the simple fact is that is not going to be 100 percent true,” Zuidema said. “I think we are going to dramatically reduce the number of traffic accidents but no technology is perfect.”
Zuidema points to both the commercial airline and shipping industries and how they run on automated and connected systems. Despite this, planes still crash and ships still sink.
“Sensors can fail or be occluded by the elements; driving conditions can deteriorate to the point where the sensors may tell the wheels to do something, but if there is no traction, the vehicle is basically a ballistic object,” Zuidema explained. “There is no reason to believe autonomous vehicles, despite the technology, are going to be free of accidents.”
SMDI, ArcelorMittal, and other advocates for steel believe autonomous cars will need passive safety features as much, if not more so, than active ones. Further to that, the future autonomous car needs to be programmed not only to understand the world around it – streets, road signs, traffic etc. – but to understand itself.
Expect The Unexpected
Let’s say an autonomous car encounters a runaway baby carriage and is, in this scenario, left with only two choices since stopping in time is not possible. One, it hits the baby carriage, or swerves to miss it, but will collide with some other object – wall, telephone pole, dump truck etc. – in other words, there is no promising end to this situation. If the car understands it has a very strong safety cage constructed from a very durable material, and highly engineered passive safety systems, that will impact its decision.
On the other hand, if the vehicle understands itself as has having a safety cage of less integrity, and passive safety systems that are, from an engineering perspective, neglected, because we have put too much faith in the accident free promise of autonomy, then its decision could be very different. It may, in fact, hit the baby carriage.
“I realize this may be a stretch but these are the kinds of things you have to think about when it comes to autonomous vehicles,” Zuidema said. “When I think autonomous, I am still thinking the safety cage of the car is going to be equally important, if not more important.”
The three-point safety belt as it appeared in the Volvo PV 544 in 1959. According to the National Highway Traffic Safety Administration, seat belts saved nearly 13,000 lives in 2014. Photo: Volvo Car Corporation.

Stable Paths & Bold Visions
One of the most prominent examples of safety in the automotive industry is Volvo. Nils Bohlin, a Volvo engineer, is credited with the world’s first 3-point safety belt in 1959. The seat belt is arguably the greatest, most iconic passive safety device of all time, saving countless lives over the last near 60 years. This legacy is carried on through the automaker’s new Scalable Product Architecture (SPA), which utilizes hot formed steel and serves as framework for future Volvos.
“The use of hot-formed, Boron high-strength steel is a tradition for Volvo and provides several benefits in terms of safety and production,” said Jim Nichols, Technology and Product Communications Manager, Volvo Car USA LLC. “SPA allows us to add additional strength and rigidity to our cars while reducing weight and improving crash performance.”
Volvo’s vision is that by 2020 no one should be killed or seriously injured in a new Volvo. That’s a full five years before the general consensus on when autonomous cars are expected to be released.
“SPA gets us closer to this vision via additional high-strength steel and an electrical architecture that can support new safety technologies,” Nichols explained. “With the SPA platform, we were able to build both an electrical and network infrastructure that allows for the placement of additional sensors, which support autonomous driving technology.”
Dr. Hall believes such infrastructures are most effective when steel is in the picture.
“We want to deliver the structure of a vehicle that engineers can utilize to give good ride quality, durability, and safety performance,” she said. “However, today, we need to give the sensors for autonomous technology a pathway, and so we design the shape of the steel accordingly.”
Volvo’s belief in autonomous driving is well publicized and they have, in recent times, championed it with much vigor. And while SPA will, with its electrical and network infrastructure, support the technology necessary for autonomous driving, the basis is still on durability and safety.
“Thirty percent of the XC90 architecture, for example, is made from Boron steel, which is among the strongest materials available today,” Nichols said. “This material mix allows us to deflect and absorb crash forces, keeping drivers and passengers safer.”
A Volvo XC60 endures a frontal crash test at 35 mph. Photo: Volvo Car Corporation.
Cost & Energy Consumption
In addition to safety is cost, another concern consumers will inevitably have when faced with an autonomous car. One school of thought suggests going with an aluminum or carbon fiber intensive body to cut weight and therefore, reduce the number of batteries. Since battery and electric powertrains are often associated with autonomous vehicles, steel proponents are implementing strategies accordingly.
“In the past, batteries were very expensive and if you could reduce the number of batteries you needed for a given range of performance, you could reduce the cost of the car,” Zuidema said. “What we see now is the cost of batteries coming down – the marginal costs are such that it is cheaper to make the vehicle a little bit heavier out of steel, and even though you will need slightly more battery storage, the cost of the batteries is nowhere near the cost of converting to aluminum or carbon fiber.”
Steel advocates also point to the environmental benefits during manufacturing, especially as autonomous cars have the potential to reduce emissions themselves. Manufacturing an automobile from steel requires less electricity and CO2, thereby generating a smaller carbon footprint.
“Steel by its very nature requires far less energy during the production phase than other materials like aluminum,” Zuidema explained. “It takes a lot more energy to take aluminum oxide and convert it into pure aluminum metal than it does to take iron oxide and turn it into pure iron.”
General Motors is now testing autonomous technology in Michigan. The Chevy Bolt EVs for the tests feature advanced autonomous systems, along with other hardware designed for occupant safety, like ten standard airbags. The new Chevy Bolt EV utilizes high-strength steel extensively throughout its body structure for additional safety. Photo: General Motors.

Wings & Wheels
While some automakers predict as early as 2021, it’s hard to say just what the autonomous market will become once the vehicles arrive. My emotions on autonomous driving are mixed, although that was not always the case. When I first learned about it, and when we first began covering it here for Automoblog, I was all for it. Today, I am not so sure, but I want to believe in the autonomous car and I will give it a chance. I want to believe the forthcoming autonomous automotive system will give us all the benefits it promises and more.
Imagine a world free of accidents with better infrastructure and reduced emissions.
It’s nothing short of awesome.
However, I am not willing to give up my seat belt for the autonomous automotive system. I am not willing to give up the usage of high-strength steels either that keep us safe during a collision. I will give autonomy a chance but I won’t give it my entire blind faith. Neither should you.
Even though airplanes are the safest form of travel, I still buckle up when I board, and am mindful the nearest exit might be behind me. I even stay awake for the safety presentation. Like we often do with wings in the sky, we take for granted the basics that keep us safe. We should not replicate this with our wheels on the ground, autonomous or otherwise. Our faith in the autonomous system is best predicated upon the understanding of why the modern sensor needs the proven material, and why, for the sake of all the promises of autonomy, they must work in tandem.
Carl Anthony is Managing Editor of Automoblog and resides in Detroit, Michigan.

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Mercedes-AMG GT Concept: The Performance Sedan Of The Future

Mercedes-AMG GT Concept: The Performance Sedan Of The Future

Mercedes-Benz is, at their heart, a big sedan company. Sure, they might build devastatingly quick race cars now and then. They might build beautiful Gullwings every quarter century or so, but at their heart, big, fast sedans is what Mercedes-Benz does.
Witness the Mercedes-AMG GT Concept.
What Ferrari is to road going sports cars, Mercedes-Benz is to big performance sedans: The Benchmark. With the new Mercedes-AMG GT Concept the Stuttgart company just rolled out at Geneva, they hope to redefine what that benchmark is.
Proper Introductions
What the Mercedes-AMG GT Concept does is successfully blend a bunch of odd, disparate elements. The Mercedes-AMG GT Concept wants to be all things to all people. It has the practicality of a four-door sedan, yet the styling of a coupe – working the now fashionable idea of a four-coupe to great effect – it has bags of power as only an engine-obsessed company like Mercedes-Benz can have, yet it gets great gas mileage and pollutes very little since it’s a hybrid; it is most definitely not a sports car, yet it cops design elements from its corporate sibling the AMG GT sports car.
Usually, this does not work. It does not work at all, and usually fails spectacularly. Look at the Pontiac Aztek. That tried to be all things to all people too, and besides ending up a radiating failure, its only real notoriety is that it was the car Walter White drove in Breaking Bad.
The Mercedes-AMG GT Concept works.
Quote Worthy
“With the Mercedes-AMG GT Concept, we are giving a preview of our third completely independently developed sports car and are extending the attractive AMG GT family to include a four-door variant,” said Tobias Moers, Chairman of the Board of Management of Mercedes-AMG GmbH. “With our AMG GT Concept, that means a combination of an ultra-modern V8 gasoline engine and a high-performance electric motor, both intelligently networked with an extremely powerful yet lightweight battery concept.”
Moers also underscored the performance aspects.
“This hybrid powertrain offers an impressive electric range and the opportunity to generate a system output of up to 805 horsepower in its last level of development, and covers the sprint from 0-60 mph in less than three seconds – which corresponds to the performance of a super sports car,” he said.
Okay, let’s break down what Herr Moers just said.
Photo: Mercedes-Benz USA.

Perception Versus Reality
Look, we could delve deeply into the styling of the car, but ultimately all that is subjective. I can trust anyone with eyes out there to form an opinion on the Mercedes-AMG GT Concept’s looks, and I would wager that most people would find them pleasing. What is not subjective is the drivetrain.
As Herr Moers pointed out, this monster reels out 805 horsepower, which is comparable with the upcoming Ferrari Superfast. Let that sink in for a bit.
Yes, of course this thing is going to weigh more, so it’s going to need a lot of power to hit performance benchmarks like 0 to 60 in less than 3 seconds. But still, that’s a lot of go.
The performance-based hybrid system starts off with a handcrafted AMG 4.0L V8 biturbo engine, mated to an additional, powerful electric motor. Obviously the electric motor is critical to getting this thing to scoot to 60 mph in less than three seconds. The power generated from both sources gets routed to the Bahn via a fully variable AMG performance 4MATIC+ all-wheel drive system. Not only is this a benefit in cruddy weather, it also helps with the prodigious power output in general. Furthermore, with torque vectoring, each wheel can receive torque individually, resulting in a perceptible increase in performance.
Photo: Mercedes-Benz USA.
Track Inspired Performance & Efficiency
There are three operating modes for the AMG GT Concept. It can drive on the electrical system alone, just the combustion engine, or with an optimal combination of both as a hybrid. So, you could drive it as just an EV, sort of like a big Tesla, in a way. You could go with just the turbo V8, in full-on old school mode. Or you could be the clever ape and use both and get all the performance and efficiency you can handle.
The operating strategy of the AMG GT Concept is derived from the hybrid powerpack of the Mercedes Petronas AMG Formula 1 race car that has been kicking butt and taking names for the past three seasons. Three? Four? I can’t remember, and frankly, it’s been going on for far too long.
The AMG GT Concept hybrid system was developed in cooperation with engineers at Mercedes-AMG HPP High Performance Production GmbH. Just like in the Formula 1 car, the AMG GT Concept’s battery is charged while the vehicle is driven so you have maximum electrical power available at all times.
Photo: Mercedes-Benz USA.

Future Tastes
“The AMG GT Concept gives a sneak preview of the exterior design coming to the series production model,” according to a Mercedes-Benz press release.
That means they are going to build this thing, but like all show cars, what ends up in the dealership won’t be exactly what you see here. All show cars have a certain amount of gee-wiz stuff on them – gyroscopic self-leveling ashtrays and such. That’s the sort of stuff that doesn’t make it to production.
What will make it, however, will be the general look of the AMG GT Concept and its innovative, powerful hybrid drive system. No word on when it will arrive or what the price will be, but the AMG GT Concept sure seems close to production. It’s also not too wild of a guess to say this thing will cost many, many dollars. In the meantime, the Mercedes-AMG GT Concept is on display at the 87th Geneva International Motor Show.
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.
Mercedes-AMG GT Concept Gallery

Photos & Source: Mercedes-Benz USA

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