Titan & Titan XD: Nissan Lifts ‘Em Up

Titan & Titan XD: Nissan Lifts ‘Em Up Okay, the short story here is that Nissan now features a line of factory-approved lift kits for their Titan and Titan XD trucks. Manufacturers have done this – approved certain aftermarket bits and pieces – since Henry Ford was messing around with tractors. That’s nothing new. Lift kits, on the other hand, are new(er) as far as we can tell, but is it a good thing?
Solid Approach
On the one hand, the business hand, this makes nothing but sense: One, customers are already adding lift kits to their trucks. Two, if you don’t take advantage of customer desires, you’re leaving money on the table. And three, partnering with a well-known aftermarket provider of lift kits allows Nissan to objectively evolve on-demand niches, while credibly procrastinating adaptive communities, all while compellingly synthesizing robust materials . . . or something. You know how these press releases read but who cares! The bottom line is, as always, the bottom line. People buy trucks and lift kits, and if they don’t buy them from Nissan, they’ll send their money to someone else.
So, for the first time ever, Nissan is offering a factory-authorized suspension lift kit. And I think this might be the first factory-approved lift kit of all time, and not just for Nissans. I’ve never heard of another truck maker doing this (although there have been special trucks like the Dodge Power Wagon and stuff like that). The only other example we could think of in recent times is this one for the F-150 in 2016.
This Nissan Titan on display at the 2018 Chicago Auto Show features the new ICON suspension lift kit package. Photo: Nissan North America.
Some (But Not Much) Assembly Required
The Nissan lift kits are a fully bolt-on affair, which is great. There’ll be no cutting or drilling required, which makes installation both a snap and less likely to result in some dingus screwing things up with a die grinder or rotary saw.
The lift kits were created by California-based ICON Vehicle Dynamics. In case you are wondering, this is not the same crew that makes nut and bolt restorations of vintage Land Cruisers and such. That’s ICON 4×4. ICON Vehicle Dynamics is a purveyor of all things off-road for a wide range of applications. From looking cool to crawling over big piles of rocks, that’s what ICON Vehicle Dynamics is here for.
The package includes adjustable-height coil-over shock absorbers specifically tuned for both the Titan and larger Titan XD; custom rod end bearings, and patent-pending Delta Joints. And everything just bolts right in or on. No cutting. No drilling. Everything should go in easy-peasy and the whole shootin’ match installs in under four hours at your Nissan dealership.
Photo: Nissan North America.
Functionality & Availability
The new Titan kit offers a more hard-hitting exterior look, with a total suspension lift of up to three inches. The kit is fabricated for Crew Cab 4×4 models and will be available this spring.
“We worked with ICON, a proven name in suspension lift kit engineering, to develop the first kits to be offered through our Nissan dealer network,” explained Billy Hayes, Division Vice President, LCV and Trucks, Nissan North America, Inc. “With the suspension lift kit’s increased wheel travel and damping ability, ride quality should be enhanced both off-road and on.”
If you deck your Titan out with one of these kits, send us a photo so we can retweet it for you.
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. 
Photos & Source: Nissan North America.



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2018 Toyota Camry Hybrid XLE Review

2018 Toyota Camry Hybrid XLE Review
Sedans are losing their appeal in America as SUVs and crossovers take a lion’s share of the market, but this sedan will get you to look twice. The 2018 Toyota Camry has received a complete makeover and it’s a good one. Camry needed a redesign and Toyota engineers excelled with the popular sedan, with new styling inside and out, and improvements to bump up fuel efficiency. If you don’t need a lot of cargo-carrying room, this newly-redesigned sedan will save you boatloads of money at the pump.
We recently drove the all-new 2018 Camry Hybrid XLE.
What’s New For 2018
Toyota Camry gets a complete redesign and the Hybrid gets an updated version of the 2.5-liter four-cylinder engine. Various tweaks provide an improvement in fuel economy and a slight increase in power. The 2018 Camry Hybrid also gets a new suspension, giving it a smoother ride over uneven pavement.
Standard Features
The 2018 Toyota Camry Hybrid XLE ($32,250) comes standard with automatic LED headlights, keyless ignition and entry, a rearview camera, dual-zone automatic climate control, a power-adjustable driver’s seat (with power lumbar adjustment), heated front seats, adaptive cruise control, forward collision mitigation with pedestrian detection, a rearview camera, lane departure warning and mitigation, and Toyota’s Entune Audio interface. Entune Audio includes a 7-inch touchscreen display, voice controls, a USB port, Bluetooth, and a six-speaker sound system with a CD player and an auxiliary audio jack.
The XLE Hybrid also gets unique 18-inch alloy wheels, an auto-dimming rearview mirror, leather upholstery, a power-adjustable passenger seat, wireless smartphone charging, a heads-up driver display, two extra USB ports, blind-spot monitoring with rear cross-traffic alert, and heated exterior mirrors.
Optional Features
This Hybrid tester came with the optional Driver’s Assist Package ($1,050), which included the Bird’s Eye View Camera, Power/Tilt Moonroof ($845), Upgraded Audio Package ($1,800), and Adaptive Headlights ($415). Total MSRP including destination: $37,255.





Interior Highlights
The Camry’s interior is all-new and trimmed with quality materials, making for nice improvements when compared to the outgoing model. The fit and finish is on par with what we’d expect from Toyota. The cabin has a more premium feel and is more stylish like the outside, thanks to the use of softer touch materials and more attractive colors. The touchscreen has been updated with a 7-inch version of Toyota’s Entune interface as well, although it’s not the most user-friendly system. 
Hybrid models get comfortable, heated leather-trimmed seats with 8-way power adjustments, so any size driver can find the perfect position. The cabin feels light and airy, and there’s lots of head, shoulder, and elbow room for driver’s to get comfortable. Front and rear passengers have ample space around them, and rear passengers won’t feel encroached on if the front seat is all the way back. 
For a sedan, we felt visibility in almost every direction was quite good from the driver’s seat. Mirrors, both inside and out, are appropriately sized, and blind spots are kept to a minimum. The standard rearview camera helped us see shoppers who were too busy to slow down as we backed out of the shopping mall lot on Black Friday.





Engine & Fuel Mileage Specs
The 2018 Toyota Camry Hybrid gets an updated 2.5-liter four-cylinder engine, paired with the brand’s latest hybrid system with two motors. It develops 176 horsepower alone and 208 horsepower with the hybrid’s additional net power. XLE hybrids use the nickel-metal-hydride batteries to achieve 46 combined mpg, with an EPA-estimated 44/47 city/highway mpg.
Driving Dynamics
You won’t buy the Camry Hybrid for its driving dynamics, but you will want it for its excellent fuel mileage. We pushed the hybrid hard in the mountains while driving west of Denver and achieved 41.3 mpg through the higher altitudes. We were also impressed with hybrid’s power and torque, which propelled us up the mountain roads without issue. We don’t particularly like the continuously variable transmission that revs up as you press the pedal down, but passing and merging with traffic was never a concern
On the flats, and even at medium speeds on the highway, the batteries allow the car to run in electric-only mode quite frequently. When driving slowly through parking lots for example, the vehicle will use strictly battery power. We hardly noticed the transition from the electric mode to when the gas engine took over. The Camry Hybrid isn’t the fastest sedan, it’s just smooth and quiet, and it offers up a comfortable commute as a result. In the mountain curves, body roll isn’t excessive, and on dirt roads leading to our house, the sedan soaked up the bumps with ease. The XLE’s standard heads-up display was a pleasant addition, making it easy to keep our attention on the road. 
Conclusion
The best reason to check out the 2018 Toyota Camry Hybrid is the excellent fuel mileage. You’ll save money at the pump and it’s a pleasingly comfortable commuter. If you want more luxury, the XLE is the model to get with heated leather seats, heated steering wheel, and extra safety features.
Denis Flierl has invested over 25 years in the automotive industry in a variety of roles. Follow his work on Twitter: @CarReviewGuy
2018 Toyota Camry Hybrid Gallery
































2018 Toyota Camry Official Site.
Photos: Toyota Motor Sales, U.S.A., Inc.
*LE and SE models also shown.



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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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2018 Chevy Cruze LT Diesel Hatch Review

2018 Chevy Cruze LT Diesel Hatch Review There are other affordable high-mileage compact cars out there, but how does a diesel-powered model fit in your plans? It competes in Toyota Prius territory, making it one of the most fuel-efficient compacts on the planet. This week we found the Chevy Cruze diesel variant to be easy-going, surprisingly quiet, comfortable, and composed on the road. The Cruze comes as a sedan or hatchback, with an automatic or manual, and as either a diesel or gas.
This week, we drove the 2018 Chevy Cruze LT Diesel Hatch.
What’s New For 2018
Both the 2018 Cruz Hatch and sedan are now available with the 1.6-liter turbodiesel engine. The vehicle was unveiled in 2016 at the North American International Auto Show.
Features & Options
The 2018 Chevy Cruze LT Diesel Hatch ($25,865) comes standard with cloth upholstery, a seven-inch touchscreen with Apple CarPlay and Android Auto, 60/40 split folding rear seat, and a rearview camera. Cruze LT Hatch adds a six-speaker sound system with available satellite radio, steering wheel controls, 16-inch wheels, fog lamps, and a space-saver spare tire rather than a tire repair kit.
It also features upgraded headlights with LED running lights, heated mirrors, and a rear center armrest with cupholders. Hatchback models also get a cargo cover and rear spoiler. A charge-only USB port is added to models equipped with the automatic transmission.
This Cruze LT tester came with the optional Driver Confidence and Sun and Sound package ($2,260), adding rear parking sensors and blind-spot monitoring with rear cross-traffic alert. It also came with a sunroof, a color driver information center, ambient interior lighting, a larger eight-inch center touchscreen display, and a nine-speaker Bose audio system. It also came with the Leather package ($1,125). That gave us a heated and leather-wrapped steering wheel, leather upholstery, and a height-adjustable front passenger seat.
Total MSRP including destination: $30,125.





Interior Highlights
The cabin is modern, clean, and sharp, featuring an all-black layout with light contrast stitching. The soft-touch materials nicely offset some of the hard plastic. There’s simple instrumentation in a pod, outlined in chrome, and the controls are intuitive. In the center of the dash, our tester had the larger, easier-to-read eight-inch touchscreen. The leather front seats are comfortable, with additional bolstering for extra support.
For a compact car, we think the Cruze Hatch is spacious, and it felt bigger inside than its size would dictate. It will carry four adults comfortably, with a surprising amount of leg and hip room in the rear, more than rivals like the Ford Focus or Hyundai Elantra have. 
The Cruze Hatch offers up 23.7 cubic feet of cargo space behind the rear seat, not as much as the Honda Civic or Ford Focus hatchbacks. However, with the rear seat folded flat, the hatch has a competitive 47 cubic feet of cargo carrying ability.
Engine & Fuel Mileage Specs
Our Cruze LT tester came with the new 1.6-liter turbodiesel, producing 137 horsepower and 240 lb-ft. of torque. It comes mated to a sophisticated nine-speed automatic transmission. The turbodiesel fuel mileage competes with the stingy Toyota Prius with an EPA rating of 30/45 city/highway and 35 combined mpg.

Driving Dynamics
The Cruze Hatch is quiet on the road – you can’t tell it’s a diesel – and it rides comfortably on the highway with excellent stability. We were surprised at the way the Cruze rode in fact. It offers one of the most comfortable rides for a compact car.
So how does the 1.6-liter diesel perform? It’s a strong point for the Cruze. If you don’t mind wearing a plastic glove while filling it at the pump, the engine is worth the small discomfort. When Volkswagen left the compact diesel market because of their their emissions fiasco, it left a void now filled by the Cruze.
We thought the 137 horsepower would be woefully inadequate, especially in the mountains of Colorado, but when you add in that massive 240 lb-ft. of torque, it turns into a race car. If you are worried about hearing a noisy diesel sound, or black smoke belching from the tailpipe, both are non-existent.
The nine-speed automatic shifts with little hesitation and pairs well with the small diesel powerplant. In the city, the Cruze is an ideal size for commuting. It also fits into small parking spaces with ease.
Conclusion
In a crowded compact hatch class, there’s lots of choices, but only one with a diesel engine. It stands out for its excellent power and fuel economy. The interior will carry four adults comfortably, while the Hatchback with its rear seat folded offers good utility and cargo space.
Denis Flierl has invested over 25 years in the automotive industry in a variety of roles. Follow his work on Twitter: @CarReviewGuy
2018 Chevy Cruze Hatchback Gallery














2018 Chevy Cruze Official Site.
Photos & Source: Chevrolet. (2017 models and Redline Edition also shown).



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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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2019 Ram 1500 Lone Star Edition Debuts In Dallas

2019 Ram 1500 Lone Star Edition Debuts In Dallas Ram has unveiled the Lone Star edition at the DFW Auto Show, a fitting location indeed for a model Ram deems as the original “Texas Truck.” Lone Star trims receive bright front and rear bumpers, chrome door handle centers, a special grille surround with billet inserts, and 18-inch aluminum wheels. Monochromatic Sport and Black appearance packages are also available.
Technology & Packages
The 2019 Ram 1500 was unveiled last month at the North American International Auto Show in Detroit, Michigan. The truck was one of the most technologically significant vehicles at the event. For example, the eTorque mild hybrid system, which adds up to 90 lb-ft. of torque to the 3.6-liter Pentastar V6, and up to 130 lb-ft. to the 5.7-liter Hemi, is the first of its kind in the truck segment.
As the year moves on, it is common for Ram to release new trim levels at auto shows around the country. With the Lone Star, several different packages – called “groups” in Ram-speak – are available to increase the truck’s functionality: Bed Utility Group, 4×4 Off-Road Group, Protection Group, Trailer Tow Mirrors and Brake Group, Max Towing Package Group, and the Premium Lighting Group.
Inside the cab, Lone Star offers four different interior themes and either a front, six-passenger bench seat, or five-passenger bucket seats. Other options include Ram’s class-exclusive Active Level Air Suspension, an electric-locking rear axle, a Blind-Spot Monitoring system, and 20-inch aluminum wheels.





Availability
The Lone Star is available in either a 4×2 or 4×4 layout in Crew and Quad Cab configurations. The Lone Star will initially be offered with the 5.7-liter HEMI; the Pentastar V6 joins later this year. The only downfall (although understandable) is how the truck is only available in Texas. Expect them at Texas Ram dealers during the first quarter of this year.
In the meantime, the 2019 Ram 1500 Lone Star is on display at the DFW Auto Show at the Kay Bailey Hutchison Convention Center in Dallas, Texas.
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.
Photos & Source: FCA US LLC.



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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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