Automotive

Easy Winter-Proof Part Upgrades for Leased Vehicles with eBay Motors

Easy Winter-Proof Part Upgrades for Leased Vehicles with eBay Motors Michigan summers are really something this time of year. It’s never too hot, the days are long, and it’s easy to get outside and participate in a variety of fun activities. Although recently, the air has been a bit crisp in the evening. In the great Wolverine State, that means fall is on the way and winter is not far behind.
Yes, winter can be a very pretty time of year. However, all that snow, slush, sand, and salt ultimately ends up in one place: the interior of our vehicles. One question we are often asked as car experts is how to prevent such things. How do we preserve a vehicle’s interior when it’s impossible to keep winter outside, where it belongs? The answer is simple and affordable, and this year, eBay Motors is helping us prepare for winter well ahead of time.
Our company vehicle is a 2016 Fiat 500X crossover, a small and efficient automobile perfect for navigating the Detroit metro area. We are completely satisfied with the vehicle, except the stock cloth floor mats. Last winter, when the snow we inevitably tracked into the vehicle melted, it soaked right through the mats. After a few days, a pungent order was noticeable.
It’s not just the Fiat cloth mats either. We are not fans of most stock cloth floor mats, regardless of the manufacturer. After last winter, we resolved to get something better. Thankfully, eBay Motors has a great selection of weatherproof accessories. We landed on a set of Gledring All-Weather Rubber Floor Mats.
“Thank you to eBay Motors for sponsoring this post and helping me find the perfect parts and accessories This post was written by me through an activation with HireInfluence on behalf of eBay Motors. Although I received compensation for participating in the campaign, all thoughts and opinions are my own.” ~ Carl Anthony is Managing Editor of Automoblog and resides in Detroit, Michigan.
Photo: Danielle Flint for Automoblog.net.
When it comes to upgrading a vehicle with valuable parts and accessories, it’s not necessary to go big. Oftentimes, when we think of aftermarket upgrades, we think about turbos and superchargers and suspension gizmos. The truth is, all-weather floor mats are one of the best, most affordable upgrades any car owner can buy. The Gledring all-weather mats for our 500X were $74.99, a good deal considering how much they will protect our interior. And, eBay Motors isn’t just a great place to find aftermarket parts and accessories. They also sell new. In fact, 81 percent of items sold on eBay are new, while 88 percent of items can be purchased with the buy-it-now feature, no bidding necessary.
A high-quality set of all-weather rubber mats is an essential aftermarket upgrade, regardless of where your home is. I have talked a lot about winter climates, but even in sunny states, a set of Gledring all-weather rubber mats will provide value.
Notice how much more robust the Gledring mats from eBay Motors are (right) versus the stock mats that came with our 2016 Fiat 500X. Photo: Danielle Flint for Automoblog.net.
For outdoor enthusiasts or beach buffs, the Gledring mats will easily catch dirt, dust, and sand. Unlike cloth mats, the Gledring all-weather mats are much easier to shake out and clean. With cloth floor mats, sand and dirt can get trapped to the point where a vacuum is needed to fully remove all the debris. Despite their high power, vacuums at car washes are often unable to get every last pebble out of a cloth floor mat.
During the winter, the Gledring rubber mats will prevent melted snow from soaking through. Any salt or sand from the snow will remove easily as well, since the rubber surface is smooth. Although the Gledring mats from eBay Motors offer solid weather protection, they have another distinct benefit. We had no sooner put them in to find ourselves cleaning up a coffee splatter and a spilled protein shake (yeah, don’t ask). Those of us who are clumsy with a coffee cup or shaker bottle will greatly appreciate a set of Gledring all-weather mats.
Installation was a cakewalk. It took us only a few minutes, although there are two notes to consider. The Gledring all-weather mats are bundled together with plastic tabs. We saved the tabs just in case – not that we foresee ever removing the mats from our 500X, but the plastic tabs will keep them together and make for easy storage. When placing the Gledring mats inside, make sure they are good and snapped down; we don’t want anyone to end up with a mat obstructing the brake and gas pedals.

Our Fiat 500X is leased, which means there are not many upgrades we can do to it. A leased vehicle must be returned to the dealership at the end, and usually, there is very little room in a leasing contract to modify the vehicle. All-weather floor mats, however, are fair game. Another affordable interior upgrade we would consider is this rear cargo-area liner. For car-leasers that still like to tinker under the hood, we would recommend any number of Mobil 1 synthetic oils. eBay Motors has a good selection of oils and lubricants to ensure optimum engine performance. Parts and accessories like these provide additional protection without violating the terms of the lease.
Always make sure the all-weather mats are secured to the floor of the vehicle. Line them up with the tabs sticking out of the floor and give them a good, solid press. This will minimize the chances of them bunching up unintentionally near the gas and brake pedals. Photo: Danielle Flint for Automoblog.net.
eBay’s large selection makes it easy to make any of these upgrades happen and find the exact one you’re looking for. Further, eBay Motors is fast easy and convenient. eBay’s recent summer roll out of Guaranteed Delivery ensures delivery to U.S. customers in three days or less on more than 20 million eligible items. Many of these items will ship for free, and some products will be delivered even faster – one or two days, guaranteed. eBay also offers trusted, protection programs like the Assurant Protection Program, to put you at ease when purchasing parts.
Our 2016 Fiat 500X is always on the road and the interior wear is noticeable. One of our staff members often wears heels when she drives our vehicle; high heels can wear through cloth mats in a hurry. We believe the Gledring all-weather mats from eBay Motors will hold up much better over time when exposed to the pointed heel of her shoes. Photo: Danielle Flint for Automoblog.net.

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Letter From The UK: Mini Seasons Ago

Letter From The UK: Mini Seasons Ago

After the tragedy of the Second World War many things changed. It was as if a global decision had been made to change the attitude of living in the past and instead, embrace a brave new world. So it was that in Britain; the crooners and balladeers of the early 1950’s gave way to pioneer rock and roll stars, and the boss at the antiquated British Motor Corporation demanded Great Britain should have its own ‘miniature’ to rival the ‘bubble’ car from Germany.
The Mini Is Born
Thus it came to pass that a chap called Alec Issigonis stood up in the meeting (I’m surmising here) and said, “I say you chaps; what if we turn the engine around sideways?” In 1959, sales of the diminutive Austin/Morris Mini began. It was an instant success. Never before or since has a car so grabbed the attention of the public.
The last time I bothered to look it up, there were just over 8,000 original Minis still driving around the ruined roads of Britain. The beloved diminutive motor continues to cast its spell fifty and more years on (as do the ‘Swinging Sixties’ in which the car played such an iconic role) but the latest versions, great though they are in many ways, can’t match the simplicity and sheer joy of the original.
Open the hood of the latest model and you will be none the wiser. Open the hood of an original Mini and you’ll find a completely basic, BMC ‘A’ Series engine mounted transversely. Anyone can fix it and anyone did.
As with everything in life, we have to move forward but not necessarily when that which follows isn’t as good as that which has passed. This is why the ancient wrinkly rock bands of the sixties and seventies can still pull huge audiences despite being delivered to the venue in private ambulances.
Photo: BMW Group.
My Generation
Just when we thought the Mini had finally faded into history, along came a German brand called BMW who bought the name and resurrected the vehicle, but it is simply not the same. Mini has become something different to a new generation.
The original cars continue to be celebrated in annual events like the Riviera Run (that’s the UK’s Cornish Riviera by the way, like the French Riviera only without the glamour, international fame, cuisine, film festivals, and glorious weather) but sadly every year, like old soldiers on memorial days, there are fewer and fewer. One day none will turn up and another legend will truly fade into history like anything else long forgotten.
There is a certain Teutonic thoroughness to the BMW Mini at odds with the uncertain beginnings from way back in the 1950’s. Build quality is certainly way better but merely keeping a label and a center round dashboard binnacle doesn’t instill within the car that sense of fun, excitement, and adventure the original generated. Along with the miniskirt, certain natural products and unnatural chemicals and music that has never been transcended, it sums up a youth generation who chose to wear flowers in their hair.
Photo: BMW Group.

Good Old Days
The Mini of today might, in many ways, be a technological marvel but when all is said and done, it is just another generic product, built in multiple variants, to satisfy a section of the automobile market. It may sell well but it is not a proper Mini. For a start, the new car is, by comparison, huge. Back in the olden days of yore, if you wanted a ‘big’ Mini, you bought an Austin Maxi and the selection of that name sums up the total amount of thought that went into the car. Also with a transverse engine, the Maxi was so awful it rightfully earned the sobriquet ‘Land Crab.’
To most people, history is just old stuff that has already happened. They probably don’t give a thought to that little gem of motoring mastery, that rally winner, that little beginner’s love nest that was at the heart of a much safer and more vibrant society. For the most part, we should look forward to the future but there are some things that can never be improved upon. Groovy baby.
Geoff Maxted is a motoring writer, photographer, and author of our Letter From The UK series. Follow his work on Twitter: @DriveWrite
Photo: BMW Group.

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Ford Says 2018 F-150 Has Segment-Leading Attributes, Advanced Powertrains

Ford Says 2018 F-150 Has Segment-Leading Attributes, Advanced Powertrains

Lately, Ford has been dumping tons of cash and engineering resources into their truck engines and transmissions and such. All of that is good, in and of itself, but it also makes tons of sense since the Ford F-150 is the bread and butter vehicle for the Dearborn-based outfit.
Ford – and General Motors and Ram – make a lot of big trucks. There is a lot of need for them across America, what with the contractors and farmers and other blue-collar types. Not to mention homeowners, since you can only haul certain types of stuff within the confines of a minivan.
If you want to get really reductionist about it, you could say that big pickups are what American car companies do best.
Best One Yet?
Ford’s new for 2018 F-150 will carry on what the company has been doing, pickup truck-wise, since the end of World War II. The 2018 F-150 aims to be tougher, smarter, and more capable than ever, according to Ford. And, if you listen to Ford, it all comes down to, or at the very least, starts with the running gear. The 2018 trucks will have the most advanced powertrain lineup yet and deliver best-in-class towing, payload, and efficiency. Mileage, you ask? An EPA-estimated 20 mpg city, 26 mpg highway, and 22 combined with the second-gen 2.7-liter EcoBoost. Towing and payload? Have no fear! The F-150 gets best-in-class towing by being able to drag around 13,200 lbs. with the 3.5-liter EcoBoost and haul 3,270 pounds of payload with the 5.0-liter V8.
Ford says the upcoming F-150 will have “bold new styling,” but they always say that, and trucks always look like trucks anyway, don’t they? Also, Ford is committed to its use of aluminum, or as they put it “high-strength, military-grade, aluminum-alloy.” There will also be a slew of advanced safety technologies, a trick 10-speed automatic transmission and, of course, the F-150’s engine lineup. Speaking of, here’s the nitty-gritty on all the mills FoMoCo has on offer.
Photo: Ford Motor Company.
Power & Performance
First, there’s the second-gen 2.7-liter EcoBoost V6 mated to that SelectShift 10-speed automatic transmission. This drivetrain will get you the aforementioned best-in-class fuel economy with advanced dual port direct injection that delivers a 25 lb-ft. increase in torque. Next up is the normally aspirated 5.0-liter V8, also with advanced dual port and direct injection, giving you 10 more ponies and an additional 13 lb-ft. of torque. The mill also features spray-on bore liner technology, which it shares with the Shelby GT350 Mustang. The 5.0-liter V8 is paired with the 10-speed SelectShift automatic and also boasts the aforementioned best-in-class payload capacity of 3,270 pounds.
If you want to tow something – say an enclosed trailer with a couple of sweet Alfa Romeos down to the track – the 3.5-liter EcoBoost V6 is the drivetrain for you. Its 13,200 lbs. of towing capacity is the equivalent of about eight Alfas, since those things have the density of bubble wrap. The 3.5-liter EcoBoost V6 cranks out 470 lb-ft. of torque (in case you’re worried about power) which allows it to top all diesel and gasoline-powered competitors, including V8s with nearly twice its displacement. The 3.5-liter EcoBoost V6 puts out 375 horsepower and, in concert with the torque rating, make it the best F-150 engine for hauling heavy trailers.
The all-new 3.3-liter V6 plant is more efficient too, putting out more torque when compared to the previously standard 3.5-liter V6. The now standard 3.3-liter nets you a 5 percent power-to-weight ratio improvement over the 2014 F-150, and also gets you better fuel economy and performance. Finally, there is an all-new 3.0-liter Power Stroke diesel V6 that was designed, engineered, and tested in-house. Unsurprisingly, it’s paired with the 10-speed SelectShift automatic and will be the first diesel engine for the F-150.
Photo: Ford Motor Company.

Technology, Connectivity & Safety
Even if this is a truck, it is 2018, so there’s a gang of tech goodies along for the ride. There’s adaptive cruise control with stop-and-go functionality, for one. The system uses radar and camera tech to watch traffic and maintain a set distance between vehicles. Pre-Collision Assist with Pedestrian Detection is offered to help you avoid, or at least alleviate collisions with other vehicles and pedestrians – because you weren’t paying attention, were you?
An embedded 4G LTE modem with a Wi-Fi hotspot connects up to 10 mobile devices at one time. There’s a new B&O PLAY audio system for when you’re listening to your songs. I will not comment on your selection of music, but if you call anything written after, oh, the 1980 as “Country and Western Music,” you and I are going to have a scrap on our hands.
The available Pro Trailer Backup Assist gizmo allows you to steer a trailer “instinctively” via a center console-mounted dial. A Blind Spot Information System with trailer coverage technology is also available. BLIS, as Ford calls it, uses radar sensors in the taillamps to monitor areas that may not be visible around the truck and trailer, again to avoid the pain and humiliation of backing your boat, say, into piling or over your neighbor’s flower bed.
The 2018 Ford F-150 goes on sale this fall. Production is supported by the Dearborn Truck Plant in Michigan and the Kansas City Assembly Plant in Claycomo, Missouri.
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.

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Automoblog Book Garage: Meeting Marty Schorr

Automoblog Book Garage: Meeting Marty Schorr
Marty Schorr was destined to be a car guy. His teachers might have showed us his notebooks, which contained more car sketches than coursework. His hot rod club buddies in the 1950s in Westchester County, New York would likely agree. Schorr was always a true car guy. He admits to drawing pictures of cars in school, but the second point requires a little clarification.
“I was really not that good with mechanical stuff as far as working on the cars, so they had to find a job for me in the club,” Schorr said with a chuckle. “So they made me the public relations or publicity director.”
Right Hand Man
As a journalist and editor, Schorr has over five decades of experience with the world’s most amazing machines. He rode with Carroll Shelby and was at the press conference for the debut of the Lola-built Ford GT that became the GT40. He drove the GT40 on the streets of New York City and accompanied Mickey Thompson to Bonneville in 1969 to set a book full of records. And books are Schorr’s thing. His latest, Day One, was featured at the end of December in our Book Garage series. But before all that was just another young man trying to make his way.
“I would take some pictures of the cars and the guys, and go to the track where they put on some shows,” Schorr recalled. “I had a regular job. I was working for an insurance company and I was going to college at night but I was able to meet people at the magazines.”
Schorr would write the club’s press releases and drop them off at Custom Rodder and Car, Speed and Style, two Manhattan-based magazines run by Magnum Royal Publications.
“After doing this for a while, I realized the editor of the magazine didn’t have a driver’s license and he lived in New York City,” Schorr said, pointing out the irony of how one does such a thing. “And while he went to one of the best schools for journalism and he was a good editor, he really didn’t know a lot about cars. He would call me up and ask me questions all the time and that got me started doing freelance work.”
Martyn L. Schorr, distinguished automotive journalist and author of Day One.
Chance Encounter
Shorr’s weekends filled up quickly for the next couple of years as he hit the area’s racetracks and hot rod shops. His work landed him anywhere from $35.00 to $50.00 per feature, good money considering the time, but not enough to stake a future on.
“I was getting a byline and the magazines were cool, but as I talk about in Day One, I was in a position where I was out of a job – a real job,” Schorr explained. “I was getting married in probably 4 to 5 months and my wife, my future wife, was going to college and she didn’t have a job either. We were not in great financial shape.”
Late one morning, Schorr was delivering his features per the usual. As the elevator opened to take him upstairs, the publisher exits.
“I had only seen him once or twice before but he recognized me,” Schorr recalled. “He said ‘umm, I’m going for a quick lunch; why don’t you hang around and I’ll come back because I want to talk to you.’ So, I went upstairs and talked with the editor, gave him my stuff, and waited until the publisher came back.”
The First Day One
What transpired next is something Shorr refers to as life-changing. Turns out, the editor, Larry T. Shaw, was devoting all his time to CARS, another magazine at Magnum Royal Publications. Custom Rodder and Car, Speed and Style were in need of an editor and the publisher, Irwin Stein, had found his man.
“The publisher comes back, walks into the office, and says ‘how would you like a job?’ So I said ‘what job?’ And he said ‘editor of these magazines.’ I was tongue tied, I didn’t know what to say. I didn’t have a college degree, I was going to school at night, I had never edited anything except my own copy. All I did was nod because I couldn’t get the words out.”
Schorr, then 24 years old, was now making $100.00 a week, with two raises three months apart at $10.00 each. In the span of a few minutes, he had moved from contributor to editor, with a significant pay increase and the responsibility of producing two magazines. By 1965, Schorr had Magnum Royal’s flagship CARS and was made Editorial Director. In the early 1970s, when the company went public, he was named Vice President of Editorial. Schorr would later venture out to produce his own magazines, but that day and Stein’s words still resonate. It was, in so many respects, Schorr’s first “Day One.”
“I called my fiance and said ‘we can get married now, I got a job!'”
Bill Mitchell launches the Cars Magazine-sponsored Baldwin-Motion 427 Camaro circa 1968. “Mitchell was the first to put a A/MP Camaro into the tens and in a two-year period filled a wall with NHRA records,” Schorr writes in Day One.
The Hook
During his years with Magnum Royal Publications, Schorr regularly drove and evaluated what would become history’s most coveted performance cars. These experiences are recounted in Day One, where we see Pontiac’s 1962 and 1963 lightweight Super-Duty 421 street and Swiss Cheese models, Chevrolet’s 1963 big block 427 Mystery Motor, and Ford’s 1963 Galaxie fastback. There is the Cotton-Owens Hemi Coronet, Plymouth’s original 1968 Hemi Road Runner, Boss 429 Mustangs and so many others.
“It was really a wonderful time to go out and see the engineers, drive the cars, and get up close and personal with the guys that made all this happen,” Schorr said. “Back then, it was just a day’s work and they were just cars. And the following year, they’d be cheaper and they’d be faster, and so we treated them as such.”
Two years ago, while attending the Muscle Car and Corvette Nationals in Chicago, Illinois, the inspiration for Day One arrived. At the time, Schorr’s book Ford Total Performance was being launched by Motorbooks, our esteemed partner for this Book Garage series. It was in Chicago that a candid exchange with publisher Zack Miller took place. Schorr addressed a common misconception about muscle cars, and how mainstream books, car shows, and other media only perpetuate that notion. Miller asked for a hook.
“I said, well I drove those cars when they were new and I know what it’s all about – they weren’t like this. They didn’t look this good, they didn’t have paint jobs like this, and the fit and finish was pretty mundane. We drove these cars and they got dirty when we took them to the track, and they weren’t perfect. Young people coming to these shows walk away thinking that’s what a GTO looked like in 1965, and it was only three thousand and it looked that good. They don’t realize the paint job on the car now is worth more than three grand. I want a book that says this is the way it was, and it’s not exactly the way you see it today.”
Miller broke the brief moment of silence.
“He said to me ‘Marty that’s the hook now write the book.'”
Marty Schorr pictured with one of his favorites. He is the editor of Car Guy Chronicles and one of the founding members of Sarasota Café Racers.
Braking For Vettes
Later in his career, Schorr handled Buick’s East Coast public relations and was extensively involved in the GNX program in 1987, one he credits to changing his mind about the brand. Schorr had a 427 Corvette but the Grand National was a rising star.
“I had driven the prototypes and the car was pretty damn fast – it was quicker and faster than the stock Corvette, and General Motors didn’t like that; Chevrolet didn’t like that,” Schorr recalled. “We did tests at Popular Mechanics with one of our GNXs versus a Callaway, and we mopped up the track with the GNX. We blew the Callaway into the weeds and that was a twin turbo Corvette! We really started a whole little revolution within General Motors with that car.”
A bumper sticker later surfaced with the phrase “We Brake for Corvettes.”
“Chevrolet and General Motors came down on us like a ton of bricks!”
Only 547 examples of the 1987 Buick GNX were built. The car’s 3.8-liter turbocharged V6 created 245 horsepower. Photo: GM Media Archive.
Living The Dream
After conversing with Schorr, I understand why this business – call it automotive journalism – needs such an ambassador. During our interview, on several occasions, he expressed how grateful he was for my time. Should one compare our careers, it’s like the CEO acknowledging the intern. But man, do I ever hold my head higher now. Friends of mine in the profession, Ray Guarino and Joe D., hosts of MotorMouth Radio on WHPC 90.3 FM, refer to Schorr as an “elder in the business” and have the same respect for him I now do.
I have them to thank for the introduction.
Perhaps most inspiring was how I found an instant parallel between myself and Schorr, when he admitted CARS Magazine couldn’t match the larger, California-based publications at the time.
“We didn’t sell as many copies, we didn’t make as much money,” he said. “We didn’t have the advertising but we had an abundance of New York attitude.”
It’s similar here at this publication, minus the signature New York attitude of course. Likewise, we cannot match our larger contemporaries in the business, they simply have more resources. We admire and respect them certinately, but our goal is to be different; to be honest; to be real. It’s why we run features like Book Garage, to which Motorbooks has been instrumental. When we showcase books like Day One, it reminds me of the importance of such things. For me personally, it goes beyond the deadlines and even the cars. It requires me to ask if I am going to live in a “one day” or “Day One” mindset.
“Don’t postpone joy, always try to have fun, and do what you really enjoy doing,” Schorr advised. “I have spent the bulk of my adult life living by those mantras.”
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.
Day One: An Automotive Journalist’s Muscle-Car Memoir is available through Amazon and Motorbooks.

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Kia Launches Nationwide Stinger Drive Experience

Kia Launches Nationwide Stinger Drive Experience Kia is launching the “Stinger Experience,” an interactive drive program that gives participants a personalized, hands-on experience with the car. Participants will run through several thrilling exercises, including a zero to 60 mile per hour sprint and an autocross-inspired driving course. Consumers in nine different cities can have a go with the new Kia Stinger, as they compare it to other top sport sedans on the market.
Head To Head
Accompanied by professional driving instructors, Stinger Experience participants will take on several dynamic challenges in the Stinger GT, as well as in the Audi A5, BMW 640i Gran Coupe, and Porsche Panamera. Exercises include the aforementioned zero to 60 sprint, a series of cornering tests, and a trip through a slalom course. While there are no direct sales opportunities, on-site specialists will refer those interested in purchasing a Stinger to one of Kia’s nearly 800 dealerships nationwide.
Power & Performance
The foundation for Kia’s Gran Turismo car is comprised of 55 percent advanced high-strength steel. The MacPherson front suspension features large diameter shock absorbers, high-strength wheel bearings, and an aluminum strut brace; the reinforced five-link rear suspension is mounted to a stiffened rear subframe.
On offer are two turbocharged engines: the base Stinger and the Premium feature a 2.0-liter twin-scroll turbocharged four-cylinder Theta II plant, producing 255 horsepower (6,200 rpm) and 260 lb-ft. of torque. The second engine, the 3.3-liter twin-turbo V6 Lambda II, packs 365 horsepower (6,000 rpm) and 376 lb-ft. of torque, available from 1,350 to 4,500 rpm.
“With a faster top speed and zero to 60 time than a six-cylinder Porsche Panamera, the Stinger GT is like nothing anyone has ever seen from Kia before and must be driven to be fully appreciated and understood,” explained Saad Chehab, Vice President, Marketing Communications, Kia Motors America.
Kia Stinger on display at the 2017 North American International Auto Show, Cobo Center, Detroit. Photo: Carl Anthony for Automoblog.net.
In Person
Additional details are available through Kia’s official website for the Stinger Experience. The tour schedule includes stops in Boston, Charlotte, Chicago, Dallas, Houston, Los Angeles, New York, Phoenix, and Washington, D.C. During development, the Kia Stinger was subjected to rigorous performance testing on the Nürburgring in Germany, and cuts its teeth on the famed track.
“The Stinger Experience gives people an opportunity to see and feel for themselves just how far Kia has come,” Chehab added.
Photo & Source: Kia Motors America.

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2019 Subaru Ascent: Versatile, Performance-Oriented & Lots of Cupholders

2019 Subaru Ascent: Versatile, Performance-Oriented & Lots of Cupholders Subaru has announced the pricing for their highly anticipated three-row SUV, the 2019 Ascent. The Ascent provides an enjoyable driving experience, according to Subaru, and gives SUV buyers a spacious interior, flexible seating options, and a bunch of new safety and in-vehicle technologies. For those wishing for me to cut to the chase, here it is: The 2019 Ascent starts around $33,000 and will go all the way up to $46,000 if you throw the option book at it.
In other words, right in the middle of what SUV buyers are expecting to pay.
To The Rescue
Subaru calls the Ascent “the family-focused SUV” and I can see where they’re going with this. You can only cram one mom, one dad, one baby, and the staggering amount of baby support gear (BSG) into an Outback or Forester. And heaven help you when the second kid comes along. Ergo, you’re going to need a bigger and more SUV-like vehicle, and Subaru is here to help.
You can fit nine people into the Ascent and the last two rows are 60/40 split flat-folding. If you go with the Premium or Limited, you can ditch the second row bench for captain’s chairs at no additional charge. Not only is this swankier, but it also makes for easier access to the third row. There are standard roof rails that fit a number of accessories for carrying your cargo and outdoor gear like bicycles and kayaks and surfboards.
The Ascent is the largest Subaru ever built, riding on a 113.8-inch wheelbase with 8.7 inches of ground clearance. There is up to 153.5 cubic feet of passenger volume and up to a whopping 86.5 cubic feet of cargo space. If that’s not enough for you, I dunno what to say. Other family-oriented features include rear doors that open 75 degrees, making access to the third-row seats easier and/or cramming kids in much more efficient. You want more? How about 19 standard cup holders. Nineteen! America! Right there! Rock, flag, and eagle baby nineteen!
There are cupholders everywhere in the 2019 Subaru Ascent. Photo: Subaru of America, Inc.
Power & Performance
As with all Subarus since time immemorial, the 2019 Ascent rides on the company’s standard Symmetrical All-Wheel Drive system. Also in the drivetrain and chassis department are the Active Torque Vectoring system and four-wheel independent suspension, both to increase traction. Power is produced by Subaru’s evergreen 2.4-liter Boxer engine that uses a combination of direct fuel injection, a 10.6:1 high compression ratio, and a Dual Active Valve Control System. There is a twin-scroll turbocharger and an intercooler to achieve higher performance and efficiency. This all adds up to 260 horsepower and 277 lb-ft. o’torque. Say, could I drop that engine into a BR-Z?
Anyway, all Ascents come with a Lineartronic CVT with an 8-speed manual mode function with flappy paddles on the steering wheel. There’s also this thing called X-Mode with Hill Descent Control, just in case. The towing capacity is up to 5,000 lbs., the most of any Subaru. And speaking of towing, there is also Trailer Stability Assist to help maintain vehicle stability while towing.
Photo: Subaru of America, Inc.
Connectivity & Infotainment
The available Wi-Fi provides internet access via a 4G LTE communications network that “broadens the range of entertainment options available to occupants using smart devices.” In other words, you can keep the little nippers entertained and quiet. Other tech gizmos include remote engine start from a cell phone (handy in winter), a concierge service, anti-theft vehicle immobilizer, and a child safety function called “geofencing.” Not sure what that is, but it sounds Orwellian and handy for a parent. You can even get firmware updates over the air.
Safety & Security
There’s the standard EyeSight Driver Assist Technology package that includes Automatic Pre-Collision Braking, Adaptive Cruise Control, Lane Departure and Sway Warning, and Pre-Collision Throttle Management. There’s Blind Spot Detection with Lane Change Assist and Rear Cross Traffic Alert too. And inside, the Ascent is covered with airbags, including side curtain airbags that offer front and rear outboard seat coverage.
Photo: Subaru of America, Inc.
Trim Levels & Availability
The 2019 Subaru Ascent, manufactured in Lafayette, Indiana, is offered in four trim levels: Base, Premium, Limited, and Touring. The further up the food chain you go, the more luxury and comfort and convenience stuff you get. Here’s a handy little chart that shows you everything for the 2019 Ascent, which will arrive at Subaru dealers this summer.
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 is work on Twitter: @TonyBorroz.
2019 Subaru Ascent
Model/Trim
Seating
7-passenger
8-passenger
Transmission
Applicable Option Code
MSRP
MSRP + Destination & Delivery
Ascent
8-p
CVT
‘01
$31,995
$32,970
Ascent Premium
8-p
CVT
11
12
14
$34,195
$35,655
$38,455
$35,170
$36,630
$39,430
Ascent Premium
7-p
CVT
12
14
$$$35,655
$38,455
$36,630
$39,430
Ascent Limited
8-p
CVT
21, 23
$38,995
$39,970
Ascent Limited
7-p
CVT
21, 23
$38,995
$39,970
Ascent Touring
7-p
CVT
31
$44,695
$45,670
2019 Subaru Ascent Gallery

Photos & Source: Subaru of America, Inc.

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The Joy of Daily Driving: A Sensory Experience Like None Other

The Joy of Daily Driving: A Sensory Experience Like None Other

Weekday driving on public roads is a chore. Some do it for a living, others only because they must. I do it for these reasons too, however, I also enjoy it a great deal. Sure, traffic sucks and I have many statistics (I won’t bore you with those) that support the fact I live in the worst traffic state in the country. That aside, I still find the task of driving pleasurable, and not strictly because I am often paid to do it.
Man Marries Machine
Nearly every time I am behind the wheel, I am struck with that “wow” moment: where I reflect in-depth about the engineering marvel I am in control of. Musings of exactly what is stirring beneath the hood infiltrate my thoughts. Imagery of the biological and mechanical connection between the driver and machine flash through my consciousness. Imagine a microscopic camera filming the synapses in my motor cortex. The imagery follows the neuronal pathway resembling a flow of electrons, from the brain to the foot, as the abstract impulse becomes the physical movement of pressing the accelerator.
The depiction transitions from the body to the pedal, then courses through the throttle cable where the reverie enters the throttle body, and surges toward the air induction only to be violently sucked back through a wide-open inlet gate, bounding around the intake manifold, before plunging into the combustion chamber by the onslaught of incoming air. Here time slows as thousands of volts of electricity are generated by the ignition coil; the charge is released at precisely the right moment, pulsing the current down the spark plug wires, emerging as a fiery blue arc, igniting the swirling mixture of atomized fuel and air, coalescing in the rapidly compressing space between the cylinder head and piston.
As the explosion forces the piston back down the cylinder, the visualization transfers through the rod and into the spinning crankshaft. The vision expands to encompass the entire orchestra of apparatuses functioning in concert with each other. The head, block, and castings all appear translucent as to highlight the rapid pulses of electricity darting into the combustion chambers, exemplifying the explosive nature of the internal combustion occurring in absolute harmonic balance.
But that’s just me.
Photo: Benjamin Caschera for Automoblog.net.
Concrete Concert
I’m not convinced the folks surrounding me on the freeway with their heads down, eyes affixed on some strangely glowing contrivance (occasionally glancing up to the road) are pondering the goings-on that propel us at speeds humanly impossible until just a few decades ago. This fairly recent achievement allows me to take pleasure in driving even the most mundane vehicles. The key to finding joy in the drudgery of slogging it out in stop-and-go traffic, is knowing when and where to cue this magnificent symphony. For example, the immense network of intertwined arterial superhighways are connected to a vascular network of surface streets. The connecting ramps between the two are a great place to crank the volume of this symphonic machine at your command (within reason of course), especially for less performance oriented autos, because these can be operated nearer their limits.
Not only are joining roadways often wonderfully sweeping, snaking banked passages of asphalt, but the limit of speed is frequently very low at entry. This allows one to satiate their carnal automotive appetite, accelerating from a school zone pace to freeway velocity, while navigating long sweeping banked curves. To rightly enter traffic at a prudent gait in an under-powered instrument of transportation, and maintain momentum, means routing the correct lines through an apex is critical. I find tremendous satisfaction in linking multiple lines through connecting chicanes; it is equally gratifying nailing a late apex on a decreasing radius bend, or a dual apex sweeper. After all, it would be hazardous to sluggishly coast around an on-ramp and attempt to merge into a maniacally flowing sea of steel at a snail’s pace.
Photo: Benjamin Caschera for Automoblog.net.

Symphony of Exhaust
Similar practices can bring fulfillment with the added power of a few hundred horses mated to an equally proportionate number of torques. The challenge becomes keeping the beast tame enough for municipal roadways, especially around the twisty bits, with the added exuberance of putting the hammer down at the end. Additionally, the dreaded metering lights become a “sensible” 0 to 60 test, thus proving a spirited powerplant is not only a practical employment of utility, but a safety feature as well.
It is not uncommon for these high horse and heavily torqued automobiles to reward the operator with a titillating auditory experience. When a vehicle accelerates energetically, the intake is opened and the engine begins gulping air, and the orchestral network of air induction tubing really begins to sing. A properly tuned motor can be thoroughly pleasing, inciting a guttural, almost primal sense of amusement. This visceral thrill can be pronounced by certain environments as well, namely, a tunnel. When within the confines of the closely surrounded byway, it is customary to slow to speed within the limitations permissible by law, perhaps coupled with an enthusiastic shift into a lower gear. The quaffing intake song reverberates off the walls, as the expelling exhaust gasses serenade all those within the tunnel. The rumbling explosions of the harmonized cylinders dancing down the avenue rounds out the mechanical ballad. As the sonnet reverberates, it echoes deep into the soul.

Powertrain Buffet
Having great amounts of power at your disposal really allows the physical reactions of varying drivetrains to become evident as well. For instance, a mighty rear-wheel drive vehicle will react to the application of throttle input by creating torsion; the greater the torque (rotational force) the more this torsion will twist the frame and create downforce on the front wheels, willing the chariot through a corner when properly applied. Too vigorous of a throttle input will break the rear tires free, resulting in oversteer, whipping the rear end around. Although sometimes downright fun, excessive oversteer should really be reserved for the track or the skid pad.
Front-wheel drive can react similarly when exiting a corner; the correct amount of torsion can feel as though it pulls the car toward the exit. Again, too much can have dire effects to the tune of understeer, sending an auto sliding in a straight line when you wish it to turn with the road. This is, admittedly, not as much fun as oversteer but it can be used to the advantage of the driver in the appropriate place, although not on public roadways.
Correspondingly, all-wheel drive can have characteristics of both, depending on how and when power is sent to the wheels. The type of all-wheel drive system can play a major role in how the vehicle reacts too. Some are mostly front driven, while others have a rear bias. A good arrangement will be dynamic and or selectable to achieve the results desired by the pilot. As with many things, variety is the spice of (automotive) life, and having the luxury of experiencing different drivetrains is a flavor I fervently seek out.

Imagination & Creation
Not only are cars wonderfully complex machines, they are an integral part of life easily taken for granted. Yes, commuting is generally a mundane experience, and sitting in traffic is never fun, but the modern automobile is not simply an appliance, it is an achievement; and when a keen eye is kept out for the appropriate opportunity, daily driving can be an oh so joyous occasion.
So the next time you are jammed in gridlock, just look at it like waiting in line for a thrill ride. You may be trapped in the realm of utter boredom for hours on end, but eventually you will be rewarded.
Benjamin Caschera is a car nut in every sense of the word. His eclectic writings range from rants on traffic and wrenching on $500 cars, to adulation of the finest classic and/or latest hyper cars. Follow and heckle him on Twitter and Instagram: @TheBoringCarGuy

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2018 Chevy Tahoe Custom Promises Capability, Safety, Value

2018 Chevy Tahoe Custom Promises Capability, Safety, Value

Those eye-balling a 2018 Chevy Tahoe will have another option to choose from. The new Tahoe Custom edition is an extension of the current LS trim package and, according to Chevrolet, provides “uncompromised capability and value.” The 2018 Chevy Tahoe Custom includes 18-inch painted aluminum wheels, all-season tires, remote start, a chrome-accented grille, and a host of available safety features.
Market Direction
“The Tahoe Custom is a response to strong customer demand for Tahoe, as well as the full-size SUV segment moving upmarket,” explained Sandor Piszar, Chevrolet Trucks Marketing Director. “In the past five years, the average transaction price for the segment has climbed, fueled by customer appetite for features like heated and cooled seats, adaptive cruise control, and a heads-up display. This created an unmet need in the marketplace for customers who want the cargo and towing capability of a full-size SUV to go camping, boating or off-roading but don’t necessarily want all of the option content offered on a Tahoe Premier.”
Cargo Capacity & Tech Capability
Those needing to haul additional cargo may appreciate the interior layout: Tahoe Custom’s third-row seat is gone for more room (54 cubic feet) behind the second row. Those wanting juice for the journey will find five USB ports and five power outlets — including a 110-volt three-prong outlet — to support multiple devices. Other highlights include an 8-inch color touchscreen radio, Apple CarPlay and Android Auto compatibility, 4G LTE connectivity with Wi-Fi hotspot (includes three-month/3G data trial), and a rear-vision camera.
Photo: Chevrolet.
Safety & Security
The 2018 Chevy Tahoe Custom has an available Enhanced Driver Alert Package with Forward Collision Alert, Safety Alert Driver Seat, IntelliBeam headlamps, Lane Keep Assist, and Low Speed Forward Automatic Braking. Standard are front and side-impact air bags, head curtain side-impact air bags for all rows, and GM’s trademark front-center air bag. The latter deploys from the inboard side of the driver’s seat, positioning itself between the driver and front passenger. GM created this airbag specifically to protect drivers and front passengers in far-side impact crashes where the affected occupants are on the opposite, non-struck side of the vehicle.
Power & Performance
The 2018 Chevy Tahoe Custom is equipped with the evergreen 5.3L V8, producing 355 horsepower with an EPA highway rating of 23. Standard tow capacity is 6,600 lbs. with up to 8,600 lbs. when equipped with the Max Trailering package.
Pricing & Availability
Expect the 2018 Chevy Tahoe Custom to arrive in September with a starting MSRP of $44,995.

Carl Anthony is Managing Editor of Automoblog and resides in Detroit, Michigan.
Photo: Chevrolet.
Photos & Source: Chevrolet.

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The all-new sixth generation "F90" BMW M5 is here, 0-60 in 3.2 seconds, 600 horsepower, and all-wheel drive

The all-new sixth generation "F90" BMW M5 is here, 0-60 in 3.2 seconds, 600 horsepower, and all-wheel drive One of BMW’s most iconic cars enters a new generation with more oomph, making it the most powerful M5 yet.

What’s going on?
A new BMW M5 is here! And it’s faster and better than ever. As usual, it’s based off of the current generation BMW 5-Series, internally dubbed the G30. But unlike previous BMW M5s, this one is significantly different.
For the first time ever in the M5’s history, it comes standard with all-wheel drive, sadly rendering the rear-wheel-drive M5 a thing of the past. But it’s not like we didn’t see it coming, given that all-wheel drive proved to be popular by demand. Nonetheless, the new BMW M5 is completely new from the ground up.
What’s new with the next-gen BMW M5?
Because the new BMW M5 is, well, new, its pretty much that from the ground up. Besides the obvious, the biggest change to the M5 is its inclusion of all-wheel drive, a first for the company and the M5 itself. And it’s the only configuration available. To some, this seems like a blasphemous move since BMW always prided itself over the use of rear-wheel drive while its competitors shifted to all-wheel drive.
But all is not lost since according to BMW, it can completely disable its all-paw traction, enabling rear-wheel drive only, at the touch of a button. Another first for both BMW and the M5.
Despite the added complexity and equipment of the BMW M5, not to mention, growing slightly in size in every direction, the new BMW M5 manages to shave off a considerable amount of weight. Thanks to more extensive use of carbon fiber and carbon fiber reinforced plastic (CFRP), the new M5 manages to save almost a couple hundred pounds. BMW knew they had a weight problem with the last M5, so they clearly readdressed it this time around.

What about performance?
A BMW M5 isn’t an M5 without performance. That said, the new model comes with plenty of it. The newest car utilizes the same twin-turbocharged 4.4-liter V8, though it’s been retweaked to serve up 600 horsepower and 553 pound-feet of twist. That’s up to 40 horses and 53 torques more than the outgoing car.
This was accomplished thanks to improved internal lubrication, more effective cooling, a special compartmentalized oil pan, and increased turbo and fuel injection pressures. There’s also better breathing tools, particularly with the exhaust system that saves 11 pounds alone. It also features electronically controlled valves to alter the sounds it channels, according to the situation.
Another significant change to the M5 is the lack of a manual and it ditches the previous car’s M DCT dual-clutch automatic, in favor of a more traditional, torque converter-based eight-speed M Steptronic transmission with Drivelogic.
Nonetheless, the result is a 0-60 time of just 3.2 seconds, while a 0-124 mph sprint takes only 11.1 seconds.
That’s a lot of performance, but there’s more!
While the new BMW M5 prides itself for featuring all-wheel drive, the beauty of that all-wheel drive system is its ability to operate in two-wheel-drive mode at the change of some settings. The idea is that all-wheel drive is there for the inclement of weather or improved grip for track or performance driving. Then, if the driver prefers to hoon around and hang the ass out just for fun, the M5 can be put in rear-wheel-drive mode.
The new BMW M5 will launch with a limited-run First Edition variant, with only 400 being made, and only 50 coming to the US. The First Edition M5 comes with a special Frozen Dark Red Metallic exterior. It’s complemented by BMW Individual glossy Shadow Line trim for the door and window frames, and the front grille. Also included are standard 20-inch seven-double-spoke lightweight alloy wheels painted in black. Special treatments occur inside with BMW M5 First Edition commemorative badging, Piano Finish Black Trim, Smoke White leather, and red contrast stitching.
Pricing isn’t yet available, but such information should surface nearer to the M5’s launch date in Spring of 2018. And because it’s an M5, expect that price to be high…like, really high.
– By: Chris Chin
Source: BMW USA News
2018 BMW M5 Quick Specifications

2018 BMW M5 Photo Gallery

2018 BMW M5 First Edition Photo Gallery

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