Automotive

BREAKING: This is the new Mercedes-AMG Project ONE, commemorating 50 years of AMG in Frankfurt

BREAKING: This is the new Mercedes-AMG Project ONE, commemorating 50 years of AMG in Frankfurt On the heels of the 2017 Frankfurt Auto Show (IAA), Mercedes-AMG revealed its much anticipated Project ONE show car.

What’s going on?
The Frankfurt Auto Show is about to, that’s what’s going on. And to help kick off this week’s list of reveals is the all-new, stunning Mercedes-AMG Project ONE supercar. Representing the year’s peak of commemorating 50 years of AMG, the Project ONE boasts to bring Mercedes-AMG’s Formula 1 technology to the road. That means 1,000 horsepower and a top speed of over 350 km/h or 217 mph.
This is achieved thanks to the latest and greatest hybridized Formula 1 technology, much like the sort of stuff we found on the Porsche 918 Spyder, McLaren P1, and LaFerrari. Ultimately, like the aforementioned, the Mercedes-AMG Project ONE seeks to serve up an uncompromised combination of racetrack and road-going performance.
The Project ONE joins the four-door AMG GT Concept at the Mercedes-Benz and AMG display at the Frankfurt Auto Show this year.
“The Mercedes-AMG Project ONE is the first Formula 1 car with MOT approval. Our highly efficient hybrid assembly stems from motor racing and the electrically powered front axle generates a fascinating mixture of performance and efficiency,” Ola Källenius, Daimler AG board member overseeing Mercedes’ R&D. “With a system output of over 1,000 hp and a top speed beyond 350 km/h this hypercar handles exactly as it looks: it takes your breath away.”

What powers it?
In the middle of the Mercedes-AMG Project ONE sits a hybridized 1.6L V6 with around 671hp. It features direct injection and a single, electrically-assisted turbocharger lifted directly from the Mercedes-AMG Petronas F1 car. With a quad-cam valvetrain arrangement with specially designed spur gears and pneumatic valve springs (versus mechanical spring), the mill can out rev a sport bike with a redline of 11,000 rpm.
That turbocharger also features some wicked witchcraft for instantaneous response to throttle changes. For instance, when moving on and off the throttle, the turbocharger comes equipped with a special shaft and an electric motor, which keeps the turbocharger spooled and pressure constant, for smoother and quicker throttle changes.
But because of the Project ONE’s road-going abilities, it has to use traditional pump gas instead of race gas. The engine also has to maintain greater longevity for the owner. So although the engine has a ridiculous redline, it’s still well below the abilities of the motor’s application in the actual F1 car.
Channeling the gas engine power to the rear wheels is the very latest AMG SPEEDSHIFT eight-speed dual-clutch box and is bespoke to the Project ONE.
Assisting that 1.6L V6 are two 120 kW (161hp) electric motors at the front axles, which also set new benchmarks for revolution speeds. They’re capable of spinning at 50,000 rpm while the current greatest can rev only up to 20,000 rpm.
Because the gas engine powers the rear wheels and the electric motors, the front, such a combo makes the Project ONE all-wheel drive. Because of this arrangement, Mercedes-AMG believes that up to 80 percent of braking energy can be harnessed to regenerate the electric battery.
What handles it?
Multi-link suspension arrangements sit at both the front and the rear with fully-adjustable coil-over struts. Though like many other supercars and Formula 1 racers, the push-rod struts are placed across the direction of travel, rather than up and down diagonally in a normal car. This ensures the best handling control and operating efficiency for the suspension. The wheels are special center-lock 10-spoke aluminum, wrapped in sticky 285/25 ZR 19 Michelin Pilot Sport Cup 2 tires at the front, and 335/30ZR 20 tires at the back, specially developed for the Project ONE. This also means the front and rear wheels are staggered in size.
To keep things civil for the everyday driver, ABS and electronic stability control are standard with special AMG Sport Handling modes geared towards performance. Of course, for tire-roasting and smoking hoonery, all the traction aids are defeatable.
What else is cool about it?
The Project ONE also sets a new level of thermal efficiency for automobiles. The general average of thermal efficiency from a traditional internal combustion engine is capped at around 33 to 38 percent. With Mercedes-AMG and their clever technology, the Project ONE’s engine achieves a thermal efficiency percentage of over 40 percent.
The Project ONE’s hybrid system also comes with plug-in capabilities to charge the new lithium-ion battery. It’s fitted with a DC/DC support system to charge the 12 V electrical system, all in a space-efficient package on the floor behind the front axle.
Because the Mercedes-AMG Project ONE still promises to be a Mercedes in addition to being a Formula 1 car for the road, it comes with plenty of luxurious gear. Helping to display all the typical and necessary information for the driver are two 10-inch high-definition displays, forgoing any traditional gauge setup. It also comes installed with the latest software for the COMAND infotainment system.
How much will it cost and when will it go on sale?
Mercedes-AMG didn’t announce when the Project ONE will hit showrooms. Chances are however, they won’t even end up in showrooms because of their exclusive status–they’ll most likely be made to order, if they’re all not sold out already.
Cost? Expect it to demand a lot of dough.
– By: Chris Chin
2017 IAA – Mercedes-AMG Project ONE Quick Specs

Mercedes-AMG Project ONE show car
Rear-wheel drive
1.6-litre V6 with direct injection, four valves per cylinder, four overhead camshafts and electrically boosted single turbocharger, electric motor connected to the crankshaft
Displacement
1,600 cc
Rear-wheel drive output
> 500 kW
Front-wheel drive output
2 x 120 kW
System output
> 740 kW (> 1,000 hp)
Electric range
25 km
Drive system
Variable AMG Performance 4MATIC+ all-wheel drive with hybrid-drive rear axle, electrically driven front axle and torque vectoring
Transmission
Automated AMG SPEEDSHIFT 8-speed manual transmission
Acceleration 0-200 km/h
< 6 secs.
Top speed
> 350 km/h

2017 IAA – Mercedes-AMG Project ONE Photo Gallery

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New Study: Interest Growing For Autonomous Cars, Safety Still Top Concern

New Study: Interest Growing For Autonomous Cars, Safety Still Top Concern

The automobile is one of the greatest identifying characteristics of American culture. When we think about how the automobile changed our lives in the United States, it’s nearly endless. With the advent of the modern car, we could, in the simplest terms, get around easier. Think of all the places we can go, just by jumping in our car. When we first got our license as a teenager, there was rarely a better feeling – we were experiencing the freedom we were restricted to fantasizing about in adolescence.
I will never forget the day I got my license.
Economic & Cultural Impact
Our economy became – and still is – heavily influenced by the automotive industry. According to the Alliance of Automobile Manufacturers, 7.25 million American jobs are connected to the auto industry, either directly or indirectly. Auto industry jobs generate more than $205 billion annually in tax revenues according to a 2013 CAR study, and represent about 3.8 percent of private-sector employment.
Then the automobile’s intangible qualities; like how it shaped family dynamics as station wagons became the ultimate representation of summer vacations. Trucks and utility vans are often the chosen chariots of the working class, meaning the automobile also represents dedication and persistence. And it became the pinnacle of awesomeness when Detroit pumped out jacked-up machines known as muscle cars.
And now the autonomous car. What’s up with that? How does that change American culture?

From Camaro: Fifty Years of Chevy Performance by Mike Mueller, published by Motorbooks.
Positive Vibes
ReportLinker, a research and technology company, sought to answer that question. What’s up with autonomous cars but more importantly, how do people view them? ReportLinker conducted their first survey in September 2016 but wanted to further analyze the findings to see if public opinion had changed positively or negatively. ReportLinker’s follow-up survey reached 830 online respondents and formal interviews were held in June.
“We decided to conduct this survey as this is a developing sector that fascinates many,” explained Benjamin Carpano, Head of Content and Co Founder of ReportLinker. “Autonomous vehicles are extremely innovative and this new trend generates interest.”
One of the survey’s reoccurring themes is an openess to automated vehicles, with some saying they don’t actually care for driving. More than one in four respondents and 41 percent of those aged 35 to 44 say they don’t get jazzed about driving at all. Another 25 percent said they don’t drive every day. Overall, six in 10 Americans and 74 percent of Millennials say they’re optimistic about autonomous vehicles, unchanged from the 2016 survey.
“More than half of the respondents (53 percent) declared that they would buy an autonomous vehicle for their next car purchase,” Carpano added. “The main reasons given for using an autonomous vehicle include not having to park, less traffic congestion, and cheaper car insurance.”
The Fusion Hybrid Autonomous Research Vehicle is equipped with cameras, radar, LiDAR sensors, and real-time 3D mapping technology. Ford has been testing autonomous vehicles for 10 years. Photo: Ford Motor Company.

Safety Presentation
Another reoccurring theme in the survey is safety and comfort, but that’s a double-edged sword. Many cars today have advanced driver assistance systems, sometimes classified as active safety features. These include everything from reverse cameras and adaptive cruise control, to forward collision warning, large animal detection, and automatic emergency braking. Even fundamental and sometimes overlooked vehicle systems like traction control and anti-lock brakes fall into this category.
These technologies are precursors to full automation, but their presence has helped Americans gradually accept the idea of driverless cars. Complementing the aforementioned 53 percent of respondents who would spring for a completely autonomous car, a third said they would be interested in even a partially automated vehicle.
Although increased safety is one of the brightest banners waved by autonomous driving proponents, not everyone is convinced. Two-thirds of Americans say they would not feel safe in an autonomous car and women are especially cautious, with 73 percent worried about safety. Overall, more than a third of consumers say safety is the main barrier facing the autonomous car. Apurva Aslekar, a Project Manager and motoring enthusiast from the Boston area, is among the Americans concerned about safety.
“When I purchased my last vehicle, I made sure to look at the NHTSA findings about the car as well as its competitors,” he explained. “Given that autonomous cars are manmade objects and, therefore, susceptible to glitches like any other form of technology, I do not see them being completely foolproof.”
“The lack of safety is one of the main drawbacks for our survey respondents,” Carpano added.
General Motors became the first automaker to assemble driverless test vehicles in a mass-production facility when a fleet of self-driving Chevrolet Bolt EV test vehicles began coming down the line at Orion Township Assembly in January. “This production milestone brings us one step closer to making our vision of personal mobility a reality,” said GM Chairman and Chief Executive Officer Mary Barra. Photo: General Motors.
Big Responsibilities, Little Joys
Aslekar maintains he would be open to riding in an autonomous car if he knew how to properly override it in an emergency. He suggests manufacturers educate consumers on the correct ways to do such a thing, and insists motorists remain diligent at all times, autonomous technology aside.
“No matter how much the occupants of an autonomous vehicle may prefer to focus upon activities other than driving, they ultimately need to know they are in control of the vehicle,” Aslekar said. “If anything malfunctions, they are responsible for ensuring safety not only for themselves but also for others on the road.”
While Aslekar falls in line with some survey respondents on safety, he contrasts strongly with others who derive little to no joy from driving. Aslekar has fond memories of his beloved Volkswagen, especially when it took him to see close friends and family. He even gave his VW a name and describes driving overall as therapeutic. As far as dream cars go, he fancies the iconic Ferrari F40, the Italian namesake’s best representation of a street legal racer.
“When I was very young, the F40 was one of the first posters I ever put on my walls,” Aslekar recalled. “As an increasing number of autonomous vehicles become available, my hope is that traditional automakers will focus even more strongly upon making their lineups more exciting for the people who do truly enjoy driving and all that it entails.”
2017 Fiat 124 Spider Abarth. Photo: FCA US LLC.

Modern Mobility Factors
The ease and availability of services like Uber and Lyft have changed how we get around. Although the survey shows most respondents would prefer to own a vehicle, a growing number (35 percent) say they would utilize a driverless car through providers such as Lyft or Uber. In fact, both companies have a business model that lends itself to automated driving, and both are investing in the technology. And while an automated Uber or Lyft might get some excited, for others its more about practicality.
“In a major metro, for example, the car owner will have to pay high costs for parking, insurance, and maintenance in addition to the monthly payment,” Aslekar said. “These expenses will likely be higher than the monthly average spent on Uber or public transportation.”
More than half in ReportLinker’s survey (59 percent) say they do not see automated vehicles replacing trains, light rail, or transit buses.
“With the prevalence of ride sharing services, there are more financially responsible ways of being driven,” Aslekar continued. “Living in a major metro area with better than average public transportation also influences the decision.”
Photo: Volvo Cars.
Passion & Paradox
Our publication monitors and reports on autonomous driving as often as we can. I feel a journalistic obligation to educate readers on the technology so they can draw their own conclusions and examine what it will mean in their lives. I am optimistic about autonomous vehicles and believe they will deliver on the promises of better infrastructure, reduced emissions, and greater safety. That is not to say I agree with everything happening in the space – I don’t – but I am faithful we can do it, even when it looks questionable. I have my doubts about autonomous driving, but I still consider myself an advocate for it.
I want to leave a world for my children where traffic accidents and deaths are a thing of the past. Pound for pound, I believe a machine will drive better than a human; that is not to say the machine is perfect or that it cannot fail, but there is no subjectivity in a machine’s decisions when it controls the wheel. Yet, how do we implement something so objective into something as subjective as cars? Where is the line between this proposed safe utopia and our human desire to pilot our favorite autos?
I don’t have that answer.
Here in my own publication, I am contrasted by two of our strongest and most talented voices, columnists Tony Borroz and Geoff Maxted. Tony with his Italian racing lineage and Geoff with his years of experience as a journalist are not sold on the autonomous car. With their admitted passion for driving – Tony with light, agile cars, Geoff with big V8s – neither are willing to surrender that motoring love in the name of autonomy. Sure, they have concerns about safety and how the technology is moving fast, but more than anything, it’s about the freedom and thrill of driving. And even though I am a proponent of autonomous driving, even though I will probably cast my vote for the machine, I cannot blame them.
If I examine closely, one of the fundamental reasons I do what I do is because I love cars. I had the Ferrari posters too. I have a vehicle I love to drive. The struggle for me sometimes is advocating for something that may alter that love in ways we can’t fully conceive.
“Autonomous vehicles do take away the joy and thrill of driving, so they are likely to be used by individuals who view driving as more of a chore than an exciting activity,” Aslekar said. “I highly doubt I would ever own an autonomous car.”
Carl Anthony is Managing Editor of Automoblog and resides in Detroit, Michigan.
The complete study from ReportLinker can be found here.

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2017 Frankfurt Preview: The big-schnoz BMW Concept X7 iPerformance previews the company's incoming full-size...

2017 Frankfurt Preview: The big-schnoz BMW Concept X7 iPerformance previews the company's incoming full-size... Revealed ahead of its world debut at the 2017 IAA Frankfurt Auto Show, the BMW Concept X7 iPerformance previews the company’s long-awaited Mercedes-Benz GLS competitor.

What’s going on?
Some big nostrils! That’s what, or in this case, BMW’s ginormous kidney grilles on the all-new Concept X7 iPerformance. I mean, just look at them. They’re yuggggge and out of control!
Nonetheless, meet the Concept X7. It basically gives us a glimpse of what to expect with the company’s much-anitcipated full-size crossover. Long has Mercedes-Benz soldiered on with the full-size GLS, formerly the GL. BMW had yet to produce a competitor, focusing solely on the mid-range X5 and X6, along with the smaller, more compact and sportier, X1, X3, and the X4.
But now, they’re preparing to launch the X5’s big brother.
Due for a reveal at the 2017 IAA show in Frankfurt, the new X7 certainly boasts BMW’s new design language.
“The Concept introduces the BMW Sports Activity Vehicle DNA into the luxury segment. The new BMW design language employs just a few, extremely precise lines and subtle surface-work to raise the bar in terms of presence and prestige,” explains Adrian van Hooydonk, Senior Vice President BMW Group Design. “The BMW Concept X7 iPerformance has a luxurious and sophisticated feel to it, thanks to its understated use of forms and incredibly precise details.”
What powers it?
Specific technical details are unavaialble. But BMW promises the Concept X7 iPerformance sports a BMW TwinPower turbocharged gas engine mated to an electric motor. The result is a plug-in hybrid powertrain, offering zero emissions capabilities and all-electric power.
Expect plenty of tech and luxury as well
Building up to be BMW’s newest flagship crossover, you can expect the X7 to be loaded with state-of-the-art tech and lots of luxury. It’ll basically be a lifted BMW 7-Series. So you can definitely imagine the X7 to come with everything minus the kitchen sink.
– By: Chris Chin
Source: BMW USA News
BMW Concept X7 iPerformance

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Volvo Establishes Investment Fund For Tech Start-Ups

Volvo Establishes Investment Fund For Tech Start-Ups Volvo is launching a new investment fund for technology start-ups around the globe which have high potential. The new Volvo Cars Tech Fund will invest in “strategic technology trends that are transforming the industry, such as artificial intelligence, electrification, autonomous driving, and digital mobility services.” The first investment includes a California-based technology firm developing advanced sensors, underlining Volvo Cars’ continued presence in Silicon Valley.
Emerging Technologies
Volvo says recipients will benefit by being able to more efficiently validate their technologies while accelerating the time it takes to bring said technologies to market. Moreover, start-ups may have the opportunity to benefit from Volvo’s already established global network of automotive and technology partners. The Volvo Cars Tech Fund is part of a continued push for innovation by Volvo and will be instrumental, the company says, in its digital transformation.
“We seek to invest in companies that can provide us with strategic access to new technologies, capabilities, and talent,” explained Zaki Fasihuddin, Chief Executive Officer, Volvo Cars Tech Fund. “By supporting promising young firms at the forefront of technological development and providing them with both capital and strategic value, we aim to strengthen our leading role in the industry’s technological transformation.”
“We work closely with promising technologies and when we see value creation potential, we can now also invest to help accelerate the venture,” added Mats Moberg, Board Member for the Tech Fund and Vice President for R&D at Volvo Cars.
More Information
Those wanting to apply are encouraged to do so at Volvo’s official site for the fund. Volvo notes they are particularly interested in mobility apps and services, distributed ML/AI and storage, safety and security, networking and connectivity platforms, fusion and HD mapping, sensors, and drive computing.
Photo & Source: Volvo Car Group.

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Aston Martin Heads To Geneva With “One Or Two Surprises”

Aston Martin Heads To Geneva With “One Or Two Surprises” Aston Martin is gearing up for the 88th Geneva International Motor Show with an all-new stand and location. The automaker notes it will be their “biggest-ever presence at the opening event of the European automotive show calendar.” Aston Martin’s spacious new home is stand #2229, located in Hall 2 of the Palexpo Exhibition Centre. At the heart of the display, and making its global debut, is the new Vantage turbocharged V8 sports coupe.
Performance-Oriented Exhibit
Naturally, the Vantage road car is joined by Aston Martin Racing’s new Vantage GTE race car, currently in its final stages of development. It makes its world debut at the 6 Hours of Spa-Francorchamps in May but will be in Geneva for the show.
Joining the road and race Vantage siblings is the V8-powered DB11 Coupe together with the recently launched DB11 Volante. It’s the first time both derivatives of the DB11 and the new Vantage have been shown collectively. Together they provide a vivid demonstration of Aston Martin’s “Second Century” product strategy.
“Geneva is a highlight of the industry calendar and a motor show with a rich history and great atmosphere,” commented Andy Palmer, President and Chief Executive Officer, Aston Martin. “It’s an indication of Aston Martin’s growth that we have adopted a new stand location for 2018: one that affords us the extra space we need to display our growing range.”
Photo: Aston Martin The Americas.
Motorsports & Surprises
The Aston Martin Red Bull Racing F1 show car will also be on display in Geneva. On March 6th, the first of the press days, the car will be accompanied by Red Bull Racing’s Team Principal, Christian Horner and Chief Technical Officer, Adrian Newey.
“I’m certain motorsport fans will be thrilled to see the Aston Martin Red Bull Racing F1 car and Aston Martin Racing’s all-new Vantage GTE World Endurance Championship challenger,” Palmer added.
It’s entirely possible Aston Martin may have something up their sleeve once the Geneva International Motor Show begins on March 6th.
“It’s always a proud moment to see the fruits of the company’s efforts on show in one place, but this year’s Geneva show promises to be extra special,” Palmer said. “Who knows, we may even have one or two surprises in store.”
Photos & Source: Aston Martin The Americas.

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Mercedes-Benz C-Class Gets Refreshed For 2019

Mercedes-Benz C-Class Gets Refreshed For 2019 The updated Mercedes C-Class will make its public debut at the 2018 Geneva International Motor Show, but the Stuttgart automotive giant let some details on the baby Merc slip before the show starts. Did you know they sold 415,000 of these guys in 2017? That’s a lot, and that’s also a sales success Mercedes doesn’t want to mess with. So, for the new model, the high points are a more powerful and efficient engine that adds 14 horsepower, and a buffet of tech stuff called Intelligent Drive nicked from its E-Class big brother.
Styling Cues
The 2019 C-Class, which goes up against the BMW 3 Series and Audi A4, will be getting a slight facelift. The front and rear bumpers have been tweaked and the diamond radiator grille is standard if you pick the AMG-Line options. Also part of that AMG package is a new diffuser. The headlamps and taillamps are LED affairs, and an optional Intelligent Light System comes with with “high performance” headlamps and “ultra wide” high beams. Mercedes even added two new colors: Mojave Silver Metallic and Emerald Green Metallic.
Interior Treatments
The interior got a full going over, of course. The center console has elegant flowing trim, available in Natural Grain Walnut Wood or Natural Grain Grey Oak Wood. New Magma Grey/Black upholstery is available, as is Saddle Brown and Silk Beige/Black for the AMG-Line Interior option.
The 2019 C-Class also has this trick, fully digital instrument display option. The display used to be found only on the current S-Class, but the driver can tune it to one of three different display styles: “classic,” “sport,” and “progressive.” The basic instrument cluster features a traditional two-tube design. In between those is a 5.5-inch color display – this would be the “classic” display choice.
If you go for the fully digital instrument display, the screen now measures in at a vast 12.3-inches of real estate. With this, you can stay with the above “classic” look or go with “sport” or “progressive.” You get readings for important data, like trip information and consumption figures. The central display is where all the multimedia stuff happens on a screen above the center console with three display styles available. That screen comes in one of two sizes: seven inches or 10.25 inches.
The 2019 C-Class has a new leather steering wheel that can respond to swiping motions like a smartphone. The driver can control the functions of the instrument cluster and the infotainment system without taking their hands off the steering wheel. Photo: MBUSA.
Safety & Security
Safety tech? C’mon man, it’s a Mercedes. These things have been built like bank vaults since Paul Hindenburg was around. The refreshed C-Class comes with Active Brake Assist as standard, for a start, so you don’t mow down pedestrians and cyclists, and it helps mitigate rear-end collisions with other vehicles ahead of you. The C-Class is able to drive semi-autonomously in certain situations too. How? Improved camera and radar systems that can see 1,640 feet ahead. The radar reaches out 820 feet in front of you, 130 feet to the sides, and 260 feet to the rear.
Power & Performance
Ah yes, you say, but what about the performance stuff? Oh that’s taken care of my friend. There’s a new 2.0-liter inline-4 turbo plant that cranks out 255 horsepower, up from the previous 241 ponies. The engine puts out 273 lb-ft. of torque, which is considerable, given its size. The engine is mated to a 9-speed automatic transmission that seems to be ubiquitous across the Mercedes range these days.
The 2019 Mercedes-Benz C-Class will go on sale in the United States late this year. In the meantime, it will be on display at the Geneva International Motor Show which begins on March 6th.
Tony Borroz has spent his entire life racing antique and sports cars. He is the author of Bricks & Bones: The Endearing Legacy and Nitty-Gritty Phenomenon of The Indy 500, available in paperback or Kindle format. Follow his work on Twitter: @TonyBorroz.
2019 Mercedes-Benz C-Class Gallery

Photos & Source: MBUSA.

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Aventador S Roadster: The New, Top Chop Lambo

Aventador S Roadster: The New, Top Chop Lambo

The new Lamborghini Aventador S Roadster is here, but it is not really a roadster, nor is it a convertible. It’s really a targa version of the Aventador, but I’m not going to quibble about that and start getting all pedantic about correct automotive terminology. With a car like the Aventador S Roadster, who cares about stuff like that? The Aventador S Roadster, shoot any Lamborghini really, is the automotive equivalent of a freshman eight-and-a-half beers into his first fraternity kegger; the results are going to be spectacular if not necessarily positive.
Strong Like Bull
The Aventador S Roadster is, 99% of the time, just like a “normal” Aventador S. The only real difference is the removable roof panel that will allow the wind to mess your hair up like you’re standing outside in a hurricane. This, for some people, actually sounds like a good thing and, on most days, I am one of them.
The Aventador S Roadster is, like the fighting bull it is named after, big, powerful, and nothing to be trifled with. Sure, sure, it has all those modern high tech niceties like traction control and four wheel steering and stuff like that, but you know – just know – that some rich kid with more money than sense or skill is going to uncork an Aventador S Roadster (probably within weeks of buying it) and wrap it around a tree.
How can I say this? How can I say all those computers upon computers and the even more computers along for the ride will not work? Simple answer: Physics. Let’s look at the numbers, shall we?
Improved vertical control comes from an updated pushrod suspension, new rear springs, and the Lamborghini Magneto-rheological Suspension (LMS) with revised kinematics for the new four-wheel steering. A real-time variable damping system optimizes wheel and body control. Photo: Automobili Lamborghini.
Numerical Factors
The Aventador S Roadster is a big girl. She’s just under 189 inches long overall, just under 80 inches wide, and tips the scales at 3,582 pounds dry weight with a 43 to 57 percent weight distribution. Add in a full 85 liters of fuel, 13 liters of oil, and your butt in the driver’s seat, and even those massive contact patches provided by the vast Pirelli meats (255/30/ZR20s up front and 355/25/ZR21 out the back) will, eventually, be overwhelmed by the laws of physics. Or, as Enzo Ferrari once said to a displeased customer who had just totaled his prancing horse, “being a Ferrari owner does not make you a Ferrari driver.”
That same ethos applies to the glorified tractors that bear Ferruccio’s name and are made at the behest of corporate overlords Audi, especially when you look at the other numbers, the real numbers, the numbers that count for the Aventador S Roadster.
Photo: Automobili Lamborghini.
Power & Performance
To wit: The engine. It’s a 6.5-liter lump of alloy and whirling parts that puts out 740 horsepower and 509 lb-ft. of torque. All that power that eventually hits the strada via the Pirellis runs through a Haldex gen IV electronically controlled 4WD system, and a 7-speed double dry plate gearbox with variable “shifting characteristics.” The drive modes are, get this, listed as STRADA, SPORT, CORSA, and the new EGO mode. Lambo says these modes influence “every aspect of the car’s behavior through management of traction, steering, and suspension.” The EGO mode (hey, at least they’re up front with their name!) permits the driver to set up their preferred criteria in each mode to suit their driving style. If you ask me, there should also be a mode that turns off all of the governors. Lambo could call it SUICIDIO mode. But they never listen to me, so this probably will never happen.
All this adds up to a beautifully flashy way to shuffle off this mortal coil. Top speed, for example, is listed at 217 mph. Lambo always mentions top speed first, because that is traditionally what is closest to their hearts. From a dead stop you’ll hit 62 mph in 3 seconds flat. In another 6 seconds, 9 seconds total, you’ll be seeing 124 mph. In 25 seconds from a dead stop, you’ll hit 186 mph. Braking is, thankfully just as prodigious. You can haul the Aventador S Roadster down to a complete stop from 62 mph in only 102 feet.
The TFT digital dashboard can be customized to the driver’s preferences and Apple CarPlay is standard. Photo: Automobili Lamborghini.
Open-Air Enjoyment
The Aventador S Roadster is all about that targa top though. The removable hardtop roof panels weigh less than six kg (about 13 pounds) and are convexly molded to ensure maximum cabin space for the occupants. It has that old Zagato double bubble feel to it. The hardtop roof panels are finished in matte black and are made of carbon fiber, naturally. There are options such as high gloss black, shiny visible carbon fiber, plus more color options using Lambo’s Ad Personam customization program. And I must sayt I love how they named the program in Latin.
The roof panels pop off quickly and are stored in the front trunk. There’s also a rear window that is electrically operated if you want more wind and more opera from that V12 plant sitting at your shoulder. That rear window can be closed while the roof panel is off to minimize cabin noise and airflow, but why would you want to do that?
The Lamborghini Aventador S Roadster gives you all this for a paltry $460,247.00. The first customers will take delivery in February; in the meantime, it will be displayed next week at the International Automobile Exhibition in Frankfurt, Germany.
Tony Borroz has spent his entire life racing antique and sports cars. He means well, even if he has a bias toward lighter, agile cars rather than big engine muscle cars or family sedans.

Photos & Source: Automobili Lamborghini.

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Bentley Continental GT: It’s Not A Sports Car, But It’s Still Fast

Bentley Continental GT: It’s Not A Sports Car, But It’s Still Fast

This is the all-new Bentley Continental GT. It is many things, but one thing it is definitely not, is a sports car. Yes, it is very fast. Yes, it can cover huge amounts of ground at high speed. Yes, it has NASA levels of technology packed within. But, this thing weighs more than a Sherman tank. No, Bentley doesn’t give weight figures, but I’m willing to bet this Bentley, like all Bentleys before it, tips the scales at least double what a real sports car should.
Red Carpet Treatment
No, the Bentley Continental GT will not be seen at an Autocross meet any time soon, although it might be entertaining if it were to. The Bentley Continental GT is not about stripped down, high performance at all costs. No, the Continental GT is all about getting you from, say, Madison Avenue out to your place in Montauk, and doing so quickly and quietly, while drowning you in wood and leather and luxury and high tech connectivity and more wood and leather.
Wait, what am I saying? How nouveau riche. Madison Avenue to Montauk, how gauche of me. More like from your place in Kensington up to Highclere.
Power & Performance
Yes, the Bentley Continental GT is fat and overstuffed with riches and tech, turning it into a rolling gentlemen’s club. But, somehow, it is also capable of getting up and moving fast. This third generation of the Continental GT, which the Anglo-German company refers to as the “definitive luxury Grand Tourer,” is motivated down The Strand thanks to an enhanced version of the company’s 6.0-liter W12 TSI twin-turbocharged engine. It delivers 626 horsepower and 664 lb-ft. of Sarsen pulling torque, good enough to make this hefty ride hit 60 mph in 3.6 seconds with a top speed of 207 mph. That W12 plant is mated to a dual-clutch, eight-speed transmission. This is the first application of that gearbox in a Bentley, and it makes for faster, more efficient gear changes.
Designed, developed, and handbuilt in Crewe, the W12 TSI engine is one of the most advanced in Bentley’s history. The unique “W” configuration means the engine is 24 percent shorter than a traditional V12. This helps weight distribution and increases cabin space. Bentley utilizes precise engine management technology that makes 300 million software calculations per second. Photo: Bentley Motors.
Chassis Implementation
The new Continental GT has, of course, gotten a new skin to cruise around in. And although it is modern and attractive (from some angles), it is, sadly I think, rather copycat and lacking in understatement (something 99 percent of Bentley owners value highly). The Conti GT oozes along on a new, technically innovative, adaptive chassis that uses Bentley’s 48-volt Dynamic Ride System. This new system controls ride comfort and lateral roll, “cushioning passengers from excessive movement as well as making the car feel effortlessly precise,” cause, you know, your butt’s worth a couple billion dollars, so you better give it more cushion.
The exterior was created using what Bentley calls a revolutionary technology, resulting in a lightweight, yet stiff, body structure. The engine is positioned further back in the chassis to improve weight distribution, of course, and results in “driver-focused, dynamic performance.”
Steering feel and suspension design was a focal point for Bentley. The Electric Power-Assisted Steering, with a variable rack ratio, improves feedback and isolates unwanted road disturbances for better overall handling. The air suspension uses three-chamber air springs which gives the Continental GT 60 percent more air volume in the softest setting than the previous model. Photo: Bentley Motors.

Interior Finishes
The new Bentley Continental GT is a four seater. No plebian bench seat in the back. Oh no. None of that for the Bentley buyer, thank you very much. And the new Conti has improved luggage capacity for, get this, “genuine real-world usability.” Gee, I wonder how many cinder blocks I could haul back from the hardware store in the thing? I’ll ask for a loaner from Bentley and let you know how that “genuine real-world usability” works out.
The interior, which Bentley redundantly calls a “luxurious cabin,” is saturated in features and details that quietly scream: “look at how much money you just spent!” There’s a new “diamond in diamond” leather design which one-ups that now-old diamond stitch pattern that Bentley popularized a short while back. Your choice of off the rack interior colors come from the “extensive portfolio of 15 colors across hides and carpets.” Seriously, the whole 4,000 word Bentley press release uses terms like that continually. The more I read, the more I find myself starting to agree with Cecil Rhodes and what should have been done with The Cape Colony.
The Bentley Continental GT offers a Bang & Olufsen 1,500 watt, 16-speaker system with illuminated speaker grilles. It benefits from the first automotive application of the BeoSonic system – a new way for tone setting with a one-touch user interface. Photo: Bentley Motors.
Laundry Lists
But, as Olde English as the new Continental GT is, it also has lots of that high tech stuff nestled within. There is an advanced, fully digital, driver-focused instrument panel and this thing they call the “Bentley Rotating Display.” The Bentley Rotating Display features a 12.3-inch touchscreen stored in a three-sided unit and, as the name implies, revolves the veneer to reveal the touchscreen and analogue dials.
Bentley goes on, at Silmarillion-like length about every last detail of the new Continental GT, but most of it is, again, very Silmarillion-like, and rather uninteresting; how they choose the carpets, the hand-finished twisted polished wheel finish, luxurious haptic finishes, Mulliner Bespoke buttock massagers, cut-crystal effect taillights, and more . . . so much, much more. Okay, one of those is a joke, but I’ll let you figure out which one, but reading through it becomes hard to tell whether Bentley is being serious or having a laugh with this stuff.
The Bentley Continental GT will make its global debut at the IAA Frankfurt Motor Show starting on September 14th. No word on when it will reach showrooms or what it will cost. Probably those answers are “pretty soon” and “comparable to a yacht.”
Tony Borroz has spent his entire life racing antique and sports cars. He means well, even if he has a bias toward lighter, agile cars rather than big engine muscle cars or family sedans.

Photos & Source: Bentley Motors.

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2018 Nissan Leaf Makes North American Debut

2018 Nissan Leaf Makes North American Debut

The 2018 Nissan Leaf was unveiled at a media event in Las Vegas yesterday (September 6th) at the Thomas & Mack Center. The Las Vegas appearance followed the vehicle’s global launch earlier in Tokyo, Japan. The 2018 Leaf underscores Nissan’s commitment to clean and efficient transportation.
“When we launched Leaf in 2010, it instantly became the most affordable, mass market EV in the world,” said José Muñoz, Chief Performance Officer, Nissan Motor Co., Ltd. during the Las Vegas event. “We are not walking away from that proposition.”
Technology & Performance
The 2018 Nissan Leaf has an estimated 150 miles of range with the automaker’s latest segment innovations, including a more aerodynamic exterior, advanced driver assistance systems like ProPILOT Assist, and an e-Pedal feature for more efficient driving. In 2019, a high powered variant is expected with increased motor and battery capacity. Nissan is aiming for segment leadership by focusing on extensive testing and consumer interactions.
“This new Leaf is not just the latest symbol of Nissan’s global leadership in the EV segment,” Muñoz remarked. “It is the culmination of everything we’ve learned from more than two billion miles of real life, on-road driving and from the feedback of hundreds of thousands of owners around the world, particularly Leaf customers here in the U.S.”
Photo: Nissan Motor Co., Ltd.
Pricing & Availability
The 2018 Nissan Leaf will arrive at dealerships early next year with a starting MSRP under $30,000. That’s less than the current Leaf despite the 2018 variant offering more technology, range, and power. To date, Nissan has sold over 112,000 Leaf EVs in the United States and more than 283,000 globally, making it the world’s best-selling electric vehicle.
“We believe the new Leaf will be another game changer for Nissan in the U.S., just as the redesigned Rogue has been in the last year and a half, hitting the ‘sweet spot’ in the growing EV segment,” Muñoz added. “It takes everything we’ve learned from our loyal first-generation Leaf owners to the next level.”
Carl Anthony is Managing Editor of Automoblog and resides in Detroit, Michigan.
Photo: Nissan Motor Co., Ltd.
Photos & Source: Nissan Motor Co., Ltd.

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