Automotive

From 1925 To 2018: Alfa Romeo Returns To Formula 1

From 1925 To 2018: Alfa Romeo Returns To Formula 1 This is great news, this is terrible news. It will be a hallmark long remembered before the whole idea sinks beneath the waves of history without so much as a bubble. Alfa Romeo, the team, the team that for so long represented Italy, the team that utterly dominated European and Grand Prix racing, the team that behaved like rank amateurs without an ounce of engineering know-how, the team of true greatness and truly great failures is returning to Formula 1.
No Guarantees
David Letterman, noted funny man, native Hoosier, Porsche aficionado, and race team owner once said, after watching one of his cars drop out while leading by country a mile: “The great thing about racing is that anything can happen. And the terrible thing about racing is that anything can happen.” He was only half kidding and 100 percent right. I’ve come to call that quip of his “Letterman’s Constant.” Ask anyone who has been around racing, and I have been around the sport my entire life, and they will tell you not only how true Letterman’s Constant is, but also how many times they’ve seen it happen.
It is another way of saying that, in racing, there are no sure things.
Weight & Significance
The nuts and bolts of this, the hows and whys and wherefores are pretty standard stuff, as to any given car company entering into the most pressurized and highest end of Motorsports. Alfa Romeo, a division of Fiat Chrysler Automobiles, has signed on to be an “engine supplier” to and primary sponsor of the Swiss-based Sauber F1 Team. Pretty standard, in much the same way Honda did a few years back when they started making engines for McLaren.
What is not standard is the emotional Weight and historic Significance of this pairing (and yeah, I meant both of those to be capitalized). Although Ferrari justifiably holds the spotlight in the minds of modern Italian race fans, they are, despite all their successes (and let’s face the immutable fact that Ferrari is the best team in Grand Prix history) a bit of a newcomer. Ferrari is to Alfa Romeo the way Porsche is to Mercedes-Benz. You know that laurel wreath that rings Alfa’s badge? That was added when Alfa won the first World Manufacturers’ Championship. Not its first, the first in 1925. Alfa justifiably had the motto: Primo campione del automobili del mundo; first automotive champion of the world. Add to this a partial list of former Alfa Romeo employees: Campari, Varzi, Nuvolari, Fangio, Farina, Ascari (both father and son), and Vaccarella. Put those two factors together and what you get is this:
World Championships: 5; Mille Miglia victories: 11; Targa Florio victories: 10; outright 24 Hours of Le Mans victories: 4; European Touring Car Championships: 17. And those are just the major titles. Alfa Romeo has racked them up in Italian, French, German, and European F3 Championships; Trans-Am Championships, DTM championships, and British, Spanish, and French Touring Car Championships, with equal aplomb.
So what’s the downside here? What’s the other side of Letterman’s Constant? Two things: Alfa Romeo and Sauber.
The Alfa Romeo P2 Gran Premio lead the team to the inaugural Automobile World Championship in 1925. Photo: FCA US LLC.
With Or Without You
Have you ever lived with an Alfa Romeo? It’s like living with Monica Bellucci if she had serious bi-polar issues. It is days and nights of unbridled desire and delight and then WHAM! Next thing you know, you’re dumped on the side of the road, staring deep into the smoking ruins of what was your heart or your engine or whatever, feeling like an Old Testament prophet who has seriously offended God. “What’s this? What’s wrong? What did I do? How is this my fault? Why? WHY?!” you howl into the lonely and pitiless night.
And this fine Italian tradition, like a vendetta your third uncle is still paying for, carries on to this day. Look, I seriously desire an Alfa Romeo Giulia, but have you seen their reliability reports? And what will Alfa bring to the F1 table for 2018 when it starts in Melbourne? Who knows? But what is known (and this is where things get tricky) those engines nestled in the snug confines of a Sauber engine bay, aren’t really Alfas. They are rebadged Ferrari power units. The good news is Alfa/Sauber will be getting the latest spec Ferrari power plants from the start of the season. The bad news is that in 2017, Ferrari’s engines had a tendency to fail if you squeezed them hard.
Sure, sure, you could look at that and say it’s all a ruse and a Bad Thing, but c’mon. Rebadging engines is a fine racing tradition, and besides, Alfa has been running reconfigured Ferrari mills in their road cars for a while now. Lop off two cylinders, and you got the sublime V6 of the modern Giulia. Mount that V8 from the 360/430 up front and you’ve got the inspirational V8 of the 8C Competizione. Besides, all this badging and rebadging will raise Alfa Romeo’s image in America, where they are seriously looking to expand.
Photo: FCA US LLC.
From Hills To Mountains
And of course, there’s the Sauber end of this equation. The Swiss team (based out of a kind of nowhere town called Hinwil) has been in serious performance trouble for as long as anyone cares to remember. This is a very sad state of affairs. For a while there, Sauber was seriously knocking on the door to be one of the front runners. And before that, Sauber was a frighteningly fast team in big bore sports car racing. Their Sauber Mercedes C9s displayed top end power at Le Mans like I have never seen, and they still hold the outright terminal velocity record at the great French race: 251 miles per hour and change. They hit that speed in practice, qualifying, and throughout the race, lap in, lap out for an entire day.
How they went from there to being at the literal back of an F1 grid is frankly beyond me. They have a fantastically well run operation staffed by literal geniuses. They have a wind tunnel that NASA is envious of. They just got a new infusion of cash from Swedish investors (not sure how that dovetails, but hey, an operating budget is an operating budget). And now they’ve got even more money and backing from Alfa Romeo.
Alfa Romeo Sauber F1 Team pilots Charles Leclerc (left) and Marcus Ericsson. Photo: FCA US LLC.
Pretty Faces & Exciting Races
How can this not work? What could possibly go wrong with this chemical admixture? Simple: This is racing. And the great thing about racing is that anything can happen. And the terrible thing about racing is that anything can happen. Officially called the Alfa Romeo Sauber F1 Team, they will sport the distinctive Alfa Romeo colors and logo seen in the past, and will be on the grid in Australia for the first race of the 2018 Formula 1 World Championship. Will this work? I don’t know. But they’ll be pretty to look at, that’s easy to say.
Tony Borroz has spent his entire life racing antique and sports cars. He is the author of Bricks & Bones: The Endearing Legacy and Nitty-Gritty Phenomenon of The Indy 500, available in paperback or Kindle format.
Photos & Source: FCA US LLC.

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Cruising Through Napa Valley In The 2018 Nissan Leaf

Cruising Through Napa Valley In The 2018 Nissan Leaf Although the new Nissan Leaf shares the platform with its predecessor, that is where the similarities end. Both the interior and exterior have been completely redesigned, as well as the battery and drive motor for increases in range and power. The updates don’t stop there either: the steering and suspension have been tuned and tightened, and the chassis has been firmed. The styling changes are apparent too, and safety features like Pro Pilot Assist and Intelligent Cruise Control set the 2018 Nissan Leaf apart in the segment.
We recently attended a media event organized by Nissan to see the 2018 Leaf. The vehicle’s name is an acronym for “Leading, Environmentally Friendly, Affordable, Family Car,” so it’s only fitting the 2018 model preview took place at the beautiful LEED Platinum-certified Bardessono Hotel in Napa County, California. LEED stands for Leadership in Energy and Environmental Design.
First Impressions
Nissan asked for customer feedback and have clearly taken note. When you see the new Leaf, it’s quite apparent it looks nothing like the one of yore. Very little semblance to the awkward lines and frog-like face can be found in this sharp, new design. Aesthetic appeal can be an emotional topic and it’s always subjective. However, opinions aside, the new styling Nissan has adopted is a significant departure from what we have become accustomed to regarding the Leaf, and most EVs from the onset. The “floating” roof with blacked out C-pillars, as well as the “V-motion grille” is found on other cars in Nissan’s lineup. The Leaf has clearly been brought into the fold and shares noticeable DNA with its gasoline-powered brethrens. The redesign is a welcome refinement and far less polarizing than the previous amphibious-faced rendition.
The family resemblance carries over to the interior as well. The vehicle as tested was a well-appointed SL trim, sporting leather-wrapped bucket seats, and a leather-stitched steering wheel, both electronically heated. The seats are firm but comfortable and the instrumentation layout is orderly and intuitive. The infotainment system is equally orderly and instinctive to use. Although the infotainment center has a similar shape to a tablet, there was clear consideration put into integrating the ubiquitous shape, opposed to the common practice of plunking an iPad lazily onto the dash.
However, there are a couple of drawbacks: some of the plastic-ey interior styling accents are quite Sentra-esque and, to be brutally honest, there is more of it than expected at this $37,000 price point. The steering wheel is adjustable but no telescoping action. The wheel position may be an issue for taller drivers as the battery pack sits below the seats, forcing a relatively high driving position. The driver’s seat used to feel a bit like sitting in the cockpit of a shrunken minivan, but now feels like the cabin of a modern car, so there is some improvement there.
2018 Nissan Leaf. Photo: Nissan Motor Corporation.
Enhanced Tech & Drivetrain: Obvious to Obscure
Although volumetrically the battery pack is the same size, Nissan cleverly increased its density by using a thinner separator and more efficient materials. By reducing the size of the separator, Nissan has allowed for greater battery cell density, essentially fitting more cells into the same amount of space. This means you get significantly more storage capacity and noticeably more power in the same amount of space, from 30kW to 40kW to be exact. This equates to roughly 150 miles on a single charge, boosting horsepower from 107 to 147, while torque climbs to 236 lb-ft.
Apple Car Play, Android Auto, and NissanConnect with navigation are optional, but vehicle tracking is one of the most unique features available. The vehicle can be tracked in real-time to make sure it stays where you left it; parents can even monitor a new driver. With EV Telematics, owner’s can set geographical boundaries on Google maps, triggering a notification to an app when the vehicle breaches the perimeter. Since Nissan has partnered with Amazon, many of the Leaf’s features, like climate control, can be activated by speaking to Alexa.

Ride & Handling
We’ve discussed the obvious and shed some light on the obscure, but this is an automobile, and the real question is how does it drive? The details of exactly what has been changed suspension-wise are a bit vague, but it’s Nissan’s claim the chassis has been “enhanced” and the steering torsion bar stiffened 10 percent. Upon entering the beautifully curvaceous B roads of Napa Valley, the steering did feel quite lithe and the feedback is surprisingly concise. The ride is a bit stiff over the rough parts but comfortable under most conditions. The 2018 Leaf has grown one inch both in length and width over previous generations to 176 by 71 inches respectively; the height remains the same at 61.4 inches.
This fact begs the question, what has transpired in the chassis development to eliminate the tall, spongy feel that befell the original? Nissan attributes the enhanced feedback and steering feel to new control logic software, which utilizes steering angle sensors and Intelligent Ride Control for managing torque under cornering. Combine the improved handling with the increased torque, and you have a recipe for fun. In an EV no less!
Photo: Nissan Motor Corporation.
Advanced Drive Modes
Like most passenger cars with automatic transmissions, there are three familiar drive indicators: “D” “N” and “R.” As you might expect, there is an ECO mode that reduces the impact of acceleration, increases regenerative braking, and even augments the HVAC to maximize battery life. Interestingly there is a “B” accommodating the “D” on the shift knob. This mode essentially feels like driving in a lower gear, creating regenerative engine braking with 2.5 times more deceleration than “D.” None of these features are revolutionary or even uncommon, however, the e-Pedal is a feature that’s uniquely electric, and included on every trim level.
This feature is sincerely conflicting for me. As a proponent of driver involvement and a member of the Manual Transmission Preservation Society, it seems somewhat contradictory I should enjoy a driving characteristic like e-Pedal; it’s fun yet uninvolving. The e-Pedal allows the driver to navigate with a single pedal (according to a study conducted by Nissan) 90 percent of the time. Not two, not three, but one pedal to accelerate, cruise, slow, even come to a complete stop and hold stationary.
This is made possible by the unique function of the electric drivetrain. Rather than applying the standard friction brake, the drive motor creates resistance capable of bringing the vehicle to a stop extraordinarily and smoothly, simply by lifting your foot from the accelerator. Not only will it slow down at a rate of 0.2 g, but it charges the battery during deceleration. The feeling can be likened to driving in second gear with increased throttle response and aggressive engine braking. Nonetheless, I found myself driving the test vehicle in e-Pedal mode most of the time . . . that is, when the Pro Pilot Assist was not activated.
Photo: Nissan Motor Corporation.
Nearly Autonomous Driving
Pro Pilot Assist is the combination of active radar cruise control (Intelligent Cruise Control) in concert with lane departure and lane guidance assist. Intelligent Cruise Control is like other radar based systems, in that the vehicle will match the speed of the car ahead. When traffic impedes forward progress, the radar detects the obstruction, then slows and accelerates to match the speed of traffic. There are three time-gap-based distance settings in the assist mode, so the driver can adjust how closely they want to follow the car ahead.
The lane guidance is based on a visual system that uses a camera to scan the road for visual inputs, namely the lines. Some lane departure and lane guidance aides wait for a vehicle to come within an approach boundary to intervene and prevent inadvertently crossing lanes. The Nissan system is more of a constant guide, gently shepherding the automobile toward the center of the lane without abruptly bouncing to and fro across it. Pilot is an apt name due to its ability to navigate subtle curves in the road, and it is probably capable of negotiating turns greater than I had the nerve to allow without intervention. Slow moving traffic is where Pro Pilot Assist really shines.
Photo: Nissan Motor Corporation.
Alarm Bells
Nissan has shrewdly added layers of safety so Pro Pilot is not abused as a purely autonomous autopilot. The dash will flash warning lights if no driver is detected at the steering wheel for 5 seconds. Should the driver not have a hand, or even a finger on the wheel after the warning lights flash, obnoxious beeping will ensue. If the alarm is allowed to reach the equivalent of cardiac arrest, Pro Pilot Assist will pump the brakes three times while synchronously beeping insufferably. If this hasn’t jarred the driver awake, evoking some sort of input, the Leaf takes matters into its own hands and assumes the driver is somehow incapacitated.
The system can bring the vehicle to a stop from 40 mph and flash the hazard lights. This final emergency stop phase is where the noises get interesting. A whooping “Red Alert” siren sounds, and were it not an actual emergency, the audible alarm is quite comical. Being the Leaf is virtually silent, this may be the best noise the car makes (unless you have the optional Bose audio package). All kidding aside, this smart tech, along with safety features like automatic emergency braking and pedestrian detection, may very well save lives.
Photo: Nissan Motor Corporation.
Conclusion
The Nissan Leaf is the most popular car in a growing EV market. It’s not a sports car, its not a luxury car, or even a Hot Hatch. It is not meant to be any of these things, and that is evident. What the Leaf is though, is an excellent commuter, and a great city car. With the extended range and ever-growing DC quick-charging network, it can be more than a mode of transport confined to city limits. The Leaf is a zero-emissions leader with flavors of sport, style, and a dash of luxury. Nissan has shown battery-operated vehicles can be packed with technology at a lower price than previous generations.
As popularity is gained in the EV market and competition increases, I believe this trend will progress and prices will continue to fall. For myself, the exciting thing about driving the new Leaf is the noticeable increase in power and torque, yet you know performance has been tuned down for the sake of sensibility. So, I can’t help wondering what the future holds if say a lightened NISMO version of the Leaf were released to the public. Or even better, a purpose-built affordable FUN EV!
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 hypercars. Follow and heckle him on Twitter and Instagram: @TheBoringCarGuy
2018 Nissan Leaf Gallery

Photos: Nissan Motor Corporation, Leaf Media Drive.

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Automoblog Book Garage: Porsche 70 Years

Automoblog Book Garage: Porsche 70 Years

Every so often, we see a title that captures the subject perfectly. That’s not an easy task. Take 70 years of Porsche, for example, and sum it up in only a few words. That’s a tall order but author Randy Leffingwell did it and did it rather directly.
Our publication has a certain admiration for Porsche but truthfully, we can’t always pinpoint why. It’s hard to explain – like the Apple Jacks commercials where any kid with a colorful bowl of the cereal had to field the “why, they don’t taste like apples” question.
Just Because
Porsche is, for us, effectively Apple Jacks. No, they don’t “taste” and feel like other cars. And we can’t explain why we like them, we just do, much like those who toss Apple Jacks in their cart at the grocery store. With regard to Porsche, is it the performance, the design, the history? It’s all of it really, and that’s why Leffingwell’s book is so important.
Porsche 70 Years helps put into words why we love the famed German automaker. Leffingwell walks his readers through the entire Porsche courtyard, from the 356, 904, and 917, to the 911, 928, and 935. Even the more modern flair, like the Cayman and Boxter are showcased. In-depth descriptions of the cars and significant Porsche events are accompanied by stunning, but extremely rare images.
And then there’s that wonderful title. The one that says “we like what we like and what we like is Porsche.” Just how the kids in those commercials proudly responded “we eat what we like,” we now echo similar sentiments: “there is no substitute.” We like Porsche; we love Porsche because there is no substitute.
Author
Leffingwell wrote his first book, American Muscle, in 1989 while still on staff at the Los Angeles Times. Since then, he has authored another 47 titles for Motorbooks, who we partner with for this series. Leffingwell is considered one of the top Porsche historians today, and he enjoys a close working relationship with Porsche AG. Leffingwell also wrote Porsche 911: 50 Years, a book we featured last year.
Porsche 70 Years: There Is No Substitute is available through Amazon and Motorbooks.
Porsche 70 Years Gallery

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Swedish Families Help Volvo Develop Autonomous Vehicles

Swedish Families Help Volvo Develop Autonomous Vehicles
Swedish families are playing an instrumental role in Volvo’s autonomous vehicle development. The Hains and Simonovskis from Gothenburg, Sweden are already navigating the city in XC90 SUVs as part of Volvo’s Drive Me program. The families are utilizing XC90s equipped with autonomous technology just as they would any other vehicle for their daily routines. Volvo’s engineers will use the corresponding feedback and impressions to further develop the company’s driverless technology.
Volvo plans to have fully automated cars available by 2021.
Daily Lives
Three more families are expected to join early next year and Volvo says up to 100 people will be involved in the Drive Me program. Volvo’s engineers will monitor and study how the autonomous XC90 SUVs accompany these families throughout the day, from taking the kids to school to getting groceries. Volvo says the Drive Me program is about real customers testing the different stages of driver assisted and, eventually, fully autonomous technology.
The Hain family. Photo: Volvo Car Group.
Family Matters
The Hain family comprises of Alex and Paula (45 years old), and their daughters Filippa (17) and Smilla (14). The Hains were the first ones selected to take part in the Drive Me initiative earlier this year. Joining the Hain’s are Sasko Simonovski (44) and his wife Anna (41), and their children Elin (10) and Villiam (8). The Volvo XC90s received by both families feature the automaker’s latest driver assistance suite, complete with a variety of cameras and sensors.
“Drive Me is an important research project for Volvo Cars,” said Henrik Green, Senior Vice President for Volvo’s R&D department. “We expect to learn a lot from engaging these families and will use their experiences to shape the development of our autonomous driving technology, so that by 2021 we can offer our customers a fully autonomous car.”
During the initial stages, the Hains and Simonovskis will keep their hands on the wheel as they normally would any other vehicle. Over time, Drive Me participants will gradually be introduced to more advanced driverless technology after receiving special training. Volvo says these more advanced vehicles will first be introduced in controlled environments with supervision from a safety expert.
The Simonovski family. Photo: Volvo Car Group.
Forward Thinking
Proponents of autonomous driving have pointed to a number of benefits, including a world where no single person is hurt or killed in a traffic accident. Volvo’s Vision 2020 commitment is about developing technology to create a safer world, including the end goal of eliminating road fatalities. Across the industry, global summits on automated driving are being held to address and overcome the challenges facing autonomous cars.
“It feels great to be a part of this project,” commented Alex Hain. “We get the chance to be part of developing technology that will one day save lives.”
Carl Anthony is Managing Editor of Automoblog and resides in Detroit, Michigan.
Photos & Source: Volvo Car Group.

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2018 Subaru BRZ tS Arrives This Spring, Limited To 500 Units

2018 Subaru BRZ tS Arrives This Spring, Limited To 500 Units Finally, finally, finally! Subaru just announced they will be rolling out a limited edition, performance version of the BRZ sports coupe for 2018. Like many of you, I have been waiting impatiently for Subaru to let the STI gurus have a go at their everso enjoyable sports coupe. And although this is not the full-blown fire-breather of our dreams, at least it’s a start.
Holiday Wishes
The BRZ is a great little car. In a lot of ways, it’s sort of like the Miata coupe that Mazda never made. It’s light, handles well, is real-wheel drive, inexpensive and, sadly, not nearly as powerful as it could be. You, me, them, all of us gearheads know it would be so easy to drop a bigger mill under that low hood. And Subaru already has them, just waiting on the shelf. Yes, we all understand the exigencies of price points for the given buyer demographic, and insurance burdens, but c’mon Subaru (we seemed to have collectively begged) Do. The. Right. Thing. and make a higher performance version of the BRZ.
Performance Tech
Officially it’s called the 2018 BRZ tS (tuned by STI). So it’s not even an official STI deal, it’s just Subie’s in-house skunk works breathed on it here and there. But what they have done is rather nice, even if it’s not Earth-shakingly significant. The BRZ tS adds STI-tuned front and rear SACHS dampers (shocks) and coil springs along with an STI flexible V-brace in the engine compartment to stiffen things up. New draw stiffeners are added to the chassis and sub-frame to improve steering response. You’d figure the torsional rigidity is now on balance with the main wing spar of a Boeing 747.
Subaru has also upped the wheel size for the first time. The BRZ tS comes equipped with lightweight, 18-inch wheels sporting 215/40 R18 Michelin Pilot Sport tires for mollusk-like grip and quicker turn-ins. The brakes are Brembo rotors clamped by 4-piston front calipers and 2-piston rear calipers for better stopping power, fade resistance, and pedal feel.
Exterior Design
The exterior is said to be more aggressive thanks to an exclusive STI carbon fiber rear spoiler. The rear wing is manually adjustable so you can “fine-tune rear downforce for track driving.” Yeah, have fun playing with that, but just remember aerodynamics is a Science with a capital “S” and your hospital stay can be Long with a capital “L” and Expensive with a capital “E.” Proceed with caution. Anyway, the 2018 BRZ tS also has front, rear, and even side underspoilers for better airflow and increased traction and stability. The 2018 BRZ tS is available in three colors: WR Blue Pearl, Crystal Black Silica, and Crystal White Pearl. You will get the World Rally Blue.
Like it’s limited edition sibling, the WRX STI Type RA, the BRZ tS is embellished with an exclusive Cherry Blossom Red accent around the front grille and rear bumper cover. The official BRZ tS badge in chrome and red is on the front grille and rear hatch. The exterior mirrors (which can fold), the roof-mounted shark fin antenna, and the BRZ and Subaru badging are all finished in black. Sadly, the fog lights have been removed and replaced with “unique fog light covers.” More light is always better, but Subie has a habit of taking away fog and driving lights to differentiate their more special versions.
Interior Treatments
The cockpit is highlighted by black leather and Alcantara upholstery, with contrasting red stitching and accents all the way through the interior; steering wheel, door and dash panels, knee pads, shifter, emergency brake boot, and visor over the gauge cluster. The front seats even have red leather bolsters and the seatbacks are embroidered with the tS logo. The front seat belts are red and the rearview mirror is frameless. There is a standard 4.2-inch LCD multi-function display positioned next to the tach that shows vehicle performance data: things like lateral Gs, accelerator pedal position, braking force, steering angle, oil and coolant temperature, battery voltage, and an integrated stop watch for recording lap times. I like that bit!
Pricing & Availability
The 2018 hot rod BRZ tS (tuned by STI) will be limited to 500 units and ring out at $33,495, not prohibitively expensive. Expect to see the BRZ tS at Subaru retailers this spring.
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.
Photo & Source: Subaru of America, Inc.

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What Makes Supercars Super: Yellow Compass Group

What Makes Supercars Super: Yellow Compass Group

Near the end of last year, we decided to expand into video. We didn’t know exactly how to go about it or what the videos would look like; we just knew we wanted to do it. We thought people might enjoy a video series about cars. Our publication is growing steadily and to that end, we are deeply thankful for readers like yourself.
As we have grown, we decided this year was the ideal time to dive into video.
This past spring, I met Gino D’Orazio for coffee near Detroit. I was impressed by his candor and energy. A few days later, he had a conference call with Chris Burdick, Automoblog’s Founder who heads our office in Berlin, Germany. He felt the same about Gino. We hope you take as much of a liking to him as we did. Gino loves cars and in our line of work, loving cars goes a long way.
Gino is our first Video Content Director and Host. The fist episode of our first series, “What Makes Supercars Super” is below. Gino traveled to The Yellow Compass Group, a boutique Ferrari dealership, where he met Mike Berman. In this first installment, Berman, Chief of The Yellow Compass Group, shows us why Ferrari is so special to him and his customers. Through Berman, we begin to learn why supercars are in fact super.
Enjoy.

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2019 Chevy Silverado Revealed: What We Know Thus Far

2019 Chevy Silverado Revealed: What We Know Thus Far During the Chevy Truck Centennial at Texas Motor Speedway, Chevrolet pulled the wraps off the 2019 Silverado. The event concluded Chevrolet’s 100-day celebration, commemorating a century’s worth of truck manufacturing. The next-generation Silverado was unveiled in front of a crowd at Texas Motor Speedway, including Chevy Truck Legends members, a recently launched customer loyalty program.
Alan Batey, President of General Motors North America, and Global Head of Chevrolet, was on hand for the celebration.
“Many of our owners depend on their trucks for work and play, personalize their trucks in astonishing ways, and pass their loyalty for Chevy trucks down from generation to generation,” he said.
Material Mix
In 2015, Ford shed up to 700 lbs. from their F-150 by switching the truck’s body to aluminum. And for now two years, Chevrolet has pursued their crosstown rivals in a number of advertisements that tout the benefits of steel over aluminum. From commercials with bricks and toolboxes, to a focus group of comic book enthusiasts who meet the almighty Aluminum Man, Chevrolet’s marketing has tried to punch a hole (literally) through Ford’s strategy. It was during this time rumors abound that Chevrolet might switch to aluminum after all, and then what?
Automotive News reports that GM is planning on carbon fiber beds in the near future, although the Detroit automaker has not released anything officially. While more details are forthcoming, Chevrolet did confirm the new Silverado will utilize higher-grade alloys for its roll-formed, high-strength steel bed. The move is expected to cut weight while allowing owners to get the most out of the bed.
“This use of mixed materials and advanced manufacturing is evident throughout the Silverado, resulting in a significant reduction in total vehicle weight and improved performance in many measures,” reads a statement from Chevrolet.
The terms “mixed materials” and “advanced manufacturing” were not defined by Chevrolet.
Photo: Chevrolet.
Power & Performance
The current Silverado has three engines on offer, including a beefy 6.2-liter V8 that cranks out 420 horsepower and 460 lb-ft. of torque. Right now, we don’t know what the 2019 Silverado will offer; Chevrolet didn’t exactly say, just that there will be more engine and transmission combinations. Rumors have swirled in recent times that a Duramax might show up, especially since Ram has offered the EcoDiesel for a minute and Ford confirmed a Power Stroke for the F-150 late next year. It’s possible – anything is – but Chevrolet isn’t saying one way or the other just yet.
One of the strongest engines in the current lineup, the 5.3 EcoTec3, offers buyers a solid balance between power and fuel economy. At 355 horsepower and 383 lb-ft. of torque, it delivers an EPA-estimated 16/22 city/highway mpg. It is our hope GM keeps this engine around when the 2019 Silverado hits the market. There are eight variations expected when that happens, including the Silverado LT Trailboss with a Z71 package and two-inch suspension lift.
Photo: Chevrolet.
Inspiration & Lineage
The 2019 Chevy Silverado takes its inspiration from its ancestors, particularly the Advance Design trucks following World War II and the C/K series of the 1960s. According to Chevrolet, those trucks set the standard for pickup design in their eras, and are some of the most coveted vintage trucks on the market today. Elements from the late 1940s are actually seen throughout the current Silverado, especially in the front. Designers examined Chevy’s history and concluded trucks during that time were impossible to miss with their defined horizontal elements and sweeping grille bars.
“That gave the trucks a real presence and a very identifiable look,” Chevrolet Spokesman Tom Wilkinson told us in late 2015. “When our designers looked at this over the years, they realized this is what set Chevy trucks apart.”
Chevrolet wants the same for the 2019 Silverado. The automaker hopes this new generation will be remembered as one that challenged conventional truck designs, just as its predecessors did decades ago.
Pricing & Availability
The 2019 Chevy Silverado will make its public debut next month at the North American International Auto Show in Detroit, Michigan. Expect full details, including performance specs, engine options, and pricing information at that time.
Carl Anthony is Managing Editor of Automoblog and resides in Detroit, Michigan.
Photos & Source: Chevrolet.

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Expert Panels Lead Autonomous Car Discussions During Global Summit In Brussels

Expert Panels Lead Autonomous Car Discussions During Global Summit In Brussels

What does the future of mobility look like? It’s an increasingly common question with often contrasting answers. Those developing the technology are doing so with a number of challenges and opportunities in mind. These challenges and opportunities vary, depending on if it’s a large OEM, top tier supplier, or relatively new startup.
Challenges and opportunities: the two best words to describe the landscape of future mobility. AutoSens Brussels examined both in great detail this week.
Strength In Numbers
Inside the famed Autoworld Museum, AutoSens Brussels united over 400 senior level researchers, engineers, and other experts to identify the challenges and opportunities surrounding future mobility. Attendees, speakers, and sponsors were encouraged to leverage each other’s expertise.
“Don’t be the only one working in the silo,” said Rob Stead, Managing Director of Sense Media, during the event’s opening remarks on Wednesday. “We are here to work together, so please reach out and meet someone new.”
Sense Media Managing Director, Rob Stead opening AutoSens Brussels on Wednesday. Photo: Carl Anthony for Automoblog.net
Distinguished Voices
A number of dynamic and diverse speakers took the stage to share their insights, experience, and visions. Richard Schram, Technical Manager, Euro NCAP, highlighted the organization’s 2025 Road Map, which details a number of initiatives, driver assistance and crash avoidance among them. The 2025 Road Map leads straight to automated driving, but interestingly, covers things like child safety with regard to heat stroke. In an informational video, representatives from Euro NCAP spoke about how parents can sometimes accidently leave their children in the vehicle.
It also takes into account, especially in Europe, the number of two-wheeled vehicles, from bikes to motorcycles. Euro NCAP is working to minimize the higher fatality rates associated with two-wheeled vehicles in an accident.
Financial Impacts
Rudy Burger, Managing Partner, Woodside Capital Partners, spoke on mergers and acquisitions within the automotive arena and how that affects future mobility. Burger highlighted the more recent acquisitions, like Harmon by Samsung, Mobileye by Intel, and Cruise Automation by General Motors, the latter of which he believes is promising.
“As an acquirer, I would have to take my hat off to GM,” Burger said on stage. “Their bet in Cruise Automation is significant.”
Burger also pointed out how corporate investors are much more active when it comes to future mobility. Burger’s presentation made mention of BMW, Daimler, Delphi, and Denso among others as the most diligent.
“What we are seeing is a number of very large companies placing bets – significant bets – whereby they believe in order to create a controlling position in the market, they must actually acquire a company,” Burger said.
AutoSens Brussels was held in the famed Autoworld Museum in Brussels, Belgium. Photo: Carl Anthony for Automoblog.net.

Pushing Limits
Corey Zehfus, an Optical Designer from Sunex, spoke on how automotive camera trends are influencing optical designs. He underscored the importance of why vehicle cameras must be durable, high performing, and able to handle a wide range of temperatures and weather conditions. Zehfus also addressed a reoccurring mindset with vehicle perception technology that effectively wants to do more with less.
“Now ADAS has grown to include many different functions and people are trying to do these functions and detections with as few sensors as possible,” he said during his presentation.
Zehfus also noted the increasingly critical role cameras play and how a number of ADAS systems, from emergency braking to pedestrian detection, rely on cameras. Zehfus explained how this demand means more sophisticated camera and lens specs.
“It’s pushing the state-of-the-art,” he said.
Corey Zehfus from Sunex speaks on Wednesday at AutoSens Brussels. Photo: Carl Anthony for Automoblog.net.
Human Versus Machine
Saskia de Craen from the SWOV Institute for Road Safety Research raised hard but necessary questions on automated driving. During her presentation, she addressed the distinctions between a human and machine driver, suggesting that even though automated technology is promising, there are some things only humans can detect.
“When a driver approaches this ball in the street, they can determine that perhaps a child is following,” she said, pointing to a basketball on the large screen above her. “Of course you can tell a computer this simple script, but a human can determine many different types of balls that could be in the road.”
de Craen, with a remote, changed the ball on the screen, from a football, to a beach ball, to even a Pokémon ball. She then challenged the audience to think in terms of other children’s toys that might inadvertently end up in the road: a little train, miniature car, or kite, for example. And if that scenario were encountered, would a machine be able to determine that not only a ball, but another toy in the road may mean a child is close behind. Would a machine be able to make that distinction as well as a human?
“Please let us not forget that our brain is the best computer ever invented,” she urged. “The point is that people are very good at adapting in situations like this and computers do make mistakes.”
Saskia de Craen from the SWOV Institute for Road Safety Research speaks at AutoSens Brussels on Thursday. Photo: Carl Anthony for Automoblog.net.

Extensive Panel
Other speakers and presenters included Dr. Heiko Hirschmuller, Co-Founder of Roboception, on how robotics and remote sensing play into autonomous driving; Erich Ramschak, Senior Product Manager ADAS Engineering, AVL List, on the importance of map data in autonomous driving, and Alain Dunoyer, Head of Safe Car, SBD Automotive, on the impacts of the autonomous car on traffic.
“It’s not every day you can find this many experts in one place,” remarked an attendee from the United States. “I have really learned a lot from watching the speakers.”
“The speakers are the best part because of their knowledge,” said another attendee from Germany.
AutoSens Brussels attendees had many networking opportunities, especially during lunch. Photo: Carl Anthony for Automoblog.net.
Collaboration & Connection
AutoSens creates an environment where those working on vehicle perception technology can collaborate. It’s not a trade show or convention, and attendees are not subjected to any sales literature. AutoSens is genuinely about getting the engineers, researchers, and other experts on ADAS together in one place. The vehicle and technology demonstrations combined with the expert panels make AutoSens a world-class event on something that will change the world as we know it.
“It’s important we don’t develop the technology behind closed doors and that we are all talking the same language,” Stead said. “We can bring some real benefits by doing that.”
AutoSens is returning to the U.S. next year. Although a venue and date have not been announced, organizers say they are planning a May event in the Detroit metro.
Carl Anthony is Managing Editor of Automoblog and resides in Detroit, Michigan.

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2017 Volkswagen e-Golf Gets A Price (And It’s Not Just The MSRP)

2017 Volkswagen e-Golf Gets A Price (And It’s Not Just The MSRP)

VW’s 2018 E-Golf just had its price revealed, and it’s not all that bad. Cheaper than a new Tesla, for one thing, but the bottom line here is, as always, the bottom line: This better work. And I’m not saying that just for the sake of the planet, but I’m saying it for the sake of VW. After that diesel-gate screw up, Volkswagen has got to get their act together and start selling cars, a lot of cars, or things could turn out very bad for them.
Hand In The Cookie Jar
Volkswagen, like a number of other European automakers, has a lot of history in diesel engines. And a lot of them, VW chief among them, were not all that interested in pursuing EV technology. They decided to put their engineering focus on diesel engines for the sake of efficiency, but a funny thing happened on the way to the emissions testing station. VW was caught red-handed faking their diesel emissions scores and got the crap pounded out of them, legally and financially speaking. Shoot, one of the corporate higher ups just got a jail sentence for his part in L’affaire Diesel.
This leaves VW and any other automaker banking on diesel in a bit of a technological and political bind. With new efficiency and emissions standards looming on the horizon, car companies have to clean up their act. Which brings us to Volkswagen’s e-Golf: they better be able to make and sell these things by the boat-load. Funny thing is this just might work out. The Volkswagen E-Golf looks like a good alternative to most of the other EVs out there.
Photo: Volkswagen of America Inc.
Range Increase
The 2018 e-Golf has a starting price of $30,495, which I note is much cheaper than the hotly anticipated Tesla Model 3, and about what Nissan sells their Leaf EV for. The new e-Golf gets some improvements, like a longer EPA-estimated range, better economy, and more power. The updated lithium-ion battery improves energy capacity to 35.8 kWh, up from the previous 24.2 kWh, for an increase in vehicle range (83 miles to 125 miles on a single charge).
No, Jack, it’s obviously not a road trip car; it’s aimed at around town travel.
There’s also a 7.2 kW on-board charger standard on all trim levels, so you can charge the battery in less than 6 hours at a 240V station. And, when you go with the DC Fast Charging, optional on SE models, standard on Limited Edition and SEL Premium, the battery can be charged up to 80 percent within an hour at a DC fast charging station.
Battery chemistry improvements raise the overall “fuel” economy to 126 MPGe for city driving and 111 MPGe on the highway/autobahn. Combined city/ highway gets you 119 MPGe. These figures are slight improvements over the previous model.
Photo: Volkswagen of America Inc.
Power & Performance
All that juice is applied to the Straße via an upgraded 100 kW electric motor. It puts out 134 horsepower, a notable improvement over the previous 85 kW electric motor that put out 115 horsepower. Unsurprisingly, torque is also up, from 199 lb-ft. to 214 lb-ft., good enough to get you to 60 in just 9.6 seconds. Top speed is a lackadaisical 85 mph, but I doubt 99.9% of e-Golf buyers will care.
Trim Levels
Breaking it down by trim level, the base, or as VW puts it “value-oriented” e-Golf SE starts at $30,495. It comes with more standard equipment than the previous base model. The SE comes with an 8-inch glass-covered touchscreen display, LED taillights, cruise control, a leather-wrapped multifunction steering wheel, and the 7.2 kW on-board charger. Adding the DC Fast Charging package tacks on another $995.
The e-Golf Limited Edition rings out at $33,795 and includes all of the SE stuff, but adds DC Fast Charging capability, V-Tex leatherette seating surfaces, and Park Distance Control (ParkPilot), along with a new feature called Maneuver Braking to “avoid or mitigate the effects of a collision with stationary objects while parking.” No, seriously.
The range topping e-Golf SEL Premium will cost you $36,995 and offers an optional Driver Assistance package for $1,395. That includes a 12.3-inch Volkswagen Digital Cockpit instrument cluster, Adaptive Cruise Control, Forward Collision Warning with Autonomous Emergency Braking and Pedestrian Monitoring, Lane Assist, Blind Spot Monitor with Rear Traffic Alert, Park Assist, and Light Assist.
So, there it is. It’s not exactly a Hail Mary pass on Volkswagen’s part, but they better start selling these things like crazy.
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: Volkswagen of America Inc.

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