First-Ever BMW i8 Roadster Revealed

First-Ever BMW i8 Roadster Revealed Hey, BMW actually went and made a convertible version of their i8! That’s . . . that’s actually kind of cool! The i8, although not everything it’s cracked up to be, is a very interesting idea, and (thankfully) points to a green way forward that is not slow, dowdy, hair-shirted, and boring. Look: I know, you know, and anybody with half a brain knows that we are going to be driving electric cars, or some sort of hybrid car in the future. And I’ve said this countless times: if car manufacturers can make something like a Tesla Roadster in a Miata-like package and sell it inexpensively, the world will beat a path to that automaker’s door.
And BMW might be showing us the way forward.
Efficient Setup
The BMW i8, the first generation or this current iteration, are not the answer I just described. They’re not exactly cheap nor are they really sports cars. What they are though, is a good indication of how a car company can move forward with various and sundry green initiatives and still have cars that are fun to drive and, you know, behave like the cars we already enjoy. The i8 uses a fairly complex layout of batteries and electric motors and a small, gas-fueled engine. The engine is there to provide forward momentum to the rear wheels only and to charge the batteries. The idea is that you drive around on EV power as much as you can, but if you start to run out of juice, the engine kicks in, charges the EV system, and you’ve still got motive power as long as there’s gas in the tank. You can drive around town as an EV, then take off for the hinterlands hundreds of miles away, and not worry about range.
Open Air Excitement
The most important thing about the 2019 BMW i8 is how you can now get it in a drop-top convertible. Although this is not a targa or some slight of hand like, the i8 Roadster does have those silly humps and roll over structure deals behind the passenger compartment. It’s one of those lawyer things; I don’t really care for them in general and I think they kind of ruin the lines here. The lines of the BMW i8 are, well, they are still unconventional. It’s not a bad looking car, per se, it just seems BMW went out of their way to make it look futuristic, but kind of missed on the overall style. Still, it’s not a terrible looking car.
Bucking the ongoing trend of folding hard tops, the i8 Roadster goes with an all-season fabric soft-top with additional soundproofing baked in. The top, which is electrically operated, can be opened or closed in less than 16 seconds and while the vehicle is in motion up to 31 mph, a flashy but cool thing to do. BMW says the i8 Roadster’s top stows away in a perpendicular position, and honestly, I’m trying to picture what they mean by this. I guess the best I can do is trust that it goes back there somewhere and that everything will be okay.
There’s also some fancy colors and trim options. Specifically, we’ve got E-Copper metallic and Donington Grey metallic added to the palette. We have new versions of the standard 20-inch BMW alloy wheels in a radial-spoke style bicolor design with a Jet Black theme as an option.
Photo: BMW of North America, LLC.
Power & Performance
BMW, never one to not over-label things, calls the drivetrain package “BMW eDrive technology, BMW TwinPower Turbo technology.” Sure, whatever. What that basically means is the internal combustion engine and plug-in hybrid-specific all-wheel drive system work in concert as a squadron of computers see fit, so all you have to do is mash on the “gas” pedal, and down the Straße you go.
What it means in more detail is that the i8’s TwinPower Turbo plant is a 1,499 cc three-cylinder gasoline engine, that on its own puts out 228 horsepower and 236 lb-ft. of torque. The engine’s power is delivered to the rear wheels only via a six-speed Steptronic automatic transmission. The electric motor takes care of the front wheels through a two-speed automatic gearbox. Why the Bavarians threw a gearbox in there is beyond me, but there it is.
The lithium-ion battery pack has greater battery cell capacity, going up from 20 to 34 ampere hours; gross energy capacity improves from 7.1 to 11.6 kilowatt hours. Since the batteries now hold more juice, the extra energy reserves increase the electric motor’s peak output by 12 horsepower to 141 horsepower. And of course, all of the electric torque (184 lb-ft.) is available from a standstill. All this adds up to an electric only range of 18 miles, 30 percent more than before. Ergo, if you add the electric torque and power from the front wheels with the engine power heading to the rear, you get a car that really goes, turns, and stops like a BMW should. 60 mph comes up in 4.4 seconds for the BMW i8 Roadster while the top end is electronically limited at 155 mph. Boo! Hisssss! How do we take the limiters off?
Photo: BMW of North America, LLC.
Pricing & Availability
Sadly, no word from BMW on price or availability. The first generation i8s weren’t cheap, but they weren’t all that crazy expensive either. Is it worth it? That’s up to you to decide. If the roadster isn’t your thing, a coupe option is available as well. The charts below explain the high points of each car. The i8 is a pretty good answer on how we move forward without wrecking the planet any more than we already have. And besides, if BMW can work the kinks out of the drivetrain in this car, imagine what they could do with it in other cars.
Tony Borroz has spent his entire life racing antique and sports cars. He means well, even if he has a bias towards lighter, agile cars rather than big engine muscle cars or family sedans.











Photos, Charts, & Source: BMW of North America, LLC.



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Ford’s Kentucky Truck Plant Responds To Growing Luxury Vehicle Demand

Ford’s Kentucky Truck Plant Responds To Growing Luxury Vehicle Demand The Ford Expedition and Lincoln Navigator are selling like hotcakes! Lincoln dealers say they cannot order new Navigators fast enough; the luxury SUVs are on the lot an average of just seven days before being sold. It’s a similar story for the Expedition, with an increased transaction price of $7,800 and retail sales up nearly 57 percent last month. Like the Navigator, the new Expedition is lucky to spend a week on dealer lots, with the high-level Platinum trim accounting for nearly 30 percent of total sales.
“The response from customers regarding our new full-size SUVs has been exceptional,” said Joe Hinrichs, President, Global Operations, Ford Motor Company.
Demanding The Finest
It’s worth noting how the higher trim levels continue to be the most desired in Ford’s lineup. With regard to the Navigator, nearly 85 percent of all buyers are opting for the higher-end Black Label and Reserve models. In fact, demand for the Black Label and Reserve series contributed to an average transaction price increase of more than $21,000 in January versus a year ago. Add to that how Navigator retail sales were up triple digits in every region of the country last month, and the growing interest from younger buyers, and it’s easy to see the demand is there.
In order to meet this seemingly insatiable appetite for large, luxurious SUVs, Ford is doubling down on their manufacturing strategies at the Kentucky Truck Plant, home of the Navigator and Expedition. The magic number in Louisville is 25: Production targets were increased approximately 25 percent and an additional $25 million is coming to increase overall “operational fitness.”
Sam Kirtley and Derek Clark of Ford’s Kentucky Truck Plant work with a collaborative robot to prepare glass for installation. Photo: Ford Motor Company.
Factory Fit
The investment covers more than 400 new robots at the Kentucky Truck Plant, many of which were utilized during a remodeling of the body shop last year. The robots inevitably increase line speed but also keep employees safe from repetitive-motion injuries. A special “robot lab” was added, where software is tested and potential issues undergo troubleshooting away from the factory floor.
Also onsite in Louisville is a new 3D printer so parts and tools can be made quickly and economically. In most cases, manufacturing a prototype part with traditional methods can take eight to 16 weeks at a cost of more than $250,000 in tooling. Producing that same part with 3D printing can take days – or maybe just hours – and can be done for a few hundred to a few thousand dollars.
Wayne McKinney of Ford’s Kentucky Truck Plant checks a part that was just printed using a new 3D printer. Photo: Ford Motor Company.
Analytics & Vending Machines
Finally, the investment includes an overhaul to the data analytics system so the assembly line moves as efficiently as possible. These systems are as interesting as they are complex but in short, they help plant officials address thousands of concerns in near-real time. The “data analytics hub” at the Kentucky Truck Plant includes seven big-screen TVs with minute-by-minute updates showing whether production is on schedule or not. Any potential concerns are flagged and can be addressed accordingly.
The system also notifies workers as parts are running low so they can have a new batch delivered to their area before they run out. And like in the break room, a spare parts “vending machine” allows workers to easily locate any part.
“Using a combination of Ford’s advanced manufacturing and American hard work and ingenuity, we’ll deliver more high-quality Lincoln Navigators and Ford Expeditions to customers than originally planned,” Hinrichs said.
Brad Steward and Dan Boone of Ford’s Kentucky Truck Plant review information at the plant’s data analytic center. Photo: Ford Motor Company.
Kentucky Truck
The Kentucky Truck Plant opened in 1969 and employs more than 8,400 people, about 8,100 of which are hourly. The plant builds the Ford Expedition, Lincoln Navigator, and Ford Super Duty. Like the two former, the latter has a higher-end trim level Ford says is directly proportional to what buyers are looking for today, i.e. luxury and premium features. In fact, the demand for all three is so strong, workers are taking overtime, voluntary, and weekend shifts in Louisville.
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.
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Photos & Source: Ford Motor Company.



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Lexus LX 570 Axes Third Row, Goes For Less Is More Approach

Lexus LX 570 Axes Third Row, Goes For Less Is More Approach Well this is a weird idea. You know how SUVs always seem to aim for that elusive third row? Even if there’s no room back there, automakers find a way to cram that final row in so they can say they have a “family-oriented” product or something along those lines? Yeah, that. Well, Lexus has decided the cool thing about their LX 570 is how they have taken the third row out.
Lexus’ whole counter trend here comes down to two words: cargo capacity. By ditching the third row, the LX 570 gets you 50.5 cubic feet of carrying space behind the middle row, versus “just” 44.7 cubic feet for the three-row model.
Lexus also throws in a roof rack with rails. So, without coming out and saying it, it becomes plenty plain to see the LX 570 is about hauling stuff, and not necessarily kids.
One Stop Shop
As a matter of fact, Lexus has paired down a lot about what you can and cannot get in the LX 570. For example, unlike a lot of cars, the LX 570 comes in one, and only one trim level. Lexus uses the phrase “one comprehensive trim level” which sounds kind of stern to me, but let’s go with it for now. This mono-spec trim level, they say, “enhances customer value by making ordering a vehicle as easy as choosing the exterior and interior colors.” No fuss, no muss, badda-BING! ya got yourself an SUV. I can appreciate that, but it does seem rather counterintuitive in this day of everything must be personalized to me, for I am special. And on top of that, they are going to try and sell this idea to Lexus customers. This is not the Ford Model T/’any color you want so long as it’s black’/basic transportation demographic they’re aiming for here.
Yes, the LX 570 comes with a lot of standard luxury goodies like a leather interior, four-zone automatic climate control, a power tailgate, moonroof, and 20-inch wheels. It also comes standard with Intuitive Park Assist and Blind Spot Monitor with Rear Cross Traffic Alert, and all those other safety doo-dads that help you be a much more lazy driver than you should. You can also chuck in the standard Panoramic View Monitor and the 12.3-inch Navigation screen, I suppose.
Until now, the LX has been a three-row luxury vehicle with seating for up to eight. However, Lexus said some customers indicated they did not use the third row and expressed a preference for more interior cargo space. Photo: Toyota Motor Sales, U.S.A., Inc.
Useful Tech
Standard gear also includes Lexus Enform Remote so you can remotely view and control certain features on your SUV. Stuff like locking or unlocking the doors, remote-starting or stopping the engine or climate control (handy on cold or hot days), or locating the vehicle in a parking lot (because you have no short term memory). The app works on both iOS and Android devices, by the by. They also give you Lexus Enform Safety Connect, which puts you in touch with Enform response centers 24/7/365 in case something goes really wrong (e.g. bad part of town at night scenarios). Also included is Lexus Service Connect that can relay the vehicle’s service needs to you so you can set up reminders and alerts and schedule appointments and such. Both subscriptions are complimentary for the first 10 years of ownership. Which is a nice perk.
Power & Performance
The underpinnings of the LX 570 are just like those of its sibling. It looks like the three row version with the same grille, trim, and triple-beam LED headlamps. On-road or off, the LX 570 is propelled by a 5.7-liter V8 engine, putting out 383 horsepower and 403 lb-ft. of torque when coupled to an 8-speed automatic transmission. This adds up to 7,000 lbs. of towing capacity (there’s a standard integrated tow hitch receiver). The engine produces 90 percent of its peak torque at 2,200 rpm, which will help when towing.
Yeah, of course there’s a bunch of computer controlled stuff that makes driving around in the 570 easier. Long gone are the days of getting out of the truck with a pair of slip-joint pliers to lock the front hubs. Thanks to a Drive Mode Select dial on the center console, the LX 570 adjusts this way and that through the powertrain and Adaptive Variable Suspension. They work in seamless coordination without the driver noticing very much.
The body-on-frame construction provides ruggedness and durability for challenging driving conditions, according to Lexus. Photo: Toyota Motor Sales, U.S.A., Inc.
Pricing
Although they don’t say when you can pick up your new Lexus LX 570, they do say the starting price is $84,980. HOLY SH-how much? You have got to be joking? That’s what a Corvette ZO6 goes for. I mean, I get these things are nice and all that, but that’s a lot of green. Right. Right. I get it. Not everyone shares my vehicle priorities. So if you are one of those people who takes off to the mountains with a few friends for a weekend of snowboarding or needs to haul a lot of jai alai gear down to the fronton, you might want to consider the Lexus LX 570.
Tony Borroz has spent his entire life racing antique and sports cars. He means well, even if he has a bias towards lighter, agile cars rather than big engine muscle cars or family sedans.
Photos & Source: Toyota Motor Sales, U.S.A., Inc.



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2018 Kia Niro Plug-in Hybrid: Product & Performance Overview

2018 Kia Niro Plug-in Hybrid: Product & Performance Overview
You can say a lot of things about Kia, but you can’t call them slow to react. It seems they’ve been making a habit of rolling out a particular car, either an established model, or in this case, a new one like the Niro, and pretty soon after, the higher-tech models follow. The Niro is a little urbo-box/crossover-like thing, and this new hybrid turns in some pretty impressive numbers. It can run 26 miles using just electric power and returns 46 combined mpg with an all up range of 560 miles. Not bad at all.
The Niro Plug-­in Hybrid is part of Kia’s EcoDynamics sub­brand. That smaller slice of the pie already includes cars like the Optima Hybrid, Optima PHEV, and Soul EV. No word yet if it will spin off into its own autonomous brand, or if it’s just a way to establish some green credibility, but Kia does seem serious about all this.
Similar Approach
Kia says the new Niro Plug-­in Hybrid offers the same stuff already found in the regular hybrid, but with a few new cool touches. The grille is slightly different and there are hybrid blue exterior accents. There are also available LED headlamps, a charge port door on left front fender (i.e. that’s where you plug it into the wall socket), an available 7­-inch color instrument cluster with digital tach, and “ECO/Plug­In” badges so you can flaunt your own green credibility.
Photo: Kia Motors America.
Performance & Charging
Drivetrain-wise the Niro combines a 1.6-liter gasoline direct injected four­-banger with an 8.9 kWh (59 kW) lithium­ polymer battery pack, and a 60­ horsepower (44.5 kW) electric motor. The setup is optimized for fuel efficiency and electric range rather than performance, but it’s not like anyone was going to confuse this with a Stinger anyway. All this MPG-orientation results in 48 city, 44 highway, and 46 combined.
If you’re really into saving energy, the Niro even offers “Driver Only Air Conditioning,” which sends the ventilation toward the driver and decreases the power consumption of the air conditioning system.
Kia has also squeezed more out of the high voltage battery, bumping it .34 kWh more than the Niro hybrid. The battery sits under the cargo floor and the rear seat so you get largely unaffected hauling capabilities. If you plug the thing into a 240V (Level 2) charger, you get full juice in around two and a half hours. Going with the regular household current of a 120V charger, it can be filled up in under nine hours. In other words, drive it around all day, park it in your garage, plug it in overnight, and you’ll be good to go for your morning commute. Kia’s UVO eco feature allows you to remotely monitor and charge the vehicle’s battery, and arrange charging schedules to take advantage of off peak utility rates.
Photo: Kia Motors America.
Transmission & Chassis
The power is transferred to the ground via the same six speed dual-­clutch automatic transmission as in the normal Niros. You can choose from four driving modes: EV, Hybrid, Eco, or Sport. They say Sport is there to take advantage of the combined output of 139 horsepower and 195 lb-­ft. of torque. Sure, why not. Sounds fun.
The Kia Niro rides on its own dedicated platform, employing over 50 percent advanced high-strength steel. Further use of hot stamped steel components and industrial joint adhesives increase torsional rigidity and improve overall structural integrity. Naturally they’ve tried to drop the weight wherever they can. Kia rolled in an aluminum hood, tailgate, and several suspension bits, including the front lower control arms, front and rear knuckles, and even the brake calipers.
With all that, I could see a lot of younger, urban buyers lining up to buy these things.
Tony Borroz has spent his entire life racing antique and sports cars. He means well, even if he has a bias towards lighter, agile cars rather than big engine muscle cars or family sedans.
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Photos & Source: Kia Motors America.



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2019 GMC Acadia Review: A Nice Middle Ground For Families

2019 GMC Acadia Review: A Nice Middle Ground For Families 91Solid 2019 GMC AcadiaOverall ImpressionStylish and sleek.Plenty of safety features.Ideal for families on the go.ProsRide Quality Comfortable Cabin All-Wheel Drive Capability ConsLimited Cargo SpaceLacks Heated Steering WheelGMC came out with its smaller Acadia two years ago and it makes perfect sense. There is a market for a midsize SUV that will appeal to families who need a third row, but only need it occasionally. The 2019 GMC Acadia is offered with two engines: a more fuel-efficient four-cylinder, and a six-cylinder for those wanting a little extra power. GMC seems to have found the right balance when it comes to this new generation of the Acadia. And we recently jumped behind the wheel to see just how this new Acadia is holding up. 
This weekend, we’ve been driving the 2019 GMC Acadia AWD SLT with V6 power!
What’s New For 2019
There are no major changes for this year, but a new Black Edition appearance package is now available for the SLT trim. It includes 20-inch machined aluminum wheels with black accents, plus a host of other blacked-out exterior treatments like the grille insert, mirror caps, and roof rials. Trim levels for the 2019 GMC Acadia include SLE, SLT, and the more luxurious Denali. Our test vehicle was an “SLT-1” trim with all-wheel drive.
For the 2020 model year, the Acadia receives a handful of new updates.
Features & Options: SLT-1 Adds Plenty 
The 2019 GMC Acadia AWD SLT V6 ($41,100) comes standard with heated mirrors, keyless ignition and entry, tri-zone automatic climate control, a leather-wrapped steering wheel, and a rearview camera. The seven-inch touchscreen allows for Bluetooth paining, along with Apple CarPlay and Android Auto compatibility. OnStar, 4G LTE Wi-Fi, and a six-speaker audio system with a USB and auxiliary input are also included. 
Our SLT-1 tester came with LED running lights, foglights, and a power liftgate with programmable height stops. On the inside, we had satellite radio, an upgraded driver information display, a household-style power outlet, an eight-way power-adjustable driver’s seat, and heated front seats. Working towards the back, there are middle row captain’s chairs and rear floor mats. The remote start and the upgraded, eight-speaker Bose audio system with a subwoofer were among our favorite features. 
Our tester included the aforementioned Back Edition package ($1,495) and a panoramic sunroof ($1,400). Total MSRP including destination: $45,970. By comparison, the 2019 GMC Acadia starts at $32,800. 
2019 GMC Acadia.
Features & Options: Safety & Security 
Our tester came with GMC’s Teen Driver system, a benefit for families who have a young adult learning how to drive. Once activated, the Teen Driver key fob limits certain features and prevents certain safety systems from being switched off. Parents can also see an “in-vehicle report card” that provides insight into the distance driven, maximum speed, number of over speed warnings, and other driving events. This is a feature we think families will find value in as they help their teens become safer drivers.  
Interior Highlights: Nice But Missing Something 
Check out the Acadia SLT-1 if you need three-row seating for occasional use. This model offers six-passenger seating with captain’s chairs in the middle. In the far back, there isn’t much room except for small kids or the occasional short trip for adults, but the middle row offers enough room. Up front, it’s comfortable and the heated seats help, but we were a little miffed it didn’t come with a heated steering wheel for this price point. Otherwise, the cabin feels somewhat upscale with leather and lots of soft-touch surfaces. GMC uses quality materials for the Acadia and the fit and finish is acceptable.
We liked the minimal number of knobs and buttons, making it easy to figure the radio and climate control out. However, the console is very high and it limits elbows room. It didn’t seem like a big deal at first, but we found ourselves constantly bumping into it this weekend. Our guests commented on it too as we drove to a late lunch. Outward visibility is good and the backup camera and parking sensors kept us out of trouble.
With its third-row seats up, the 2019 GMC Acadia has a limited cargo area at just 12.8 cubic feet. With the seats folded flat, maximum capacity expands to 79 cubic feet.
2019 GMC Acadia interior layout.
Related: On the road with the 2019 GMC Terrain Denali.
Engine & Fuel Mileage Specs
A 2.5-liter four-cylinder with 193 horsepower and 188 lb-ft. of torque is standard on SL, SLE, and SLT-1 trim levels. It’s mated to a six-speed Hydra-Matic transmission with a 3.16 final drive ratio. Those wanting a more fuel-efficient Acadia should opt for this engine. EPA fuel mileage estimates come in at 21/26 city/highway and 23 combined with front-wheel drive. All-wheel drive is available with the four-cylinder and impacts fuel economy only slightly (21/25 city/highway and 22 combined). 
Our SLT-1 tester had the optional 3.6-liter V6 engine, producing 310 horsepower and 271 lb-ft. of torque. It comes paired to a six-speed Hydra-Matic transmission as well, but with a 3.87 final drive ratio, which sent power to all four wheels in our case. Those who have a small trailer will want this engine. When properly equipped, the 2019 GMC Acadia tows 4,000 lbs. The 2.5-liter only hauls 1,000 lbs. by comparison. 
EPA fuel mileage estimates on the thirstier V6 come in at 17/25 city/highway and 20 combined with all-wheel drive. Front-wheel drive models with the V6 have a rating of 18/25 city/highway and 21 combined.  

Driving Dynamics: Sporty But Secure
Getting behind the wheel brings an almost car-like feeling, more so than an SUV. The 2019 GMC Acadia will leave you feeling confident and secure as you navigate down busy streets and highways. The Acadia borders on sporty in terms of its looks, but the ride quality is more toward comfort. The imperfections in the road are soaked up and sent away before they get to you, courtesy of the front MacPherson strut and five-link independent rear suspension.
Driving Dynamics: Easy To Maneuver 
The optional V6 plant is a good choice if you are carrying more people and cargo during the week or on weekends. The 2019 GMC Acadia handles well on busy highways, and we pushed it hard up I-70 in the mountains at altitude west of Denver. After the 2017 redesign, the Acadia dropped nearly 700 lbs. and the handling benefits as a result. As the V6 responded, we could easily maneuver the Acadia and take away the open spots between cars.
All-wheel drive is a must for those living in cold climates, and we are confident in the Acadia’s ability to push through snow. Our tester came with a mode-select knob on the console that engages sport, towing, or off-road modes. Switching between two-and four-wheel drive can help save fuel on good-weather days. However, we had a late spring snow storm here in Colorado. We were glad to have an all-wheel drive Acadia when dealing with the snow. 
2019 GMC Acadia Denali.
Conclusion: Opt For All-Wheel Drive 
The 2019 GMC Acadia is a solid, capable midsize SUV for families that need three-row seating occasionally. The optional V6 packs a punch and, given the negligible differences in fuel economy, we would option our Acadia with all-wheel drive. On the inside, things are comfortable enough that you won’t feel tired on your commute after a long day at work.
Denis Flierl has invested over 25 years in the automotive industry in a variety of roles. All of his firsthand reviews are archived on our test drives page. Follow Denis on Twitter: @CarReviewGuy
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Photos: GMC (additional trim levels shown).



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These Special Lexus Models Will Be Rare

These Special Lexus Models Will Be Rare Did you know Lexus has been making “F” cars for ten years? Wait, did you know that Lexus was even making F cars? I did but I didn’t know that. Somewhere in the back of my mind, I knew Lexus had this F designation, but I never knew what it designated. So here we are, ten years on, and we get to celebrate, what, exactly?
According to Lexus, that F badge means the car has “the purest expression of Lexus performance.” Sure, whatever. Essentially F is to Lexus what M is to BMW and S is to Audi. F is the performance sub-brand within Lexus itself. And, to say the least, Lexus is pretty durned happy about making these things for ten years.
Windy City Showcase
They are so happy in fact, that at this year’s Chicago Auto Show, the Japanese luxo-brand rolled out not one but two commemorative rides: The 2018 Lexus GS F and RC F 10th Anniversary. The GS F and RC F special editions are set to arrive at Lexus dealers this summer and, unsurprisingly, will come with exclusive features befitting of limited-edition models.
Starting with the outside, both cars come in a matte finish Nebula Gray paint scheme. This is a fond return to matte finishes for Lexus, since the last time they used it was on their LFA supercar. And while we’re here: Hey Lexus, when are we going to get a follow-on to the LFA? Anyhoo, Lexus says this new Nebula Gray has been toughened up for “the rigors of everyday use, including the ability to withstand the average mechanized car wash.” That’s nice of them.
Polished black multispoke 19-inch wheels shod with Michelin Pilot Sport PS2 tires come standard, and contrast nicely with the dark gray paint. Beneath these fancy wheels are blue brake calipers to add a splash of color.
Photo: Toyota Motor Sales, U.S.A., Inc.
Deep Blue Something
On the inside, that theme continues with blue carbon fiber trim for the panels and dash with blue leather accents throughout. Further cool anniversary stuff to be found in the RC F coupe are the sport seats outlined in blue leather with white accents, and a blue shift knob. Same goes for the steering wheel and instrument panel. For the GS F, there’s additional blue carbon trim on the center console, a blue suede dash, and blue seatbelt straps.
Blue, blue, blue. Everywhere blue!
The Lexus GS F and RC F 10th Anniversary will feature an interior themed in blue. Pictured here is the GS F. Photo: Toyota Motor Sales, U.S.A., Inc.
Power & Performance
Powertrain-wise, both the coupe and sedan work with the same 467 horsepower 5.0-liter V8, but there are differences and tweaks here and there. The plant in the RC F coupe sends the grunt to the rear wheels via an eight-speed automatic box. Lexus says this is good enough to scoot to 60 mph in 4.4 seconds. Nice! There’s also a Torsen limited-slip diff as standard, along with variable dampers (shocks) and multiple drive modes. If you want to take up the option, there’s a torque vectoring differential available. Take it.
Like I said, the GS F sedan has the same mill and also works with the same eight-speed automatic to put power to the rears. The torque vectoring diff, however, comes standard. Even though the GS F is a sedan, it is only a tic slower than the RC F coupe, clocking 4.5 seconds from a stop to 60 mph. Oh, and it gets up to 24 mpg on the highway. Not bad! Variable dampers? Check. A selection of drive modes? Also check, but there’s a full custom setting allowing you to adjust different parameters. Slick.
Lexus RC F. Photo: Toyota Motor Sales, U.S.A., Inc.
Pricing & Availability
Finally, there is the nearly compulsory engraved plaque bragging about the car’s limited-edition status. And by limited, Lexus means only 240 10th Anniversary RC Fs will be seen on the streets. That works out to one anniversary RC F per U.S. dealer. So get line now. If your tastes run more toward the GS F, you really got to hustle, since there will be only 100 of them.
Lexus says there will be additional packages for both, but cryptically notes they “will be required.” What on Earth that means, I do not know. There’s no word on pricing either.
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.
2018 Lexus GS F Gallery





2018 Lexus RC F Gallery








Photos & Source: Toyota Motor Sales, U.S.A., Inc.
 



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Range Rover Sport Climbs To Heaven’s Gate

Range Rover Sport Climbs To Heaven’s Gate The Range Rover Sport has just completed the Dragon Challenge, climbing up to the arch of Heaven’s Gate, one of China’s most famous landmarks. The Range Rover Sport is the first vehicle in history to accomplish such a feat, covering nearly a thousand steps after it started at the bottom of the seven-mile Tianmen Mountain Road, also known as the Dragon Road.
“This was the hardest Range Rover Sport challenge I’ve ever been involved with because, until we reached the top, we couldn’t categorically say we would succeed,” explained Phil Jones, Land Rover Experience Expert.
Photo: Jaguar Land Rover.
Stairway to Heaven
The Range Rover Sport was fitted with special, reinforced tires for Panasonic Jaguar Racing’s Ho-Pin Tung, who piloted the SUV for the endeavor. The Range Rover Sport was equipped with the Terrain Response system and placed in “Dynamic” mode. At the summit of the road, Ho-Pin Tung optimized the Terrain Response system for the second part of the challenge, allowing him to climb the 45-degree staircase consisting of 99 turns and 999 steps, ultimately leading him to Heaven’s Gate.
“I’ve experienced Formula E, Formula 1, and won at the 24 Hours of Le Mans but this was without doubt one of the most demanding driving challenges I’ve ever faced,” he said.
“By making it to the summit, we’ve proven the phenomenal capability of the Range Rover Sport like never before – with a genuine world first,” Jones added.





Endurance Marathons
The Dragon Challenge is the latest in a series of events completed by the Range Rover Sport, which received a host of technology and design updates for 2018. The vehicle made its debut in a race against two-time open-water swimming world champion Keri-anne Payne and endurance athlete Ross Edgley in Devon, UK. Previous accomplishments include a record-setting hill-climb at Pikes Peak, a record-crossing of the “Empty Quarter” desert in the Arabian Peninsula, and a 7,119 foot descent of the Inferno downhill course in Mürren, Switzerland.
Carl Anthony is Managing Editor of Automoblog and resides in Detroit, Michigan. He studies mechanical engineering at Wayne State University, serves on the Board of Directors for the Ally Jolie Baldwin Foundation, and is a loyal Detroit Lions fan.





Photos & Source: Jaguar Land Rover.



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This 1968 Mustang LEGO Kit Makes Us Want To Stop Growing Up

This 1968 Mustang LEGO Kit Makes Us Want To Stop Growing Up When I was a kid, I enjoyed LEGO sets much like any other youngster does today. I constructed a number of the Legoland pirate and medieval arrays, sometimes placing the knights in with the pirates for a gag. As I got older, I found the Technic series a bit more challenging with the helicopter ones being my favorite. However, my Duplo days as a tot stand out. I would try and recreate the cars and trucks I saw with those bigger Duplo blocks. At the time, we lived in a two bedroom apartment – a bigger unit as I recall – but my signature was leaving a LEGO in every room.
My father could walk our hallway and not even look down, he was so accustomed to stepping over them.
Days Gone By
As I blaze the trail through my late thirties and into that uncertain vortex known as “your forties,” I am naturally inclined toward anything that even slightly reminds me of my childhood. I’ve made it a habit to wander through the toy section on my trips to Meijer in hopes to find a new Hot Wheels or Matchbox car. In my quest to declutter and disconnect, I am ever more drawn to things that are wholesome and fun, yet still really cool. One such thing is the 1968 Ford Mustang fastback race car, the latest entry into the LEGO Speed Champions lineup.
Photo: Ford Motor Company.
Small & Sharp
When assembled, the 183-piece kit yields a sharp green performance car, complete with gold stripes, racing graphics, and a removable windscreen. The set even includes a Ford-branded timing board and a little racing figurine, that I would place in the pirate ship while Captain Red Beard has a go in the Mustang.
“The new Ford Mustang LEGO Speed Champions set gives parents and children the chance to share their passions – generations of fans have grown up building LEGO sets and spending time together behind the wheel,” explained Myra Lind, LEGO Speed Champions Marketing Manager. “This partnership of iconic brands allows kids of all ages to enjoy the latest products from two great companies.”
“We worked closely with LEGO to design a vintage Mustang, personalizing the fastback with stripes and decals that harken back to Ford’s racing heritage,” added Matt Monroe, Ford Licensing Manager.
Photo: Ford Motor Company.
Big Kid At Heart
I don’t know why I love this little thing so much. Maybe it’s because I want kids of my own someday, or maybe it’s because – like I said above – as I get older, I find remarkable value in things that are wholesome and fun. Career-wise, I’m picking up the pace, which is what any man my age should be doing, but the faster we move on that trajectory, the more likely we are to forget the innocence of our childhood. It’s been so long since I last sat down and put a LEGO set together – probably twenty some years.
That’s simply too long.
We at this publication will consider ourselves kids (just slightly taller) on March 1st when the LEGO Mustang goes on sale. I’m going to get one, put it together, and set it next to my Lava Lamp on my desk. This forthcoming 1968 Mustang joins the GT40, F-150 Raptor, Fiesta WRC, and a handful of other blue oval heroes in the LEGO Speed Champions Ford collection.
So if I want more opportunities to be a kid, I have them.
Carl Anthony is Managing Editor of Automoblog and resides in Detroit, Michigan. He studies mechanical engineering at Wayne State University, serves on the Board of Directors for the Ally Jolie Baldwin Foundation, and is a loyal Detroit Lions fan.
Photos & Source: Ford Motor Company.



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Inside The 2018 Aston Martin Racing Vantage GTE

Inside The 2018 Aston Martin Racing Vantage GTE
Yes, like its road-going sibling from which it is derived, the 2018 Aston Martin Racing Vantage GTE faces similar aesthetic, a-hem, issues. But this is a race car. A race car that will take part in the FIA World Endurance Championship next season. And, when it comes to racing, effectiveness counts more than aesthetics. It’s sort of like submachine guns. Sure, it might not be as appealing as a Thompson or an MP 40, but a Sten Gun can still do the business, y’know?
Track Ready
The Sten of choice seen here is the new Vantage GTE from Aston Martin, set for FIA’s GTE class at places like Le Mans and Spa and The ‘Ring. The main competition for the new Vantage GTE will be cars like the BMW M3, Chevrolet Corvette C7.R, Ferrari 488 GTE, and Porsche 911 variants. In other words, these are the most road-car-like competitors you’ll see at Le Mans. Also, the racing is fun to watch since the competition is so close and the racing is so tough. Still, Aston Martin has done more than okay with previous versions of this car, chalking up 37 international race victories, including two Le Mans 24 Hour class wins.
Power & Performance
The engine is a force-fed V8 that runs bespoke BorgWarner turbos with integrated electric wastegates. The exhaust system is a full inconel setup made by an outfit called Akrapovic. No, I didn’t know who they were either. Turns out they’re Slovenian, and all they do is make exhaust systems. Fun note: Inconel is a nickel/steel alloy with extremely high heat resistance and was the same stuff they made the X-15 rocket plane out of.
The mill has a dry sump lubrication system and its installation in the actual race car is further back and lower than the street version, all for better track performance. The output figures are stated as “power >400 kW* and torque >700 Nm*” which translates into 536 ponies and 516 lb-ft. o’torque in old money. Two things of note: First, those figures are “greater than” because no race team is going to give away accurate power figures, and you can also reckon that Aston Martin is sandbagging with those numbers. And two, I have no idea what those asterisks are for. Aston Martin never explains them, but I thought I’d include them. What an odd thing for them to do.
Photo: Aston Martin The Americas.
Drivetrain Tech
Moving on to the driveline and transmission, there’s plenty to geek out about here. Of course it’s rear-wheel drive, because handling. There’s also traction control thrown in (because today’s drivers are a bunch of prima donnas). The transmission is a six-speed sequential unit made by Xtrac, fed by an Alcon motorsport multi-plate clutch about the size of a cheeseburger. There is a mechanical limited-slip differential with externally adjustable pre-load (a nice touch), and since this is 2017, there’s a semi-automatic paddle shift gear change coupled to a direct acting electric gear shift actuator. Did you catch all that?
The carbon fiber propshaft saves weight and increases responsiveness.
Chassis & Suspension
The chassis is a lightweight aluminium deal that uses the latest Vantage production car as a starting point. It is fitted with a steel roll cage to meet FIA safety standards and also sports an on-board, high-speed pneumatic jack for quicker pit stops. The suspension is as traditional as it is adjustable, with double wishbones front and rear, adjustable anti-roll bars, and custom Öhlins five-way adjustable dampers (shock absorbers to us Americans). Like all British cars, this thing can Handle with a capital H.
The body and aero bits are all carbon fiber, of course. The underside of the car is entirely flat and tailed with a carbon fiber splitter and diffuser. That huge rear wing is also carbon fiber and adjustable.
Photo: Aston Martin The Americas.

Ride & Handling
The steering is electro-hydraulic and power-assisted, which kind of rankles purists but literally every driver out there dearly loves, since wrestling with one of these things for 24 hours, even with a power assist is a work out. The steering wheel, which is carbon fiber, is a quick release type, both to aid with driver changes and also having to bail out if things get, um, sticky. The fuel system is the FIA mandated size of 100 liters and is a full-blown fuel cell, of course.
The wheels are huge and light: forged magnesium up front (12.5” x 18”) and forged magnesium in the rear (13.0” x 18”). The boss meats are supplied by Michelin.
Braking
The stoppers are very, very impressive. Everything is made by Alcon with monobloc six-piston calipers and wide, ringed ventilated brake discs up front. Out back, the Aston GTE sports monobloc six-piston calipers with Alcon ventilated rear brake discs. At all four corners there are integrated caliper temperature and pad wear sensors, a handy thing in a 24 hour race. The pedal box is floor-mounted and adjustable (a nice touch). Of course the front and rear brake bias is driver adjustable.
Photo: Aston Martin The Americas.
Driver Focused
The cockpit is Spartan yet extremely cool. The pilot sits in a RaceTech FIA 8862 safety seat and is held in place by a Schroth six-point safety harness. In case things get too hot, there’s a Lifeline FIA 8865 fire extinguisher. The dash is a Cosworth driver display with shift lights; there is a rearview camera and a Bosch collision avoidance radar system (which is one of those things that beeps at you milliseconds before you clout that Ford GT you thought you were clear of). Air conditioning? Surprisingly yes! The FIA/ACO mandated this a while back (you have no idea how hot it is inside one of these things). There is also an electrically-operated “driver drinks system” to help prevent fatigue.
The whole shootin’ match tips the scales with a dry weight of 1,245 kilos or around 2,800 pounds, give or take. It is worth noting this is the regulated base weight. If you were to take the ballast out, the 2018 Aston Martin Racing Vantage GTE would tip the scales considerably lighter than that.
Will this thing win? Maybe. A definite maybe. My money is on the Ferrari 488 (for sentimental reasons) or the C7.R Vettes (for practical reasons), but I wouldn’t count Aston Martin out.
Tony Borroz has spent his entire life racing antique and sports cars. He means well, even if he has a bias towards lighter, agile cars rather than big engine muscle cars or family sedans.
2018 Aston Martin Racing Vantage GTE Gallery











Photos & Source: Aston Martin The Americas.



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