Automotive

Inside The 2018 Aston Martin Racing Vantage GTE

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

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

Photos & Source: Aston Martin The Americas.

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2018 Ford Super Duty By The Numbers

2018 Ford Super Duty By The Numbers
Ford is pushing the envelope for the F-Series lineup, announcing updated power, towing, and payload figures for the 2018 Super Duty. The new specs reclaim titles for the blue oval held previously by General Motors and Ram. Ford says they are delivering more for customers by offering “five key best-in-class claims.”
“Super Duty customers expect the best, and for 2018 we’re giving our customers even more power and torque from our 6.7-liter Power Stroke diesel – delivering the most horsepower and torque available among all heavy-duty pickups,” explained Todd Eckert, Ford Truck Group Marketing Manager.
By The Numbers
It’s not surprising to see Ford push the line here. In just a “matter of fact” sense, the truck market is highly competitive, and customer loyalty to a particular brand is often lifelong. “We are a Ford (or Chevy) family,” they say, or “I’ve never owned anything but . . . (insert truck make and model here).” While we won’t speculate Ford’s engineering and marketing motives, if the automaker held the belief that bigger horsepower, payload, and towing numbers were the way to a truck buyer’s heart, we would be inclined to agree.
In an already competitive market with such fierce brand loyalty, posting headline-worthy performance figures seems a satisfactory answer to the “how do we attract new buyers and retain existing customers” question. One could argue these increased power numbers for the Super Duty are coming at the right time. Ford’s November sales report indicated that F-Series trucks saw their best November since 2001, with 72,769 pickups sold for a 0.9 percent gain. Conversely, Ford’s heavy truck sales took a 50 percent dip with only 566 units moved last month opposed to 1,133 for the same period in 2016. By the end of November 2016, Ford had delivered 13,417 heavy trucks compared to 10,376 at November’s end this year, marking a 22.7 percent decrease.
It’s possible these new power and capacity increases for the 2018 Super Duty will help bolster Ford’s overall truck sales. Does Ford have specific intent with this latest Super Duty announcement? Perhaps. Ford truck sales are, according to their November report, either up nicely or down significantly, depending on the model. These new performance upgrades for the Super Duty could be a happy accident as far as timing is concerned, but if an automaker wanted to move some trucks, especially near the end of the year, having increased power figures floating through the media certinately wouldn’t hurt.
Photo: Ford Motor Company.
Fantastic Five
The 2018 Ford Super Duty now claims five vital segment titles, the first of which is a healthy 450 horsepower. Previously held by GM’s Sierra and Silverado models at 445 with the new Duramax, Ford’s announcement gives the Super Duty a slight edge. The second is torque, a now whopping 935 lb-ft., enough to slip past Ram at 930 lb-ft. from the recently revised Cummins. From there, the 2018 Ford Super Duty takes best-in-class gooseneck towing at 34,000 lbs. and best-in-class conventional towing at 21,000 lbs., when properly equipped. By comparison, The 2018 Ram 3500 HD, when properly equipped, has a maximum gooseneck rating of 31,210 lbs. and a maximum conventional rating of 20,000 lbs.
“Plus, our new F-450 pickup now includes a 4X2 model, enabling our customers to get more done with the segment’s best payload and towing,” Eckert added.
The 2018 Super Duty boasts best-in-class payload at 7,360 lbs. for the segment’s top honor.
Photo: Ford Motor Company.
Vital Components
The grunt for the 2018 Super Duty comes from the 6.7-liter Power Stroke diesel engine, which received redesigned cylinder heads, optimized fuel calibrations, and enhancements to the turbo for 2018. The truck’s high-strength steel frame, military-grade, aluminum-alloy body, and integrated gooseneck hitch mounts are also important for capability and efficiency. It’s also worth noting that Ford designs and builds their own diesel engines and transmissions, something no other manufacturer currently does. The automaker says this is critical for getting the powertrain, vehicle calibrations, and chassis to align.
“This approach enables Ford engineers to optimize vehicle performance across the entire lineup and to further refine the powertrain to the specific needs of the customer,” reads a statement from Ford.
Pricing & Availability
The 2018 Super Duty is available now with the F-450 4×2 dual-rear-wheel pickup coming later this winter. Base MSRP is $52,830, although pricing can vary greatly depending on the selected trim level and the buyer’s desired number of additional options, features, and packages.
Carl Anthony is Managing Editor of Automoblog and resides in Detroit, Michigan.
Photos & Source: Ford Motor Company.

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Honda Promises Family-Friendly, High-Tech Features For 2018 Pilot

Honda Promises Family-Friendly, High-Tech Features For 2018 Pilot

The 2018 Honda Pilot went on sale this week, billed as the automaker’s “family-friendly, high-tech” vehicle. Honda’s three-row SUV arrives on the heels of some solid recognition, including the 2017 Automotive Best Buy Award from Consumer Guide and a designation from U.S. News & World Report as one of the best cars for families in 2017. Honda says Pilot production in Lincoln, Alabama has increased to make availability easier for the automaker’s some 1,000 dealerships nationwide.
Power & Performance
The 2018 Honda Pilot features a 3.5-liter, direct-injected i-VTEC V6 engine, complete with Variable Cylinder Management for increased performance and efficiency. The engine, which creates 280 horsepower and 262 lb-ft. of toque, is paired to either a 6-speed or 9-speed automatic transmission. All-wheel drive is available.
Honda’s unibody SUV rides on a MacPherson strut front and multi-link rear suspension. Steering is electronic and the brakes are a power-assisted and ventilated setup.
Interior Treatments
Honda says the high point here is the cargo and rear seating area, arranged in such a way that neither one intrudes on the other. The entry way to the third row is larger and the available “one-touch slide” feature will fold the second row automatically. Total passenger volume ranges between 151 and 153 cubic feet, depending on the trim level.
The 2018 Pilot also features the latest infotainment and connectivity systems and is compatible with both Apple CarPlay and Android Auto. Push button start, rear window defroster, cargo area hooks and tie-downs, and a 60/40 split, flat-folding third-row bench seat are standard across the lineup.
2018 Honda Pilot Elite. Photo: Honda North America.
Safety & Security
The 2018 Pilot can be equipped with the Honda Sensing suite of safety technologies, available as a standalone option on EX and EX-L, but standard on Touring and Elite trims. Honda Sensing includes the Collision Mitigation Braking System with Forward Collision Warning, Lane Keeping Assist System, Adaptive Cruise Control, and Road Departure Mitigation with Lane Departure Warning. Additional driver assistance features include the standard, multi-angle rearview camera and an available blind spot information monitor with cross traffic detection.
Pricing & Availability
The 2018 Honda Pilot is available now. We have included the handy chart from Honda below which outlines the various trim levels and corresponding information. The Honda Pilot was designed and developed by Honda R&D Americas, Inc., in California and Ohio.
Carl Anthony is Managing Editor of Automoblog and resides in Detroit, Michigan.
Trim/Drivetrain
Transmission
MSRP
EPA MPG Rating
(City/Highway/Combined)
LX / 2WD
6AT
$30,900
19/27/22
LX / AWD
6AT
$32,800
18/26/21
EX / 2WD
6AT
$33,330
19/27/22
EX / AWD
6AT
$35,230
18/26/21
EX w/Honda Sensing / 2WD
6AT
$34,330
19/27/22
EX w/Honda Sensing / AWD
6AT
$36,230
18/26/21
EX-L / 2WD
6AT
$36,760
19/27/22
EX-L / AWD
6AT
$38,660
18/26/21
EX-L w/Honda Sensing / 2WD
6AT
$37,760
19/27/22
EX-L w/Honda Sensing / AWD
6AT
$39,660
18/26/21
EX-L w/Navi / 2WD
6AT
$37,760
19/27/22
EX-L w/Navi / AWD
6AT
$39,660
18/26/21
EX-L w/RES / 2WD
6AT
$38,360
19/27/22
EX-L w/RES / AWD
6AT
$40,260
18/26/21
Touring / 2WD
9AT
$41,970
20/27/23
Touring / AWD
9AT
$43,870
19/26/22
Elite / AWD
9AT
$47,470
19/26/22
Photos & Source: Honda North America.

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Porsche Introduces Augmented Reality For Dealership Technicians

Porsche Introduces Augmented Reality For Dealership Technicians

You know how virtual reality has been the next big thing that’s really, totally, for-sure going to happen within the next six months for the past 15 years? This ain’t that. This is augmented reality, which, in some ways, is more practical. Where as VR is totally immersive, augmented reality adds a layer of visual information on top of what your eyes can already see in the real world. So AR could add something as simple as scrolling text onto your visual field to something as complex as step by step instructions for the removal of a differential.
Visual Aids
You don’t have to be Kreskin to see where this could come in handy in, say, an auto shop or assembly plant. Porsche cottoned onto this possibility and are now rolling out a new AR system for dealerships. The intent is for real-time, remote assistance that appreciably improves efficiency and reduces service time.
The Porsche system, rather awkwardly dubbed “Tech Live Look,” uses the AiR Enterprise software platform from Atheer, Inc. Atheer (speaking of unwieldy handles) has been cranking out AR “solutions” for a while now. Like all AR stuff, the visuals are delivered into your eyeballs via lightweight smart glasses that feature the latest in projection technology. The high-tech specs come equipped with an LED light source to illuminate dark spaces in the engine compartment or under the car, and a high-resolution, auto focus camera that shows even small details, like the threading on screws. This allows someone on the other end of the glasses (say a more experienced service tech or a brain surgeon or something) to see what the wearer is doing and “talk them through” a procedure if they’re having trouble.
Tech Support
It would be really fun to play around with this. I am, by my own admission, a very, very bad mechanic. I can take things apart like Godzilla wading through downtown Tokyo, but putting things back together . . . that’s a much more iffy proposition. But if I were wearing a set of Tech Live Look glasses, then there could be someone on the other end talking me through the reassembly steps; “No. First the washer, then the cinch ring, then the spacer. That’s it. Now tighten it, but not all the way. We’re going to be coming back with a torque wrench in a bit.”
And, interestingly enough, that’s pretty much chapter and verse how Tech Live Look works in Porsche’s world. When a service tech at a dealership in, say, Los Angeles puts on their glasses and connects via the software to the Atlanta-based Porsche technical support team, it allows the Atlanta crew to see exactly what the mechanic is seeing in real-time. This, as you can imagine, allows both parties to rapidly recognize and resolve technical issues. Porsche says the new system can decrease service time by up to 40 percent. Snazzy!
Photo: Porsche Cars North America Inc.
Detailed Instruction
Tech Live Look also allows the technical support team to take screen shots or send bulletins and instructions onto the projection surface of the glasses while the service technician is working on the vehicle. Obviously this is far more efficient than sending emails and photos or explaining complex technical issues over the phone. It’s sort of like having a more experienced (and cool) mechanic looking over your shoulder, saying stuff like, “okay, you see the exploded view I just sent you? Right. That backing plate is on the other side of the case you’re taking apart right now. So when you get this all broken down, make sure you get that backing plate out too. You do not want to leave it in the case when you put everything back together. Trust me.”
And really, I kind of bristle at the use of the words “service technician.” It seems to lower what they are. Call them mechanics, please.
Fabulous Footnotes
Oh, and here’s an interesting little addendum that Porsche included with their press information on the new AR system: “At the core of this success is Porsche’s proud racing heritage that boasts some 30,000-plus motorsport wins to date.” Whoa, really? 30-thousand. That’s impressive. But if you think about it, Porsche has cranked out so many 911s, and such a large portion of them are raced on such a regular basis – and they are very fast if tricky to drive. So that 30,000 figure seems pretty accurate.
Not sure what that has to do with augmented reality equipped mechanics tearing into the transaxle of your 1978 911 Targa, but it is cool to know. The Tech Live Look system will officially launch in Porsche’s dealerships across North America next year.
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: Porsche Cars North America Inc.

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Lamborghini Urus: Everything Wrong At Just The Right Time

Lamborghini Urus: Everything Wrong At Just The Right Time

Lamborghini’s new Urus SUV is a rolling testament to everything wrong with the automotive world. It’s overly big, half-ugly, ostensibly made for a job it will never do and could never complete, and sold to people with too much money and not enough taste. The new Lamborghini Urus is the exact wrong car but it’s hitting at the perfect time. It is a dead on bullseye for a market where luxury SUVs are all the rage.
$200,000. That, as you are no doubt wondering, is the price of Lamborghini’s Urus SUV. That is not cheap, by any stretch, but it is right within the price point for cars like the ones Lambo already makes.
I have no doubt they will sell every last Urus they make. Every last one.
Power & Performance
Sadly, there is no V12 sitting beneath the bonnet of the Urus. That would either be too much to hope for, or just so disgustingly excessive that even Lambo realized it would move us all one step closer to Le rasoir national. Nope, the Urus is propelled by a 4.0-liter twin-turbo V8 plant that puts out 650 horsepower and 627 lb-ft. torque, starting way down low at 2,250 rpm. Not at all bad. When you combine that with a curb weight of around 4,850 lbs. (mom says I’m not fat, just big boned) you get to 60 in 3.6 seconds, 124 in 12.8 seconds, and to a top speed of 190. Lamborghini says it’s one of the best power-to-weight ratios in the class.
Obviously, the Urus is the fastest SUV available. Until Porsche totally loses its schnitzel and makes a Cayenne with enough power to reach orbital velocities.
All that power is put to the tarmac (or gravel or sand) through an automatic eight-speed gearbox and a four-wheel drive and torque vectoring system. The transmission is an electro-hydraulically controlled planetary setup, with very short low gear ratios and longer high gears. Also in the drivetrain you’ll find a slip-controlled converter lock-up clutch and specially-developed torque converter.
The four-wheel drive system itself has a Torsen central self-locking differential, with a torque split of 40/60 to the independent front/rear axle as standard. Maximum torque of 70 percent to the front or 87 percent to the rear can be dialed up. The Urus also has active torque vectoring via the rear differential for additional steering control, less steering effort, higher cornering speeds, and a “more sporty drive.”
Photo: Automobili Lamborghini.
Drive Modes & Off-Road Attributes
There are four driving modes: STRADA, TERRA (for off-road), SABBIA (for sand), and NEVE (for snow). In SPORT and CORSA modes, torque vectoring helps provide more oversteer. Lambo says the SABBIA mode is calibrated to “guarantee agility and precision on terrains with reduced grip such as on gravel or sand dunes, making it the ideal mode for off-road fun.” I won’t say anything further about that assertion. The Lamborghini Urus also has rear-wheel steering, seemingly using the same system found on the Aventador S. Since – let’s face it – this is a large, tall and heavy vehicle, anything that can tighten that turning radius has to be seen as a benefit.
The brakes are these big carbon ceramic jobs that clock in at 440 x 40 mm at the front and 370 x 30 mm at the back. The wheels, an important accessory when parking on Rodeo Drive, range from 21 to 23-inches and come fitted with an assortment of summer, winter, all-season, all-terrain, and sport tires specially developed by Pirelli. There is an optional Off-Road Package that includes specific metal-reinforced bumpers and additional under floor protection for “off-roading in the snow, forest or even dune surfing,” according to Lamborghini.
I’m sorry. I just shot Mountain Dew out of my nose I was laughing so hard at that one. Dune Surfing? You have got to be joking. I’d pay real money to see the footage of some knob-wad beaching his $200,000 “off-roader” in the sand.
Photo: Automobili Lamborghini.

Interior Treatments
The interior of the Lamborghini Urus is said to be quite practical and usable and comfortable. On the inside you get a “Unicolor” theme; leather trim comes in either Nero Ade or Grigio Octans (i.e. black or gray) with five additional, unspecified optional colors. The dashboard is finished in Piano Black and Brushed Aluminum with options like Open Pore wood included in combination with aluminum and carbon fiber.
The infotainment system promises a number of connectivity features while the Lamborghini Smartphone Interface is compatible with both Apple and Android devices. The LIS infotainment display is split across two screens: the upper screen for entertainment, media, navigation, telephone, and vehicle status; the lower screen for cliamte and seat heating functions. The lower screen also has a keyboard and supports hand written commands for inputting information.
There’s no mention of exterior colors, but I bet a dollar to a doughnut they will be as subtle and restrained as Lemmy Kilmister midway through his second bottle of Jack Daniels.
Photo: Automobili Lamborghini.
Availability
The new Lamborghini Urus hits dealers in the spring of 2018. Plan on seeing it in countless mediocre rap videos, driven by The Bad Guys in every third-rate Michael Bay movie, and poorly parked by their “bad boy” owners – no doubt the sons of hedge fund managers, Hollywood movie producers, and criminal defense attorneys – on country club lawns throughout our once green and pleasant land.
Below the gallery is a handy-dandy chart from Lamborghini with all (and I do mean all) of the technical deets.
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.
Lamborghini Urus Gallery

Lamborghini Urus Technical Data
CHASSIS AND BODY

Body and Frame
Integral lightweight body in aluminum composite design

Suspension Geometry
Multi-link front and rear

Suspension Type
Adaptive air suspension with electromechanical active roll stabilization

Brakes
Front and rear carbon ceramic

Calipers
Front aluminum 10 piston brake calipers:
21″ with radial fixing and pistons with phenolic insertRear cast iron floating 6 piston brake calipers:
19″ with integrated electric parking brake

Discs (front – rear)
Carbon ceramic discs
(Ø 440 x 40 mm – Ø 370 x 30 mm)

Steering
Steering gear with different servotronic characteristics and Lamborghini Rear-wheel Steering (LRS), managed by the Tamburo drive modes
Steering Wheel Ratio
13.3:1
Steering Wheel Turns
Lock to Lock
2.29
Steering Wheel Diameter
376 mm
Tires (range)
Pirelli P Zero, Front: 285/45 R21 up to 285/35 R23
Rear: 315/40 R21 up to 325/30 R23
Wheels (range)
Front: 9,5Jx21″ up to 10Jx23″
Rear: 10,5Jx21″ up to 11,5Jx23″
Turning Circle
11.8 m
Airbags
Up to 8 Airbags
ENGINE

Type
Petrol V8, 90°
Displacement
3.996 ccm
Valve Per Cylinder
4
Valve Timing
Intake and exhaust camshaft adjusted continuously
Turbocharger
Bi-turbo twin-scroll
Maximum Power
650 hp (478 kW) at 6,000 rpm
Specific Power Output
162.7 hp/l

Maximum Torque
850 Nm at 2,250-4,500 rpm

Maximum RPM
6,800 rpm

DRIVETRAIN

Transmission
4WD with integrated front differential,
central differential (Torsen) and active
torque vectoring rear differential

Gearbox
8-speed automatic gearbox, characteristic depending on drive mode

PERFORMANCE

Top Speed
305 km/h

Acceleration 0-100 km/h
[0-62 mph]
3.6 sec.

Acceleration 0-200 km/h
[0-124 mph]
12.8 sec.

Braking 100-0 km/h
[62-0 mph]
33,7 m

DIMENSIONS AND WEIGHT

Wheelbase
3,003 mm

Overall Length
5,112 mm

Overall Width
(excluding mirrors)
2,016 mm

Overall Height
1,638 mm

Track (front – rear)
1,695 mm – 1,710 mm

Ground Clearance
158 mm – 248 mm (adjustable via air suspension)

Curb Weight
2,200 kg

Weight-to-Power Ratio
3.38 kg/hp

CAPACITIES

Fuel Tank
85 liters (75 liters U.S. Market)

Luggage Compartment
616 liters – 1,596 liters

CONSUMPTION

Combined Cycle
12,7 l/100 km

CO2 Emissions
290 g/km
Photos & Source: Automobili Lamborghini.

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Cadillac Reveals Limited V-Series Championship Editions

Cadillac Reveals Limited V-Series Championship Editions

Cadillac recently introduced the V-Series Championship Editions at the Los Angeles Auto Show. Why? Because Caddy kicked some serious butt on the track in 2017, winning the IMSA Manufacturer, Driver, Team, and Endurance Championships. That’s why! The Cadillac V-Series Championship Editions include the 2018 ATS-V coupe and sedan, and the 2018 CTS-V super sedan. The special editions celebrate Cadillac’s first Manufacturer’s Championship for endurance racing.
And yeah, in a lot of ways, all this track-killer performance is done the old fashioned American way: More power. Lots more power.
Championship Treatments
The ATS-V and CTS-V Championship Editions are available in Black Raven or Crystal White Tricoat. Also gracing the outside of the car are V-Performance graphics, located on the hood and rear spoiler, Red Obsession side-view mirror caps, red Brembo brake calipers, and special V-Series wheels with Midnight Silver painted pockets. A unique DPi-V.R graphic is also found on the rear quarter window.
The inside of the Championship Edition Cadillacs feature a Morello Red detail package with Jet Black Recaro race-inspired seats, red front and rear door armrests, and Morello-accented, high-gloss carbon fiber trim. Other cool interior stuff includes the Performance Data Recorder with Cosworth Toolbox and next-generation Cadillac user experience. Of course, I have to point out that “Cosworth” and “Toolbox” are two words that kind of make me shiver and “next-generation Cadillac user experience” . . . man, I can’t even with that one.

Further Appointments
The 2018 Cadillac CTS-V Championship Edition includes your choice of the two aforementioned colors: Black Raven or Crystal White Tricoat, and the aforementioned V-Performance graphics. You get a Serialized Certificate of Authenticity, which is simultaneously cool and cheesy. The Carbon Fiber Package gives you carbon fiber all over the place: front splitter, hood vent, rear spoiler, and rear diffuser. The included Luxury Package has tri-zone climate control, heated rear seats, power rear-window sunshade, manual rear side-window sunshades, and a 110-volt power outlet. You also get an “ultra-view” sunroof, which, I assume, allows you to view Ultras (whatever those are).
All 2018 Cadillac ATS-V Championship Editions include the exact same stuff as the CTS-V Championship Editions, so just read that paragraph above if you’re confused. We also have a chart below.
If you want, your ATS-V and CTS-V Championship Editions can include a Sueded microfiber steering wheel and shifter (yes, Caddy actually turned the noun suede into a frickin’ verb!), an Advanced Security Package, and an 8-speed automatic transmission.
Photo: Cadillac.

Pricing & Availability
The Championship Edition ATS-V and CTS-V will begin arriving at select Cadillac dealers this month and will include tuition and accommodation at the two-day Cadillac V-Performance Academy at Spring Mountain (saWEET!). The ATS-V sedans start at $72,190 and coupes at $74,390. The 2018 CTS-V Championship Editions will start at a heady $105,730. Only 200 Championship Editions will be built so get in line now!
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 Cadillac CTS-V Championship Edition
Cadillac Black Raven or Crystal White Tricoat exterior paint
Cadillac V-Performance graphic on hood and rear spoiler
Red Obsession mirror caps
Cadillac DPi-V.R graphic on quarter windows
Serialized Certificate of Authenticity (sent after retail delivery)
19” V-Series wheels in polished Alloy with Midnight Painted Pockets
Morello Red Package
Morello accented high gloss carbon fiber interior trim
Split-folding rear seats with Morello Red stitching

Carbon Fiber Package:
Carbon fiber front splitter
Carbon fiber hood vent
Carbon fiber rear spoiler
Carbon fiber rear diffuser

Luxury Package:
Tri-zone climate control
Heated rear outboard seating positions
Power rear-window sunshade
Manual rear side-window sunshades
110-volt power receptacle

Ultra-view sunroof
Red Brembo brake calipers
Recaro performance seats
2018 Cadillac ATS-V Championship Edition
Cadillac Black Raven or Crystal White Tricoat exterior paint
Cadillac Performance graphic on hood and spoiler
Red Obsession mirror caps
DPi-V.R graphic on quarter window
Serialized certificate of authenticity
18” V-Series wheels – polished Alloy with Midnight Painted Pockets
Morello Red Package
Morello accented high gloss carbon fiber interior trim
Split-folding rear seats with Morello Red stitching

Carbon Fiber Package:
Carbon fiber front splitter
Carbon fiber hood vent
Carbon fiber rear spoiler
Carbon fiber rear diffuser

Sunroof
Red Brembo brake calipers
Recaro performance seats
Next generation Cadillac user experience
Photos & Source: Cadillac.

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Does Fiat Fit Your Personality? An In-Depth Look At The Lineup

Does Fiat Fit Your Personality? An In-Depth Look At The Lineup In our world today, bigger usually means better. And while that is true to a certain degree, there is the counter adage of big things coming in small packages. This is Fiat’s approach and being the little guy is sometimes quite swell. The Italian automaker focuses on what they call a modern, yet simple approach that blends functionality, technology, and ownership pride. Fiat wants drivers to feel a sense of self-expression and points their design and engineering efforts toward that end.
Dynamic & Different
I’m a Fiat owner which, considering my affinity for muscle cars and long history of truck ownership, having a 500X is quite the departure. Yet, I enjoy my Fiat very much. It’s different in every regard in terms of its styling and interior layout, but it’s comfortable, reliable, and remarkably efficient. I’ve even turned a few heads when I have my 500X all shined up on a nice day.
Depending on your personality, a Fiat might be ideal for you. I say personalty because Fiat owners are a different bunch, but we’re a merry bunch to be sure. If you’re thinking about something Italian and something a bit out of the ordinary, then this list below is for you. Here is a brief look at the entire Fiat lineup to help you decide which one you like best.
500
The 2018 Fiat 500 is available in three models: Pop, Lounge, and the higher-performance Abarth. The latter is definitely the most fun, but for the sake of daily driving, the first two are likely to best suit you. The Pop and Lounge have plenty of pep with the 1.4-liter MultiAir Turbo that delivers 150 lb-ft. of torque and 135 horsepower, an increase of 34 horsepower versus the 2017 model. The engine is paired with a five-speed manual transmission or the optional six-speed automatic, and there’s even a sport-tuned exhaust.
Pop and Lounge models have 16-inch aluminum wheels for curb appeal, a performance-oriented braking system for safety, a sport-tuned suspension for better handling, and a backup camera because busy parking lots are always tricky. Optional equipment is no longer grouped into “collections,” meaning different features can be easily combined and interchanged with one another.
The Fiat 500 Pop starts at $14,995; the Lounge at $18,395, with the Abarth landing at $19,995. All trim levels are available as a Cabrio (convertible) for an additional $1,495. Fuel economy for the 500 is 31/40 mpg city/highway with the Abarth coming in at 28/34 mpg city/highway.

500 Abarth
If you need a little more spark, the 500 Abarth may suit your tastes with its lickety-split temperament. Bearing the name of Karl Alberto Abarth, it features a performance suspension, 16-inch Hyper Black aluminum wheels, Pirelli tires, and a really cool sounding exhaust system. The 1.4-liter MultiAir Turbo here puts out a bit more grunt: 160 horsepower and 183 lb-ft. of torque, with a Sport mode and torque transfer control system to really maximize performance.
The 500 Abarth is a driver’s car through and through. When you get inside, it’s simple. There’s no clutter, nothing fancy (although you can do a sunroof), and it’s not the least bit quiet. But it’s like a little rocket on four wheels and if you want all the joys of driving and none of the frills, the 500 Abarth is among the best choices on the market. The seats hold you tight, the suspension keeps you planted, and the turbo boost gauge is a blast to watch.
2017 Fiat 500 Abarth. Photo: FCA US LLC.
500e
Sometimes this little guy gets missed, but it’s a hidden gem as electrified vehicles become increasingly more plausible for consumers. The Fiat 500e offers over 80 miles of driving range, 121 miles per gallon equivalent in the city and 112 MPGe combined. The regenerative braking system can use 100 percent of its regenerative capability all the way down to eight mph. This maximizes efficiency but increases brake life – Fiat refers to this as “blended braking.” Right now, the vehicle is only available in California and Oregon.

500L
So it’s a bit homely and admittedly, it’s the only Fiat I don’t like. At all. Yet, when compared to the 500, the L offers 42 percent more interior space, seating for five, and more than 50 different seating and storage configurations. Further, the L offers more than 40 different standard and available safety features, a bonus for families on the go. There is plenty of tech inside, from a backup camera, USB ports, and a seven-inch display compatible with Apple CarPlay and Android Auto.
The aforementioned 1.4-liter engine provides an ample 160 horsepower and the ride should be plenty comfortable as the chassis is tuned for a touring car feel. Whatever, it’s still weird looking. I’m a Fiat owner and I’m corky but my corky has limits. This is well past the limit.
2018 Fiat 500L. Photo: FCA US LLC.
500X
The 500X is arguably the most practical and stylish member of the Fiat household, and it’s definitely the most sure-footed. Built on the Jeep Renegade platform with an option for all-wheel drive, the 500X feels stable and firm, something not all small crossovers can say. Though the 500X is modest when compared to marque Italian performance cars, the steering and handling aspects – inherent strengths in Italian engineering – do cross over (no pun intended) to the 500X. The result is a crisp, solid, and responsive little vehicle perfect for city driving.
Two engines are on offer: the 1.4-liter, which we have already been chatting about, is standard on Pop models and paired with a six-speed manual. However, the 2.4-liter Tigershark MultiAir2 enters the picture. It’s standard on Trekking and Lounge with an available nine-speed automatic.
By the numbers, The 1.4-liter with the manual delivers 160 horsepower and 184 lb-ft. of torque, with an EPA-estimated fuel economy of 25/33 mpg city/highway. By comparison, the 2.4-liter generates 180 horsepower and 175 lb-ft. of torque, with an EPA-estimated rating of 22/30 mpg city/highway for front-wheel drive models; 21/29 mpg for all-wheel drive models.
The 500X has 70 available safety and security features, a generous array of connectivity offerings via the Uconnect system, and the option for a panoramic sunroof and heated steering wheel. The 500X starts around $20,000 and they lease well.

124 Spider
This is definitely the most exciting member of the Fiat family, especially in its Abarth skin. The 124 Spider was introduced 50 years ago, although it’s been about 30 years since it was last in the United States. Similar to the 500 Abarth, the Spider in any one of its trims (Classica, Lusso, Abarth) is a true driver’s car. Styling and performance are among the Fiat 124 Spider’s most defining characteristics, seen in things like the long hood and short rear deck, or the Abarth’s Bilstein sport suspension and mechanical limited-slip differential.
The front engine, rear-drive configuration is balanced at a near 50/50 with a curb weight between 2,400 and 2,500 lbs., depending on the model. The 1.4-liter MultiAir Turbo returns and delivers 160 horsepower and 184 lb-ft. of torque on Classica and Lusso, with a slight bump to 164 horsepower for the Abarth. The roadster is available with either a six-speed manual or Aisin automatic transmission.
Other nice features include heated seats, a Bose premium stereo, and a healthy array of safety tech. Fiat has made the packages a bit more flexible so it’s easier to mix and match what you might want – the 124 Spider starts just shy of $25,000.
2018 Fiat 124 Spider Abarth. Photo: FCA US LLC.
Personality Driven
Like I mentioned above, a Fiat may not necessarily fit your personality but if it does, hopefully this list helped. If you are looking for something practical, the 500 and 500X are your best options. If you want a little more pep in your step, one of the Abarth models will do nicely. If you want a fun car to take for a joy ride on a summer day, that’s definitely the 124 Spider. And if you are looking for something really odd, but with lots of room, then the L is your knight in shining armor.
Of course, you can always drop us a line if you have additional questions. Just ask for me when you do.
Carl Anthony is Managing Editor of Automoblog and resides in Detroit, Michigan. He studies mechanical engineering at Wayne State University, serves on the Board of Directors for the Ally Jolie Baldwin Foundation, and is a loyal Detroit Lions fan.
Photos & Source: FCA US LLC (2017 & 2018 models shown).

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Jaguar XE SV Project 8 Tackles The Nürburgring Nordschleife

Jaguar XE SV Project 8 Tackles The Nürburgring Nordschleife

All right you Xbox warriors, gearheads, and grease monkeys. Yes, even the poor deluded souls who think the PlayStation counts as a driving simulator. I know what you’re thinking: 7:21 and change is an okay time, but it’s not a great time. I agree with you. Sure, what the Jaguar XE SV Project 8 did was quick, but it’s not even in the same time zone as what the latest Porsche GT and that monster from Glickenhaus did. All of that is true. What is also true is that the Jaguar XE SV Project 8 is most definitely not a featherweight car. It’s kind of fat. But it’s also kind of fast. Oh, and it’s also a sedan.
Disclaimers & Conditions
Jaguar is being cute with all of this stuff and it gives me a chuckle. For starters, there’s a whole series of foot notes in the presser, and they are laughably entertaining if you think about the conference room discussions that lead to them. Some of the greatest hits include: “Professional driver on a closed course. Do not attempt.” And “always follow local speed limits.” Of course the funny thing here is the Nürburgring Nordschleife is a public road and you can drive on it just as fast as you care.
Anyway, at 7 minutes, 21.23 seconds, the Jaguar XE SV Project 8 is now the world’s fastest sedan of production-intent specification. What, exactly, is “production-intent specification?” Dunno. Jag didn’t really say. One could say that it’s kind of weaselly and sounds like someone is hedging their bets (if you’re a glass half empty kind of a person). Or one could say it means the XE SV Project 8 prototype used for this Nürburgring run is remarkably close to the production version, and only detail changes might be happening (if you’re a glass half full kind of a person).
Jag’s new record is 11 seconds quicker than the previous sedan time, although they do not mention who it was that set the previous record. As I recall it was a BMW M3; that one with the big, whompin’ V8.
Photo: Jaguar Land Rover.
Power & Performance
The new time was set thanks to the Jaguar XE SV Project 8’s fire-breathing 592 horsepower, 5.0-liter supercharged V8 engine. It shoots the big sedan to 60 mph in 3.3 seconds and to a top speed of 200 mph. And of course the suspension and tires helped. No mention made of the skins mounted, but if I were doing something like this, I’d get some real race rubber (let’s say Michelins) to tilt this thing as much in my favor as I could. Jag says the XE SV Project 8 is the most extreme road-legal Jaguar ever, which says a lot if you’ve ever been up close with an XJ220, cause those things are nasty, nasty machines.
The bad news is that the Jaguar XE SV Project 8 won’t be available until next year, and it starts around $187,500 in the United States. And, to make matters even worse, production is limited to 300 vehicles worldwide. If you’re interested, you can watch the XE SV Project 8 prototype’s record lap on the Nürburgring Nordschleife below. I’ve got to say, it is rather impressive.
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, Video & Source: Jaguar Land Rover.

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Bentley Continental GT First Edition: Grand or Bland Tourer?

Bentley Continental GT First Edition: Grand or Bland Tourer?

Bentley has announced the First Edition to their Continental GT lineup. The Continental GT, a big, swoopy thing of a car, is about as close as Bentley ever gets to a real sports car. They say the exclusive First Edition model is the “ultimate expression of the Grand Tourer,” offering you a bunch of icing on an already heavily decorated cake. I guess that is to make it more special. And that is precisely the problem.
One of a Kind
To my mind, Bentley and Rolls-Royce are examples of reserved British bespoke design. They are, in a certain way, like Savile Row suits or polo mallets. Something that is designed for you, and for you alone, sir or madam. If you were sickeningly rich, or a Raja, or a Sultan, or just made it into the House of Lords, you could make an appointment out at Crewe, and, in this case, Bentley would see to your personalized automotive needs. But some time ago that changed.
And I’m not talking about the fact that Bentley is owned by Volkswagen (and Rolls-Royce is owned by BMW – ‘By the Bosch, my good man! The Bosch!!‘). No, what I’m talking about here is that although Bentley will still make you a car fully customized to your own tastes, by and large, most of their “personalized” offerings are just off the rack options to be ticked when ordering the car, like so much fine Salamanca vinyl you chose for your 1978 Cordoba. So when Bentley cranks up the prose for their First Edition Continental GT, it makes me want to crank up the Sex Pistols. Really loud.
Subtle Signatures
Effectively the First Edition is a trim package reserved for the first production run of the all-new Continental GT. Bentley says this “represents the pinnacle of Bentley craftsmanship, handcrafted and designed in Great Britain,” which, even if you let them gild the lily a bit, is kind of over the top. Bentley further says the Continental GT First Edition is the “most luxurious Grand Tourer ever produced.”
Photo: Bentley Motors.
Interior Treatments
The First Edition includes the unique Bentley Rotating Display that allows the driver to switch between three different fascia panels to “suit the mood of the cabin,” whatever that means. The default is a huge 12.3-inch touchscreen that can be substituted for a more classically styled instrument display with three analog dials if madam wishes. When you switch the engine off, the veneer-only face is displayed for an uninterrupted flow of wood across the dashboard.
Speaking of wood, you can choose from four to use on the dashboard: Tamo Ash, Liquid Amber, Dark Stained Madrona, and Dark Fiddleback Eucalyptus. Which I’m sure are fine, but I’d have them leave it blank on mine and I’d have the guys at Alembic find me some real exotic wood to use. At any rate, Bentley says whichever wood you choose it will be combined with Grand Black, which is exclusive to the First Edition. I’m assuming that is like grand piano black, but Crewe does not go into details. Bentley says all this wood adds to the overall vibe of the cabin. Also adding to that is enhanced mood lighting and illuminated sills emblazoned with “Bentley” that are visible when opening the doors.
The seats are upholstered in a diamond-in-diamond quilt pattern as are the door panels and rear quarter panels, with a unique contrast stitch only available on the First Edition. The First Edition also comes with the City Specification and Touring Specification as standard. This gets you stuff like park assist, pedestrian warning and traffic sign recognition, and a Bentley 650 watt audio system. If you’re Keith Moon, you can upgrade to either the 1,500 watt Bang & Olufsen or 2,200 watt Naim stereo, which no doubt sound great as you drive the car into the pool.
Photo: Bentley Motors.

Power & Performance
All this is motivated down the Strand by a 6.0-liter, twin turbocharged W12 TSI engine that includes the Mulliner Driving Specification as an extra goodie as part of the First Edition package. The Mulliner thing adds sporty bits and bobs like drilled alloy foot pedals, jewel-finish oil and filler caps, and unique, 22-inch wheels that come in three finishes: bright paint, black, and hand polished or fully polished.
By the numbers, the engine creates 626 horsepower and 664 lb-ft. of torque, good enough to launch the First Edition Continental GT to 60 in 3.6 seconds. A dual-clutch, eight-speed transmission promises “faster, more efficient performance,” according to Bentley.
Taste is ultimately up to the individual, and if the Bentley First Edition Continental GT suits your flavor, then have at it. It’s your garage this thing will be sitting in, not mine.
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: Bentley Motors.

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