Automotive

2020 Lexus RX & RXL: A Brief Yet Detailed Walk Around

2020 Lexus RX & RXL: A Brief Yet Detailed Walk Around The Lexus RX and RXL receive a number of updates, many of them on the tech front for 2020.
Performance and driving enthusiasts will appreciate the addition of two new F SPORT packages.
The 2020 Lexus RX and RXL (fancy SUVs to you and me) get a thorough revamp for the new year. You can’t really say it’s a little bit of this and a little bit of that. Lexus has redone this luxo-crossover across the board and the improvements are noticeable. The best way to distinguish between the two is how the RXL is a little longer and – most important if you have a large family – comes with a third row of seats.
Other than that, they are quite similar in terms of form, function, safety, and technology.
Styling & Design (Maybe Slightly Overboard)
For 2020, the front and rear fascias are updated to bring the RX and RXL in-line with the rest of the brand’s look. Both have Lexus’ signature grille, and lots of “individual blocks” strewn across the overall form to give a balance of sophistication and strength and blah-blah-blah. Lexus goes on and on about this, but it doesn’t really matter much to me. Lexus has been off in their own design direction for a while now, and I worry they might never come back.
But let’s not talk too much about subjective things like styling, shall we. The meat of the RX and RXL is more than a strong enough selling point.
2020 Lexus RX 350 F SPORT. Photo: Toyota Motor Sales, U.S.A., Inc.
Yakety Yak (It Will Probably Talk Back)
Take all of the on-board tech, for example. Standard on all models are the latest smartphone integrations and their respective virtual assistants. The standard eight-inch touchscreen is for messing with everything tech-related, like the Lexus Enform Remote system (you get a three-year trial period). This remotely starts the vehicle using your smartphone, handy to have when it gets cold.
There are six USB ports throughout the RX and RXL, so everybody’s devices stay charged. Of course both are fully compatible with Android Auto and Apple CarPlay. The newest Lexuses (Lexi?) also have voice services like Amazon Alexa, so you can just yack at the Lexus Multimedia System, and it’ll start playing your favorite road trip playlist or start navigating you home.
Passengers (Lexus insists on calling them “Guests” which is kind of annoying) can choose between the standard eight-inch display, or an available 12.3-inch high-resolution, split-screen multimedia display. Going further yet is Dynamic Voice Command, which Lexus says recognizes “millions more phrases” than their conventional systems.
2020 Lexus RX 450hL interior layout. Photo: Toyota Motor Sales, U.S.A., Inc.
Safety & Security
Safety? Of course a vehicle of this stripe will have enough safety stuff to make Ned Flanders sleep like a baby. There’s Lexus Enform Safety Connect and Enform Service Connect along with the Lexus Safety System+ 2.0 as standard equipment. This gives you stuff like daytime bicyclist detection, low-light pedestrian detection, Road Sign Assist, and Lane Tracing Assist. The Pre-Collision System can detect bicyclists and pedestrians in low-light situations.
Lane Tracing Assist also works in conjunction with the All-Speed Dynamic Radar Cruise Control and, in certain conditions, follows the car ahead of you. The Road Sign Assist gizmo displays road sign information in the instrument panel, which I don’t really see the efficacy of.
Related: Small package for the big city: meet the 2019 Lexus UX.
Essential Foundations
The 2020 Lexus crossovers get several updates to improve driving dynamics. The front and rear stabilizer bars are thicker, yet hollow to cut weight. They have reinforced bushings to reduce body roll and improve steering response. The shocks are re-tuned (natch) and feature a new friction control device to manage “high frequency vibrations,” meaning the RX and RXL should provide a smoother ride. The stiffer suspension reduces the overall noise and vibration from the road, Lexus says. And finally, active corner braking prevents understeer by clamping down on the inner tire.
If you want your RX or RXL with a hybrid drivetrain, that’s on offer as well. These are either the RX 450h or RX 450hL and serve up a combined 308 total system horsepower. For fuel economy, Lexus estimates 30 and 29 combined for the RX and RXL respectively. The ICE part of the hybrid system is a 3.5-liter V6 gasoline mill with two high-torque, electric drive motor/generators in the mix. The all-weather drive system employs a trick second independent electric motor to push the rear wheels when needed for optimal traction.
Photo: Toyota Motor Sales, U.S.A., Inc.
Related: Stylish and tech-focused: on the road with the 2019 Lexus RX 350 F SPORT.
F SPORT Treatments
If you’d like things a little more athletic and sporty than eco-conscious, the 2020 Lexus RX offers two F SPORT packages. The regular F SPORT package offers “the look” with additional tuning for a more muscular feel on the road. It includes a cold air intake (very Fast & Furious), active sound control, electric power steering, and a heated steering wheel. There are front and rear “performance dampers” and a Drive Mode Select system with Sport+ (very, very Fast & Furious).
By comparison, the RX F SPORT package includes an active variable suspension, which Lexus says is more responsive than prior systems. That active variable suspension is also borrowed from the mighty Lexus LC. Oh, and the RX F SPORT has Circuit Red seating with grey stitching on the seams.
No word yet on what the 2020 F SPORT packages will return for fuel economy. The current Lexus RX 350 F SPORT gets an EPA-estimated 19/26 city/highway and 22 combined mpg.
2020 Lexus RX 350 F SPORT interior layout. Photo: Toyota Motor Sales, U.S.A., Inc.
Pricing & Availability
The 2020 Lexus RX and RXL will start production in the third quarter of 2019. Pricing information is forthcoming. The current Lexus RX 350 starts at $43,820 with front-wheel drive; $45,220 with all-wheel drive. The current three-row RX 350L starts at $47,870 with front-wheel drive and $49,270 with all-wheel drive.
Tony Borroz has spent his entire life racing antique and sports cars. He is the author of Bricks & Bones: The Endearing Legacy and Nitty-Gritty Phenomenon of The Indy 500, available in paperback or Kindle format. Follow his work on Twitter: @TonyBorroz.
2020 Lexus RX Gallery

2020 Lexus RXL Gallery

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

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Volkswagen Atlas Cross Sport Concept: A Serious Contender?

Volkswagen Atlas Cross Sport Concept: A Serious Contender? In some ways, VW’s Atlas Cross Sport Concept is just that: A concept vehicle at an auto show loaded with gee-wiz features. In a lot of other ways, this is just VW’s latest SUV. But the real key to the Atlas Cross Sport Concept can be found in the press materials when VW says, “Atlas five-seater shows that Volkswagen has a serious SUV strategy.”
In other words, “take our SUVs seriously.” Well, should we take the Atlas Cross Sport Concept seriously?
Up To Speed
For those out of the loop, the quick sketch is that SUVs are a big deal. People want them, for a number of reasons you don’t have to be Sigmund Freud to really figure out. And car makers want to sell them, because the profit margins are higher than traditional cars. So, bottom line: Everybody wants in on the SUV game. And Volkswagen is kind of late to the party. So, their Atlas Cross Sport Concept has to hit all the right notes and make an impression.
The Atlas Cross Sport Concept sits right in the middle of the SUV world. It’s not huge, like an Escalade, and it’s not goofy and tiny, like a Nissan Juke (if the Juke even counts). The Atlas can seat five and carry a lot of their stuff, and it looks like a modern SUV: a big, two-box design resembling a station wagon on steroids.
The Volkswagen Atlas Cross Sport Concept on display at the 2018 New York International Auto Show.
Just Enough
The Atlas Cross Sport Concept is 7.5 inches shorter than the run-of-the-mill Atlas, yet it keeps the same wheelbase. The most notable loss is that third row, which knocks the seating capacity down to five. So the Atlas Cross Sport Concept is not aimed at big families, but it’s still big enough for most people and most families to use most of the time. VW goes on and on about how it looks, but to my eyes, it’s rather inoffensive and generic and, if anything, there’s not much there to even criticize. What really sets VW’s Atlas Cross Sport Concept apart is the hybrid drivetrain.
Power & Performance
Volkswagen notes the Atlas is based on the company’s modular transverse matrix (MQB) platform, and that it can be “built with all manner of drive systems, including a plug-in hybrid drivetrain.” In other words, look for a bunch of engine choices across the range.
The concept uses the same 3.6-liter V6 FSI engine as the “normal” Atlas, putting out 276 horsepower and 266 lb-ft. of torque. However, that’s just the start, since output is enhanced by two electric motors “fueled” by a compact 18.0 kWh lithium-ion battery housed in the center tunnel. The front motor puts out 54 horsepower and 162 lb-ft. of torque, and the rear motor adds 114 horsepower and 199 lb-ft. of torque to the party. This means a total system power output of 355 horsepower and 1,439,294 lb-ft. of torque.
Wait, I think my figures are a little off for the torque? Let’s just say it puts out a lot of torque, okay? Anyways, you add all that up and this VW concept hits 60 in just 5.4 seconds, topping out at 130 mph.
Photo: Volkswagen of America, Inc.
Drive Modes
And here’s where things get interestingly geeky and gearhead-centric. The software genies that control everything do some very interesting stuff, allowing this concept to operate in any of five modes: E-Mode, Hybrid, GTE, Off-Road or Battery Hold/Battery Charge.
The vehicle always starts out in the all-electric E-Mode if the battery is sufficiently charged. The all-electric driving range is up to 26 miles. Impressive. In E-Mode, drive power is entirely supplied by the 114 horsepower electric motor at the rear axle. Further, the gasoline engine is decoupled from the drivetrain and shut off. As soon as the software decides it needs the V6, it is recoupled to the drivetrain in an almost unnoticeable process.
When working in Hybrid mode, the V6 and/or rear electric motor automatically engage. If the battery is not sufficiently charged at this point, lifting your foot off the accelerator or hitting the brakes will turn the electric motors into generators where the energy recovered from braking is pumped into the lithium-ion battery. In GTE, which is driver-activated via a button, the throttle map, gearshifts, and steering feel sportier, and the V6 and the electric motors work together to access the full system’s power output. Ya-hoo!
If the driver activates the Off-Road mode, the Atlas Cross Sport Concept goes full-on all-wheel drive. The battery’s state of charge is low, and the front electric motor is exclusively used as a generator for the electric motor on the rear axle. This is said to give this show-car Atlas very impressive off-road ability.
Finally, the dual Battery Hold/Battery Charge mode is activated from a menu in the infotainment system. Battery Hold means the energy content of the battery stays constant and Battery Charge means the battery is charged while driving; and all this sounds quite clever. For example, you might use this mode to intentionally prep for driving in the all-electric mode.
Photo: Volkswagen of America, Inc.
In Person
Will this concept be built? Probably, but that’s not the point, I think. The point here is that VW could be sitting on a very flexible drivetrain that can be dropped into a large number of future vehicles. We will have to wait and see. In the meantime, the Atlas Cross Sport Concept is on display the New York International Auto Show, now through April 8th at the Jacob Javits Convention Center.
Tony Borroz has spent his entire life racing antique and sports cars. He is the author of Bricks & Bones: The Endearing Legacy and Nitty-Gritty Phenomenon of The Indy 500, available in paperback or Kindle format. Follow his work on Twitter: @TonyBorroz.
Volkswagen Atlas Cross Sport Concept Gallery

Photos & Source: Volkswagen of America, Inc.

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How Many Easter Eggs Can Your Favorite HD Truck Haul

How Many Easter Eggs Can Your Favorite HD Truck Haul If I could offer one nugget of advice for the Easter Bunny (assuming he’s reading) it would be to ditch the basket and get a truck. While the basket certinately has a novelty flare synonymous with the Easter season, hauling chocolate bunnies, jelly beans, and painted eggs is much easier with a big truck. The question is what truck would best suit the Easter Bunny, and the team at Royalty Core set out to find the answer.
Colorful Numbers
Based in Oregon, Royalty Core designs and hand-builds custom performance grilles, emblems, and headache racks. Their grilles and other unique truck parts have been featured in dozens of industry magazines, and are often part of award-winning SEMA builds. The staff came up with a math formula to get the hard boiled egg-hauling totals for the new Ford F-250, Chevy and GMC 2500 HD base models, Nissan Titan XD, and Ram 2500.
“We’re all about customizing your truck, so we thought adding something decorative to the bed would be a fun way to measure just how much these trucks can handle,” said Robb Kamp, owner of Royalty Core.
Here is Royalty Core’s brain scrambling (see what I did there) formula to determine how many eggs these trucks can haul.
One U.S. large, dyed egg weighs about 57 grams.
The egg’s density is 1.03 grams/cm3, so the egg is about 56 cm3 (3.4 cu. in.) in volume.
Round that measurement to 3.75 inches to account for the empty space around each egg.
Eat a chocolate bunny (optional).
Next, convert the volume of a truck bed from cubic feet to cubic inches, and divide by 3.75 to come up with an egg count.
Now, convert the weight of an egg in grams to pounds (57 grams = 0.126 pounds), and multiply by the egg count to get the total egg weight.
Write it all down in a table, check your work, and then brag to your friends about how much better your truck is than theirs.
“I can tell you when we started this, we weren’t sure any of the trucks could handle their max capacity of Easter eggs,” Kamp added. “That was surprising.”
The Nissan Titan XD is great for hauling hay. Easter eggs on the on the other hand? That’s a different story. Photo: Nissan North America.
And The Winners Are . . .
Weight totals mostly stayed beneath or just over each truck’s maximum payload, but one truck couldn’t haul the number of eggs that actually fit in its bed. Here’s the bed size, egg capacity, and whether or not these trucks were up to the challenge:
2018 Chevy 2500 HD – 61 cubic feet + 28,109 eggs = 8 pounds more than max payload.
2018 Ford F-250 – 65 cubic feet + 29,952 eggs = 3,774 pounds. Yes, it can haul!
2018 GMC 2500 HD – 61 cubic feet + 28,109 eggs = 8 pounds more than max payload.
2018 RAM 2500 – 58 cubic feet + 26,726 eggs = 3,368 pounds. Yes, it can haul!
2018 Nissan Titan XD – 59 cubic feet + 27,187 eggs = 516 pounds more than max payload.
So, based on this, the Easter Bunny (should) be getting either a new Ram or Ford. Chevy fans can counter by simply saying the Easter Bunny isn’t real. Nissan fans should just opt for the traditional Easter basket. It can probably haul more eggs.
Royalty Core’s graphic is below, with a version you can share on social media here. Happy Easter and sorry Nissan fans!
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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Brembo Showcases Next Gen, High Performance Caliper In New York

Brembo Showcases Next Gen, High Performance Caliper In New York Brembo introduced a new brake caliper for the high performance road car market during the New York International Auto Show. Brembo says the new caliper comes by way of rigorous study and a dedication to create functional products with engaging shapes. The company drew on over 45 years of Motorsport experience and over 300 racing championships as they developed the new caliper.
The goal was to create something that could match the shape, color, and exclusivity of high performance cars.
New Applications
Brembo’s engineers focused on the caliper’s geometry, reducing the mass of the areas not subjected to stress during braking. To get a better understanding on how to accomplish this, topology optimization was utilized. Topology optimization is a software tool that allowed the engineers to simulate the stiffness of the caliper and locate excess material. This application is more common for racing brakes, being used now for the first time for a cast aluminum caliper intended for road cars.
Brembo has a number of similar innovations for road-going performance cars already, including a hybrid material braking system for the 2019 Corvette ZR1.
New Benchmarks
With the minimized curves and material reduction, a weight savings of 400 grams per wheel was achieved, marking the highest ratio of weight/stiffness ever for a cast aluminum caliper for road use. Brembo says the new caliper will be used in conjunction with carbon ceramic discs and can be made in a variety of colors.
In Person
Brembo’s new caliper is equipped to the 720 horsepower Pagani Huayra, located inside their display at the New York International Auto Show, now through April 8th at the Jacob Javits Convention Center.
The Automoblog Staff contributed to this report and can be reached anytime.

Photos & Source: Brembo SpA.

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2017 Mazda CX-9 Signature AWD Review

2017 Mazda CX-9 Signature AWD Review

The 2017 Mazda CX-9 offers up three-row seating, abundant features, and plenty of safety tech for growing families. But it’s the driving dynamics that set this family hauler apart from the seven-passenger SUV segment. In the top Signature trim, the CX-9 is exploring new territory, and that puts it up there with some of the luxury brands.
It’s the most luxurious in this class.
We recently drove the 2017 Mazda CX-9 Signature trim with all-wheel drive.
What’s New For 2017
Not much has changed except for the Mazda CX-9 Touring trim now comes standard with Smart City Brake Support. On the Signature trim, it comes standard as well.
Features & Options
The top-of-the line 2017 Mazda CX-9 Signature AWD ($44,315) comes standard with plenty of features for families. It has 20-inch alloy wheels, automatic LED headlights, tri-zone automatic climate control, leather-wrapped steering wheel and shifter, 60/40-split folding second-row seats, 50/50-split folding third-row seats, and a rearview camera.
It also comes with heated mirrors, a power lift gate with adjustable height stops, keyless ignition and entry, an auto-dimming rearview mirror, blind-spot monitoring with rear cross-traffic alert, low-speed emergency braking (Smart City Brake Support), heated front seats, premium leather upholstery, an eight-way power-adjustable driver’s seat (four-way front passenger seat), an 8-inch infotainment display, and two USB ports in the second-row center armrest.
Other features include LED fog lights, automatic wipers, roof rails, a sunroof, and adaptive cruise control.
Safety tech includes lane keeping assist, rear parking sensors, upgraded frontal collision warning and mitigation systems, and a heads-up display. Driver-seat memory functions, retractable sunshades for the middle-row seats, aluminum interior trim, and additional interior lighting are also included. Navigation, a 12-speaker Bose premium audio system, and satellite radio are standard; the Signature variant also adds exterior LED accent lighting and rosewood interior trim.
Total MSRP including destination: $45,855.

Interior Highlights
Comfortable and upscale are the two best words to describe the cabin of the XC-9 Signature trim. This top-trim makes liberal use of plush materials on the inside that we usually see in premium luxury vehicles. The fit and finish is tight, and the quality of materials are the best in this three-row crossover class. The CX-9 feels larger than it looks on the outside, and there’s plenty of room for taller adults.
The front seats are extra comfy and they won’t leave you tired at the end of the day, as we found out on two longer trips to Colorado Springs this week. The interior is extra comfortable for those long commutes, and for taking the family on a trip to the mountains for a weekend ski trip. The second row will easily accommodate two adults, and the third row is ideal for kids. There are two complaints we have, however: The front and rear doors are relatively short and we found ourselves hitting our head when we got out. There’s no heated steering wheel, which is a surprise for this top trim.
The CX-9 will hold as much cargo as most families will need, although it’s less than competing SUVs and crossovers. The power liftgate made it easy to load the extra cargo we had this week.

Engine & Fuel Mileage Specs

The 2017 Mazda CX-9 is powered by a 2.5-liter turbocharged four-cylinder engine, producing 227 horsepower and a healthy 310 lb-ft. of torque. It sends power to all four wheels by way of a six-speed automatic transmission. All-wheel drive is standard on the Signature model.
EPA fuel mileage estimates are 20/26 city/highway and 23 combined mpg.
Driving Dynamics
We think the CX-9 drives much smaller than its actual size. It has Mazda’s sporty nature, which driving enthusiasts will appreciate. It’s nimble in city traffic and has a smooth, comfortable ride on the open highway. The cabin is especially quiet due to the raked body style with very little wind noise even at 75 mph.
On curvy mountain roads west of Denver this week, we experienced some body lean, but overall, the CX-9 powers around the tight curves with little effort. The 2.5-liter turbocharged engine has more power than you would think for an engine this size and will satisfy most drivers.
The CX-9 had no trouble passing slower traffic, even at altitude in the rarefied air near Evergreen, Colorado. We had no trouble accelerating quickly when merging – the 6-speed automatic transmission with Sport Mode is smooth and executes quick shifts when you need the extra boost. We had a heavy snow storm hit the west side of Denver that left us shut down for over an hour when they closed I-70. The all-wheel drive worked flawlessly and we had no trouble in the slick ice and snow that left others by the side of the road.
That said, we would characterize the CX-9 as one that gives the driver a feeling of confidence.
Conclusion
The 2017 Mazda CX-9 Signature AWD trim delivers a level of luxury often seen in more expensive brands. Those who need a three-row crossover for commuting or taking the family on a ski trip on snow-packed roads will find the CX-9 will meet their needs. It delivers an impressive degree of comfort thanks to a smooth ride, quiet cabin, and a stylish raked design.
For more information about the CX9’s different trim levels, visit this page here.
Denis Flierl has invested over 25 years in the automotive industry in a variety of roles. Follow his work on Twitter: @CarReviewGuy
2017 Mazda CX-9 Gallery

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2017 Mazda CX-9 Official Site
Photos: Mazda North American Operations

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2018 Dodge Durango SRT: Not Your Father’s SUV

2018 Dodge Durango SRT: Not Your Father’s SUV

Well, Dodge has finally done it. The mad monks from the SRT Division have gotten loose, and got their hands on an innocent, mild-mannered SUV, the 2018 Durango. In this case, they have gone and stuffed a 6.4 Hemi into it and called it the “Dodge Charger of the Full-size SUV Segment.”
We at Automoblog couldn’t be happier. Look, we wear our biases on our sleeves here. Okay, maybe I shouldn’t speak for all of us (although I’m 99% sure of this) but at least I think that any car that’s good (as it is) can be made better by more power.
In the case of the 2018 Dodge Durango SRT, that turns out to be a lot of power. Specifically 475, which strikes me as both “a lot” and “quite adequate” amounts of horsepower.
Powerful Dialogue
Does any other car manufacturer do this? Are their any other hot rod SUVs out there? Porsche makes some pretty hairy Cayenne models, as does BMW with their X Series and Mercedes with AMG-plastered this and that. But when it comes to American iron, the 2018 Dodge Durango SRT is pretty much it, and the 2018 Dodge Durango SRT is about as ‘Murican you can get with a capital M.
Like seemingly all Mopar products, the discussion starts, and pretty much finishes under the hood. There you find the aforementioned 475 horsepower engine. The plant is, of course, a Hemi (or as Dodge prefers it: HEMI, in all caps, like it’s justifiably screaming at you). In this case, it’s displacing a healthy 392-cubic-inches. Dodge says the new 2018 Durango SRT is the most powerful three-row SUV and I am not going to quibble with them.
Torque? 470 lb.-ft. The exhaust system is new and tuned to sound like all high-performance Mopars.
“This is what you get, when you take everything great about the Durango and combine it with the performance of the Charger SRT: a 12-second quarter mile, toy-hauling, three-row muscle car,” said Tim Kuniskis, Head of Passenger Car Brands, Dodge, SRT, Chrysler, and Fiat – FCA North America. Photo: FCA US LLC.
Stamped & Certified
Even though the Dodge Durango weighs slightly less than a UPS truck (I’m guessing) Mopar says it’s the fastest SUV you can get. Oh, I’m sorry, Dodge doesn’t say that, the friggin’ NHRA says that. Yup Dodge went and handed the Durango SRT over to the National Hot Rod Association, the people who run professional drag racing, and the NHRA certified that the Durango SRT can pull quarter-mile times of 12.9 seconds, and hit 0-60 miles per hour in 4.4 seconds.
I’ll let those numbers sink in – go ahead and compare them to what your car (your current car, not your truck) is capable of laying down – while I ponder the fact that, when I was in high school, up the street from me was one of the local hot shoes who thought he was the business with his Pontiac GTO. He was turning quarters in the mid-14s.
This is a truck, gentle readers. This is something with utility.
It just doesn’t just haul you know what; it can also haul things. And people. The Durango SRT has best-in-class towing capability of 8,600 pounds. It has three rows of seats. You can pick up the kid’s soccer team, realize you’re late for the match, step on it, and make it on time. Think of the unabated joyful screaming from the little nippers as garnish on the side of the plate.
The 2018 Dodge Durango SRT has functional center air-inlet ducts, flanked by heat extractors on the hood that keep the engine bay cool by removing hot air from the engine compartment. Photo: FCA US LLC.

Style & Design
It is not exactly a sleeper, however. There are new exterior bits and bobs like a wide body exterior design and a functional SRT hood – that’s the one with the center air inlet ducts and heat extractors off to the sides. The front fascia is new and the lower valence houses a new cold-air duct and LED fog lamps. A new SRT-inspired, body-color lower fascia with Gloss Black accents decorates the rear.
The 4-inch dual exhaust pipes are finished in Nickel Chrome and make for a very pleasing touch.
The Durango SRT is also has unique badging on the liftgate that denotes the new performance AWD system, and it’s available in 11 exterior colors, so you should be able to find something that suits your fancy.
On the inside, there’s standard leather and suede, with available high-performance Demonic Red Laguna leather seating. Cute, huh? There’s also new carbon-fiber trim to distinguish Durango SRT’s performance interior. Other interior treatments come in the way of technology and connectivity with the Uconnect 8.4-inch touchscreen. In there, driver’s will have access to Apple CarPlay, Android Auto, and many different apps.
The Uconnect system also houses the SRT Performance Pages, where the Durango’s various performance stats and specs can be viewed in real-time.
The TorqueFlite eight-speed automatic transmission takes into account variables, including engine torque gradients, kick-down events, longitudinal and lateral acceleration, grade changes, tire slip, and downshift detection to determine the appropriate transmission shift map. Photo: FCA US LLC.
Transmission Tech
The SRT’s transmission is the venerable TorqueFlite, only this one has been seriously monkeyed with. It’s an eight-speed automatic slush box specifically calibrated for the Dodge Durango SRT, with optimized shift points to deliver maximum torque to all four wheels. The transmission is operated via a new, driver-oriented electronic T-shifter. This is standard on all 2018 Durango models and provides you with instinctive gear selection – there’s also paddles behind the steering wheel to make choosing ratios easy and fun.
Drive Modes
The Durango SRT has an all-new, seven-mode drive system to give the driver (that would be you) the capability to adjust the settings to exploit performance or comfort. Out of the seven, there are two really worth mentioning: Sport Mode and Track Mode. The Sport Mode, which is new, reduces shift times by up to 50 percent versus Auto Mode and delivers up to 65 percent of the 392 HEMI engine’s torque to the rear wheels. Sounds fun, yes?
The Track Mode, also new, delivers all-out, track-oriented performance with shift times lowered to 160-milliseconds, and up to 70 percent of the engine’s torque to the rear wheels – this for for a more, a-hem, pronounced rear-wheel drive experience.
See, that sounded rational, didn’t it? Reading about “Track Mode” on an SUV! Just how bananas are these guys? They seriously have accounted for the possibility of you taking a truck out on the track.
The 2018 Dodge Durango SRT rides on a short-and long-arm (SLA) independent front suspension with coil springs, specially tuned Bilstein adaptive damping suspension (ADS), upper-and lower-control arms (“A” arms), and a stabilizer bar. In the rear, a specially tuned multi-link suspension design features coil springs, Bilstein ADS, aluminum lower control arms, independent upper links (tension and camber), plus a separate toe link, and a stabilizer bar. Photo: FCA US LLC.

Suspension & Braking
It’s not all just a big whompin’-stompin’ engine though, oh no. The performance-tuned AWD system is new and there’s a complex Active Damping System that opens and closes damper valves, according to which driving mode you choose. The springs are stiffer all around, 3 percent up front and 16 percent out back, along with an 18 percent stiffer rear sway bar. Dodge says this gives Durango SRT drivers “outstanding high-speed cornering capability.”
Okay, but you go find out whether that’s true or not first, then I’ll take it for a drive.
They also point out the 120-inch wheelbase and how it works in conjunction with the AWD system to deliver solid performance.
Yes, you can stop this thing. New Brembo high-performance brakes are fitted with six-piston calipers up front and four-piston calipers at the rear. Yes, they are vented rotors at all four corners. Yes, they are roughly the size of pizzas, measuring 15 inches up front and 13.8 inches out back. Oh and the fronts are slotted.
Availability
Here’s a nice little bit Dodge throws in when you sign on the dotted line, purchasing one of these rides: All who buy a new Durango SRT will receive a full-day session at the Bob Bondurant School of High Performance Driving. Nice!
The 2018 Dodge Durango SRT will arrive at dealerships during the fourth quarter of this year. I’ve told the rest of the staff here at Automoblog they can get in line behind me, and then eat my dust.
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 Dodge Durango SRT Gallery

Photos & Source: FCA US LLC

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Aston Martin AM-RB 001: Airflow, Energy & Art

Aston Martin AM-RB 001: Airflow, Energy & Art

Giving Adrian Newey a clean sheet of paper and a functionally unlimited budget is sort of like giving the same to J. Robert Oppenheimer. Unsurprisingly, the results will be pretty similar: A considerable crater on the desert floor, and the sand turned into glass.
For those of you that don’t know, Newey is the head tech guy at Red Bull Racing, the F1 team funded by that anti-freeze/caffeine drink that makes you shake for the next 34 hours. Before that he was at Jaguar’s F1 team. Before that, McLaren. Before that, Williams. Before that, he designed a Leyton House March F1 car that nearly won.
Air Time
Now, I’m not going to say that Newey has made a pact with devil or anything, but he is a master of the dark art of aerodynamic engineering. Gifted doesn’t begin to describe the guy’s ability. Kelly Johnson, a fellow who knew a thing or two about aerodynamic engineering, is famous for saying, “aerodynamics is easy, once you can think like air.”
Near as I can tell, Newey is air.
Look at any of the competition crushing cars he made for Red Bull or McLaren or Williams. Want an even more up to date specimen? Have a look at the AM-RB 001, the hypercar he’s designed for Aston Martin. I swear, I’ve seen more irregular-shaped dolphins. From certain angles, there seems to be more space than car. The underbody and wheel treatments alone are staggering in both beauty and aerodynamic intent.
Photo: Aston Martin The Americas.
Beating Pulse
The company says “the heart of every Aston Martin is its engine,” which Newey probably has more than a few quibbles with, but hey, the badge does say “Aston Martin” and not “Adrian Newey,” so the Gaydon, England company gets to call the shots.
In the case of the AM-RB 001, Aston pulled out all the stops and went with Cosworth to design and manufacture the AM-RB 001’s bespoke, high-revving 6.5-liter naturally aspirated V12 engine. No power specs have been given, but I’d be very surprised if the 6.5-liter Cossy put out less than 700 horsepower.
The mill is bolted to a 7-speed paddle-shift transmission, designed and manufactured by Ricardo, to Red Bull Advanced Technologies’ specification. In other words, the transmission is not going to be that much different than what Ricardo builds for Red Bull’s F1 cars.
Synergistic Design
Oh, and did I mention this thing is a hybrid? Well, it is. The AM-RB 001 lightweight hybrid battery system is supplied by Rimac. Lightweight is also the watchword for the carbon fiber chassis. The AM-RB 001’s MonoCell (that’s Aston Martin’s term for the monocoque chassis) is constructed from carbon fiber by Multimatic, long term racing supplier. Multimatic also worked with Aston Martin on projects such as the One-77 and Vulcan. All this profligate lightness is focused on the goal of a power-to-weight ratio of 1:1 – in other words, one bhp for every kilogram of weight.
You wanna stop? Say hello to Alcon and Surface Transforms, who will supply the lightweight, high performance brake calipers and carbon discs required to whoa this brute up. Bosch gets the nod to handle the control units. Engine Control Unit (ECU), Traction Control Unit (TCU), and Electronic Stability Programme (ESP) are all specific to the AM-RB 001.
Photo: Aston Martin The Americas.

Innovative Art
“Much like Formula One, designing, engineering, and building a car like the AM-RB 001 is a massive team effort. To achieve great things you need to surround yourself with the best people. Experience, creativity, energy, diligence, and perfectionism are absolute must-have qualities in every area of the project. Having great technical partners such as those working with us is both reassuring and motivating. Together we aim to produce an innovative piece of engineering art,” Newey said.
This was just before he disappeared in a puff of purplish smoke, like a fluttering of a raven’s wings.
When? Soon. How much? A lot. How many? Not many. Only 150 AM-RB 001s are planned, including all remaining prototypes, with 25 additional track-only versions. The first deliveries are expected in 2019.
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: Aston Martin The Americas

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2019 GMC Sierra AT4: No Road, No Problem

2019 GMC Sierra AT4: No Road, No Problem GMC Sierra fans are getting a little more bite for their bark as the 2019 GMC Sierra AT4 looms on the horizon. GMC says the truck is a “unique formula” becasue it blends off-road capability with technology and refinement. The new Sierra was recently revealed amid strong sales. Earlier in March, Duncan Aldred, Global GMC Vice President, explained that SLT and Denali models account for 87 percent of the brand’s total crew cab sales.
And now a new AT4 coming is down the pipe.
Essential Equipment
This GMC special rolls out of the factory with a two-inch lift, two-speed transfer case, locking rear differential, and skid plates. The Rancho monotube shock absorbers, hill descent control, and traction select system each increase the truck’s 4×4 capability. And there’s even a suite of advanced safety features like Surround Vision, Lane Change Alert with Side Blind Zone Alert, and Front Pedestrian Braking.
The GMC Sierra AT4 comes with three different wheel and tire combos: 18-inch wheels with all-terrain tires, or mud terrain-rated Goodyear Wrangler Duratrac tires, or the available 20-inch wheels with all-terrain tires. It’s your call.
Photo: GMC.
Power & Performance
Standard is the evergreen 5.3 V8 although the beastly 6.2 is available. GMC has not clarified horsepower or torque figures, but says both engines feature Dynamic Fuel Management. This replaces the current Active Fuel Management and differs in the sense it can shut off any number of cylinders, in a variety of combinations, to boost performance and efficiency. Dynamic Fuel Management enables the truck to operate on just one or all eight cylinders, depending on driving conditions.
GMC Sierra AT4 buyers can also opt for an all-new Duramax 3.0-liter inline-six turbo-diesel. The Duramax and 6.2 are paired with a 10-speed automatic transmission. The aforementioned traction select system contains preset drive modes tailored for different terrain or weather conditions. The different modes adjust the Sierra’s transmission shift points, throttle mapping, and StabiliTrak to optimize performance.
When loading up those ATVs for the wild country, the new Sierra AT4 will give adventure seekers plenty of towing tools. GMC’s ProGrade Trailering feature with a compatible smartphone app is on offer. The system includes a pre-departure checklist, trailer light test, tire pressure monitoring for the trailer, and maintenance reminders among others. There’s also a handy bird’s-eye view that shows up on the infotainment screen.
GMC’s MultiPro Tailgate features six functions and positions, second-tier loading, a standing workstation, and integrated hand grips and bumper steps. Photo: GMC.
Styling & Design
The GMC Sierra AT4 should look pretty slick coming down the road with its darker exterior finishes, black chrome, and touches of red. The front and rear bumpers and grille surround match the truck’s body color, and the C-shaped LED lighting is a nice touch. A premium high-gloss black finish was even applied to the window trim, mirror caps, and skid plate.
On the inside, drivers are treated to a darker cabin with tinted and textured aluminum finishes on the steering wheel, center stack, and sill plates. Long trips should be a breeze thanks to the leather-trimmed seats and Jet Black/Kalahari color accents. Special AT4 badging on the headrests and floormats finish off the interior treatments.
Pricing & Availability
GMC has not reveled pricing at this time. Expect the new Sierra AT4 at dealerships this fall.
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.
2019 GMC Sierra AT4 Gallery

Photos & Source: GMC.

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Waymo & Jaguar Land Rover To Create Self-Driving Fleet

Waymo & Jaguar Land Rover To Create Self-Driving Fleet Jaguar Land Rover and Waymo announced a strategic partnership to develop self-driving I-PACE electric vehicles for Waymo’s autonomous transportation service. The companies say the collaboration will strengthen their shared goals of making safe cars and increasing mobility for all populations. Testing will begin later this year.
“While we’ve been focused at Waymo on building the world’s most experienced driver, the team at Jaguar Land Rover has developed an all-new battery-electric platform that looks to set a new standard in safety, design, and capability,” said John Krafcik, Chief Executive Officer, Waymo.
Engineers from both Waymo and Jaguar Land Rover will use the testing data to refine the technology. The companies say the partnership focuses on safety and reliability, two things that have come into question recently after an Arizona woman was struck and killed by a self-driving vehicle.
Once testing is complete, up to 20,000 I-PACE vehicles will be built during the first two years, and be available for riders of Waymo’s driverless service. In the meantime, the Waymo Jaguar I-PACE will be shown at the 2018 New York International Auto Show, which opens to the public on Friday, March 30th.
The Automoblog Staff contributed to this report and can be reached anytime.
Waymo Jaguar I-PACE Gallery

Photos & Source: Jaguar Land Rover.

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