Automotive

2019 Ford Mustang Bullitt Ordering Now Open

2019 Ford Mustang Bullitt Ordering Now Open The 2019 Ford Mustang Bullitt was inspired by the Highland Green 1968 Mustang GT fastback Steve McQueen piloted in Bullitt now 50 years ago. As winter turns to spring, Ford dealers are ready to accept orders for the new Mustang Bullitt, a limited edition pony car with 480 horsepower.
“The new Bullitt will be every bit as cool and charismatic as the original ’68 Mustang,” said Corey Holter, Ford Car Group Marketing Manager. “Since its introduction earlier this year, Ford dealers have been fielding calls from customers wanting to know when they can order this unique piece of automotive history.”
Power & Performance
The new Mustang Bullitt features an open air intake, Shelby GT350 intake manifold, Brembo brakes, and a larger 87-millimeter throttle body. There are unique powertrain control module calibrations to help deliver the aforementioned 480 horsepower and 420 lb-ft. of torque. Top speed for the new McQueen machine is 163, an 8 mph increase versus the latest Mustang GT.
2019 Ford Mustang Bullitt. Photo: Ford Motor Company.
Colors & Treatments
Customers can choose between a Shadow Black or the more classic Dark Highland Green. There’s minimal badging inside and out, although the leather-trimmed interior features green accent stitching on the dashboard, door panels, center console, and seats.
Pricing & Availability
Those who opt not to order one won’t have to wait very long. The new Mustang Bullitt is expected at Ford dealerships this summer with a starting MSRP of $47,495.
The Automoblog Staff contributed to this report and can be reached anytime.
Photos & Source: Ford Motor Company.

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Lamborghini Huracán Peformante Spyder Comes To North America

Lamborghini Huracán Peformante Spyder Comes To North America Hey! All you New Yorkers! Get down to the New York International Auto Show and take a gander at the Lamborghini Huracán Performante Spyder. It’s the first time you can view the lighter and more open-aired Huracán in the flesh, er, metal, er carbon fiber. Ah, what the heck, all a yous guys from the whole tri-state area can come take a look! Even people from Jersey!
The Huracán Peformante Spyder made its North American debut during an intimate media unveiling in the heart of New York City. I was not there since I was both busy, and now almost completely feel that New York is trying to kill me, but that’s neither here nor there.
Light & Aerodynamic
What I have gathered though is that, by and large, the design, technology, and performance features found on the Huracán Performante are found in the Spyder in the same amounts. In other words, the Spyder is just as mean and nasty and fast as its tin-top brother, but with the added party trick of a lightweight, electro-hydraulic roof that opens in just 17 seconds. And you can drop that top up to speeds of 30 mph which is so boss.
The Performante Spyder is 77 lbs. lighter than its Spyder sister, thanks to the exclusive use of Lamborghini’s Forged Composite Structure and, with the top up, it still maintains the aerodynamic slipperiness of the coupé.
The Performante Spyder also comes with the Aerodinamica Lamborghini Attiva system. This is a trick bit of active aero that varies the load for either high down force or low drag, as well as facilitating aero vectoring in high-speed cornering situations. All of this adds up to outstanding driving dynamics both on the track and road.
The Lamborghini Huracán Performante Spyder has a dry weight of 3,322 lbs., with a distribution front/rear of 43/57 percent. Photo: Automobili Lamborghini.

Power & Performance
The Huracán Performante Spyder also gets an enhanced suspension, recalibrated ESC stability control, a more responsive Lamborghini Dynamic Steering system, and a permanent four-wheel drive layout for maximized traction in all situations. There is even a revised ANIMA . . . yeah, they really call it that. “ANIMA” is a driver “mode” system that customizes the setup of all the car’s dynamic systems. It comes in three settings: STRADA, SPORT, and CORSA.
Just like under the engine cover of the Performante Coupé, the Spyder has a naturally aspirated V10 engine, delivering 640 horsepower at 8,000 rpm. This plant is good enough for the Huracán Performante Spyder to accelerate to 62 mph in 3.1 seconds, and top out at 202. So yeah, it’ll blow your hair back.
Photo: Automobili Lamborghini.
Availability
Customers will begin taking deliveries this summer, and if you haven’t ordered yours yet, you’ll be happy to know the retail price is a mere $308,859 – which is right in line for that market segment. Red’s a good color. Get yours in red. I’m getting mine in red.
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.
Lamborghini Huracán Performante Spyder Gallery

Photos & Source: Automobili Lamborghini.

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Fiat Goes For Extra Flare With 500 Urbana Edition

Fiat Goes For Extra Flare With 500 Urbana Edition “Fiat named one of their cars after a college town in Illinois?” I hear you asking. No, not at all, my monolinguistic friend. Urbana is the Italian word for urban. And with this latest take on their perennial city car, it’s easy to see that the Fiat 500 Urbana Edition is designed to easily fit into city living.
Style Points
The Fiat 500 Urbana Edition, which just rolled onto the stand at this year’s New International York Auto Show, exists as a way for Fiat customers to brandish their personality, and stand out from the maddening city rabble. The Fiat 500 Urbana Edition is all about style and, sadly, not performance. There’s no word on a hot rod Abarth Urbana, but how could they not, eventually? The unique styling highlights include black-trimmed exterior lights and 16-inch “hyper-black” aluminum wheels.
Special Treatments
On the inside, there are sleek interior cues all over the place, including black Sport Cloth front bucket seats with nifty silver accent stitching and a snazzy black instrument panel bezel. The Fiat 500 Urbana Edition comes in five exterior colors: Pompei Silver, Bianco White Ice, Perla White Tri-Coat, Granito Gray, and Metallo Gray. Yes, for those of you that speak Italian, that one color translates as “White White Ice” which I think was also the name for that horrid rapper from Florida, but we’ll let that slide.
2018 Fiat 500 Urbana Edition. Photo: FCA US LLC.
X & L
The Urbana Edition is also available on the other 500 versions, the 500L and 500X. The 2018 Fiat 500L Urbana Edition, that’s the bigger version of the 500, the Longer one (although I think the L stands for Lusso) sports 17-inch black aluminum wheels, black exterior mirrors, and a black roof. The 500L Urbana Edition is available now.
The 500X somehow never got onto my radar, which is a shame because they offer an all-wheel drive version. At any rate, the 2018 500X Urbana Edition features Miron black-painted mirror caps, door handles, taillight surrounds, tailgate release, and a skid plate – so that’s more than most other Urbana variants right there. You will also find copper-accented side moldings and a special 500X logo along for the ride.
The wheels are 18-inch matte black deals that are accented with a copper center cap. You will also find Mopar side moldings on the 500X Urbana Edition. Yes, you read that right, “Mopar side moldings.” No, I don’t know what that means. And yes, I know that Fiat owns Chrysler. And yes, I am thinking the same thing you are: “Hey, if you could put Mopar side moldings on the thing, could you stuff a 383 in it??” If only!
2018 Fiat 500X Urbana Edition. Photo: FCA US LLC.
Wishful Thinking
Everything else on the various Urbana Editions is pretty much a box-stock Fiat 500. There’s that happy-to-rev 1.4-liter MultiAir Turbo plant cranking out 135 ponies and 150 lb-ft. of torque, however. Like I said, sadly no Abarth version for the Urbana, although the regular 500 gets the scorpion badge. But no 1.4-liter mill turning out 160 horsepower and 183 lb-ft. of torque for the Urbana. Sigh.
Availability
The 2018 Fiat 500 Urbana Edition will arrive at Fiat dealers (which the company insists on calling “studios”) this spring. In the meantime, it’s also on display at 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.
Photos & Source: FCA US LLC.

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Second Generation McLaren Super Series: Boy Can It Stop

Second Generation McLaren Super Series: Boy Can It Stop

With the Geneva Motor Show fast approaching, McLaren is gearing up for the roll out of the next generation of their Super Series. The one make series for well-healed racers is notable for a number of reasons, but have you seen how quick these things can stop?
Years ago, I was hanging out in the paddock at the Vancouver IndyCar race, talking with one of the sponsorship guys from Player’s Racing. Up walked the wife of one the honored guests, and she asked a very cogent question: “What’s the best thing that an IndyCar can do?”
Without missing a beat he said, “you have to remember that the fastest thing a race car can do is stop.”
Infinity And Beyond
It seems kind of counter-intuitive, but it’s actually true. If you’ve even gotten a ride around a track in a race car, or even better still, driven one yourself, especially a formula car, you know the braking forces are literally mind boggling. IndyCars can pull in excess of 4 Gs when they’re really on the binders. That’s enough to slide you forward in your seat against the already-tight harness, for your eyeballs to distend and start to come out of your sockets, and for your consciousness to gray-out.
I wasn’t kidding when I said “literally mind boggling.”
Road cars, even high performance ones, are not nearly this capable, but are still pretty impressive enough. This is just the feature McLaren is touting about with regard to the stopping capabilities of the new Super Series.
Raw Mechanics
The cars of the McLaren Super Series can do zero to 200km/h (124 mph) in 7.8 seconds, which is impressive enough. But if you stand on the binders, these things can brake to a standstill in just 4.6 seconds and 117 meters (about 384 feet). That is a full six meters less than the McLaren 650S supercar, nearly 20 feet shorter and almost on par with the McLaren P1 hypercar. And the P1 has to use all these gizmos like flaps and hybrid-regen braking and the like. The Super Series cars do it the old fashion way: Raw mechanics.
“As well as delivering the outstanding driver involvement and enjoyment for which the brand is renowned, McLaren’s new supercar will also excel in everyday driving,” explained Chris Goodwin, McLaren Automotive Chief Test Driver. “The extreme performance and dynamic prowess of the second-generation Super Series, honed by testing at the limits and beyond, provides the perfect foundation for it to be the most complete supercar across the full range of use.”
Okay yes, the guy is obviously biased, and yes, he is trying to make the people that sign his checks look good, but still, these things are very impressive. McLaren put out a short film showing Goodwin himself flogging the car like a rented mule, and it does look very capable – and fun. It must be a total hoot to have a car like this and a track all to yourself. The footage can be viewed below.
Photo: McLaren Automotive.

Brake Pedals & Papaya Orange
All this stopping aptitude comes down to lighter, stiffer brake calipers (most likely of a mono-block design) carbon-ceramic discs as standard (natch), and optimized brake pedal feel and modulation at the limit. Those last two will be key elements in delivering all the stopping power. Being able to hold your braking right at the limit of lock-up, and being able to modulate that is a real godsend.
McLaren also gives deserved credit to the new, bespoke Pirelli P Zero Corsa tires (which McLaren spells tyre, cause they’re quaint and British and are probably having tea and biscuits (i.e. cookies) as you read this). The new Pirelli skins are said to give a six percent improvement in mechanical grip compared to the McLaren 650S.
Finally, I have to give a big round of applause to McLaren for one of the nicest touches I’ve seen lately in a piece of corporate media. All of the main titles and such in their press releases are in a Papaya Orange font. Some people mistakenly refer to this color as “McLaren Orange” but they are wrong. The shade is properly referred to as “Papaya Orange” which is Bruce McLaren’s favorite color, and the color of all of his racing cars from back in the 60s.
Papaya Orange. Know it. Love it. Live it.
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: McLaren Automotive

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2018 Porsche Panamera Sport Turismo: Kinda Ugly But Really Powerful

2018 Porsche Panamera Sport Turismo: Kinda Ugly But Really Powerful

I know, pointing out that Porsche’s Panamera is as homely as a mud fence is kind of a cheap shot, and one that has been taken by almost anyone who has seen the car. But really, why split hairs over aesthetics when you see the performance numbers?
Porsche will be rolling out the 2018 Panamera Turbo S E-Hybrid at the upcoming Geneva Motor Show, but all the pre-release docs point out that this is the most powerful Panamera ever.
Performance & Efficiency
The 2018 Panamera Turbo S E-Hybrid, which is a plug-in hybrid, by the way, is the flagship of the Panamera line. The powertrain pairs the 4.0-liter V8 engine from the Panamera Turbo with an electric motor for a prodigious combined power output of 680 horsepower and 626 lb-ft. of torque. Porsche, with nary a hint of irony nor humility says that “only the limited production 918 Spyder has ever had more power.”
That little remark must really sit well with 911 and Cayman owners. Of course, that is offset by the fact that the Panamera is neither light, nor exactly nimble. So no one in a 911 should feel threatened.
Despite that power-to-weight trade off, the Panamera Turbo S E-Hybrid is anything but slow. 0 to 60 mph comes up in 3.2 seconds and Porsche’s big sedan tops out at 192 mph. And since this is a hybrid, the efficiency figures are pretty impressive as well, with the average fuel consumption at 2.9 liters per 100 kilometers, which works out to 81.11 mpg. The Panamera hybrid can drive on fully electric power for up to 50 kilometers, which is around 30 miles. More than enough for shorter trips to get groceries and the like.
The new Panamera Turbo S E-Hybrid employs a boost strategy derived from the knee-weakening 918 Spyder to help attain those performance figures. The drivetrain combines a 136 horsepower electric motor with a 550 horsepower twin-turbo V8 engine to provide the motive. There’s this gizmo called a decoupler that’s part of the Porsche hybrid module. The decoupler, triggered electromechanically, ensures responsive shifting between the engine and the electric motor.
Like all other Panamera models, the transmission is a quick-shifting, eight-speed dual-clutch box. This would be a further utilization of Porsche’s famed PDK transmission (or Doppelkupplung, which is hysterically funny to try and pronounce without sounding like a Muppet). Everything gets sent through the standard active all-wheel drive system with Porsche Traction Management.
Photo: Porsche Cars North America, Inc.
Battery & Charging
The electric motor itself, usually a rather boring piece of kit, is powered via a liquid-cooled lithium-ion battery with an energy capacity of 14.1 kWh. So, that’s pretty fine that you need a radiator for the car’s battery, if you ask me. Yes, yes, I know, charging. The next biggest bug-a-boo on any sort of EV or plug-in hybrid, after range concerns, is charging times and schemes. The Panamera’s high-voltage battery takes 12 hours to fully charge via a common 120 volt, 10 amp connection, which is what you have in the walls of your typical American home.
No, this is not very fast, but, you don’t need to drag some guy from the IBEW out to your house to install a 220 volt line. Really, when you’re dealing with that much juice, leave it to a pro, okay?
You do have the option of getting a 7.2 kW on-board charger instead of the standard 3.6 kW unit. This drops the time to less than three hours with a 240 volt, 40 amp connection. Yes, you have to monkey with your house wiring, or, more prudently pay someone to do it for you, but if you can plunk down the cash for a Porsche, you can afford this.
The charging process can be easily managed using a timer via Porsche Communication Management, or through the Porsche Connect app for smartphones. Photo: Porsche Cars North America, Inc.

Abundant Tech
With that much golly-gee-willikers tech in the drivetrain, it’s unsurprising to find the rest of the car just as slathered with high tech goodness. There’s a 12.3-inch touchscreen for dealing with the Porsche Communication Management system with integrated navigation, and smartphone incorporation via Apple CarPlay. Air suspension? That comes standard. Porsche Ceramic Composite Brakes, check. Porsche Dynamic Chassis Control Sport including Porsche Torque Vectoring Plus, check and check.
Power Steering Plus and Sport Chrono Package? Of course sir or madam. Auxiliary air-conditioning, adaptive aerodynamic elements, and a three-chamber air suspension including Porsche Active Suspension Management are also standard. The Executive version, that’s the one with the longer wheelbase, is equipped with rear axle steering, 8-way power rear seats (with comfort head rests), and 4-zone climate control.
Cost? A lot. Like condo in suburban Seattle a lot. The 2018 Panamera Turbo S E-Hybrid will run $184,400 USD, and the Panamera Turbo S E-Hybrid Executive will start at $194,800 USD.
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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Cee’s Black & White Photo Challenge: Cars, Trucks, or Motorcycles

This week’s Cee’s Black and White Photo Challenge (CB&W) topic is Cars, Trucks, or Motorcycles. You vehicles this week can be vintage or right off the assembly line. They can be rusty and crusty and found somewhere in the an old barn or in the woods. They can be extra shiny and prime for show. […]

via Cee’s Black & White Photo Challenge: Cars, Trucks, or Motorcycles — Cee's Photography http://carsecret.atspace.eu/blog/cees-black-white-photo-challenge-cars-trucks-or-motorcycles/

Ford Proposing Cars That Are Virtual Personal Assistants

Ford Proposing Cars That Are Virtual Personal Assistants

According to Ford, by 2022 nearly all new cars are expected to offer voice recognition, and future systems may evolve to interpret tone of voice and facial expressions. This will come as a surprise to people who drive Ariel Atoms and Lotus 7s, and as no surprise to anyone who thinks it’s over-reach at best, and a bad idea in general.
Look, Ford’s in-car connectivity system SYNC 3 works really well. It already has voice control and integrates with Apple CarPlay and Android Auto. Soon we will be able to use Amazon’s virtual assistant Alexa as part of SYNC.
That’s all fine and good, I guess. What is not good is this:
Keep It Simple Stupid
According to Ford subcontractor Nuance, within the next two years, voice control systems could prompt us with: “Would you like to order flowers for your mom for Mothers’ Day?” “Shall I choose a less congested but slower route home?” And “you’re running low on your favorite chocolate and your favorite store has some in stock. Want to stop by and pick some up?”
No. No I would not. You know what I would like to do: Drive. Look. I’m not a Luddite. I like technology. But I am also opposed to any technology being added to a car that makes driving it harder or more complicated.
Adding stuff like this to a car is solving problems that do not exist, and overlooking problems that are already there. It rather reminds me of the time when someone pointed out to Triumph that people weren’t buying their cars because they were scared of them being unreliable. Triumph’s answer: Make them easier to work on. Triumph thought the problem was solved. The market thought otherwise.
The answer to traffic is not to figure out that you’re upset by it and sing you a happy tune, it’s to make less traffic. And believe it or not, singing you a happy song is just what Nuance would like to do.
“We’re well on the road to developing the empathetic car which might tell you a joke to cheer you up, offer advice when you need it, remind you of birthdays, and keep you alert on a long drive,” said Fatima Vital, Senior Director of Marketing Automotive for Nuance Communications.
Ford brings the industry’s first in-car Alexa integration with SYNC 3 AppLink. Alexa provides the ability to command and operate internet-enabled functions such as lighting, security systems, garage doors, and other Alexa smart home devices. Available home-to-car features allow electric vehicle owners to start and stop their engine, lock and unlock doors, and monitor vehicle readings, including fuel level and battery range. Photo: Sam VarnHagen.
Facial Recognition, Mood Interpretation
Why they thought this was an answer, and to what problem is beyond me. What we do know is that Nuance helped Ford develop voice recognition for the SYNC in-car connectivity system, so Ford seems to listen to these people, which does not fill one with confidence. Ford predicts that future in-car systems like SYNC will evolve into personal assistants that can shuffle appointments and order take-out food when drivers are stuck in traffic jams.
No. Seriously.
Ford and Nuance think the cars of tomorrow will be able to pick up on tiny changes in our facial expression, as well as modulations and inflections in our speaking voice, easing the driving experience.
Yeah, just what I want. Some idiot blows through a red light, I nearly hit him, the car picks up on “tiny changes in my facial expression and modulations and inflections in my speaking voice,” i.e. I turn red in the face and start screaming at another driver’s inattentive behavior that nearly cost me my life, so the car decides to play “The Piña Colada Song” to calm me down. Yeah, bad idea.
In the future, our vehicles may be able to read our facial expressions and respond. Photo: Ford Motor Company.

Silence & Sneezes
Ford and Nuance say that advanced in-car systems equipped with sophisticated microphones and cameras could “learn which songs we like to hear when we are stressed and those occasions we prefer to simply enjoy silence.” The car could even change the interior lighting to complement our mood.
I don’t even know where to start with that mind bogglingly misdirected urge.
“Voice commands like ‘I’m hungry’ to find a restaurant and ‘I need coffee’ have already brought SYNC 3 into personal assistant territory,” said Mareike Sauer, Voice Control Engineer, Connectivity Application Team, Ford of Europe.
Hey Mareike, what will my car-of-the-future do when I lose it over the knuckle-dragging reprobate in front of me, fiddling with their voice recognition in-car assistant and driving 25 miles an hour under the speed limit? What if I demand that my car play Black Flag at maximum volume and order that it deploy The Hadron Enforcer on said knuckle-dragger?
It gets even goofier. Ford says future gesture and eye control would enable drivers to answer calls by nodding their head, or with short twisting motions, adjust the volume, or set the navigation with a quick glance at their destination on a map. They said nothing about what would happen if someone has a sneezing fit in the middle of allergy season or a total freak out over noticing a bee flying around in their car.
Want to give me a better car? Give me a car that looks like a Ferrari, goes like a cheetah, and costs like a Miata. Leave the digital minions in the hands of Apple or Google or Bill Gates.
Tony Borroz has spent his entire life racing antique and sports cars. He means well, even if he has a bias towards lighter, agile cars rather than big engine muscle cars or family sedans.

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2017 Honda CR-V: Product & Performance Overview

2017 Honda CR-V: Product & Performance Overview

The 2017 Honda CR-V is really about good things getting better. It’s one of America’s best-selling SUVs, with lots of features and performance attributes to match. Now in its fifth generation, the 2017 Honda CR-V has more cargo space, new interior refinements, and increased levels of connectivity and comfort.
The CR-V’s new body architecture provides benefits as well, from ride and handling to steering response.
Nearly 4 million CR-Vs have been sold in the United States over the last 20 years. If you are considering one, here is a breakdown of the 2017 Honda CR-V.
Exterior Design
The focus was a more aggressive stance, characterized by the combined appearances of the front end, fenders, and headlights. Honda also wanted to achieve a sophisticated and athletic presence, as seen in things like the longer wheel base and short rear overhang.
Honda even took the hood into consideration and the dual exhaust is a nice touch too.
Although, the 2017 Honda CR-V is more than a pretty face – it’s functional and efficient. With the automaker’s first Active Shutter Grille system, aerodynamic drag is reduced to increase fuel efficiency. The A-pillars are narrower to increase visibility. At the rear, the tailgate will open and close by simply waving your foot under the vehicle (optional).
Photo: Honda North America.
Interior Finish
Honda wanted to set a new standard here as they focused on refinement, utility, and premium features. The new soft-touch instrument panel, seat stitching, and color TFT driver information interface are prime examples. Other creature comforts include a remote start, dual-zone climate controls, heated side mirrors, and dual rear USB charging ports.
In the way of comfort, the front passenger seat has a 4-way power adjustment while the driver’s seat has an 8-way power adjustment and 4-way power lumbar support.
The 2017 Honda CR-V is well connected with a 7-inch touchscreen Display Audio interface. The Android operating system has an available Honda Satellite-Linked Navigation System, developed in partnership with Garmin. Smartphones are easily integrated through Apple CarPlay and Android Auto.
Cargo Space
There is plenty of room for everything from groceries and pets to people and sports equipment. Since the 2017 Honda CR-V has a winder stance and longer wheelbase, interior room has increased nicely. When compared to the previous model, total interior volume is up 1.8 cubic feet. This includes an increase in rear seat legroom by 2.1 inches, while total cargo length, with the second-row seats folded flat, increased by 9.8 inches.
A new 60/40 split rear seat design should make it easy to get passengers and cargo in and out.

Photo: Honda North America.

Engine Specs & Fuel Economy
Honda invested a significant amount of time here, focusing on responsiveness, fuel economy, and overall performance. The 2017 Honda CR-V offers two engines, both of which are pretty solid. The CR-V LX trims are powered by a 2.4-liter DOHC direct-injected i-VTEC engine with Variable Timing Control. The higher trims feature CR-V’s first turbocharged engine, a 1.5-liter DOHC, Direct-Injected in-line 4-cylinder with dual Valve Timing Control.
The first engine, the 2.4-liter, creates 184 horsepower and 180 lb-ft. of torque. Fuel economy is EPA rated at 26/32 city/highway and 27 combined with front-wheel drive. All-wheel drive, by comparison, is rated at 25/31 city/highway and 27 combined.
The second engine, the 1.5-liter turbo, comes in at 190 horsepower and 179 lb-ft. of torque. At first glance, the numbers seem pretty close (and they are) but the advantage for the second engine is where the torque is available: 2,000 to 5,000 rpm here as opposed to 3,900 rpm with the 2.4-liter.
Fuel economy ratings on the turbo engine are a bit better too: 28/34 city/highway and 30 combined with front-wheel drive and 27/33 city/highway and 29 with all-wheel drive.
Try not to stress too much here. If you are looking at the 2017 Honda CR-V seriously, pick the one that fits your budget. Either engine will be satisfactory. Both are paired to a continuously variable transmission (CVT) with Honda G-Shift control logic.
Last big item here is Honda’s Real Time AWD system, which will provide additional footing in bad weather. The 2017 Honda CR-V sees a significant increase, through this system, in maximum rear-wheel torque output. Finally, new electronic controls will provide better traction, regardless of the weather.
Photo: Honda North America.
Chassis & Suspension
To increase things like handling and ground clearance, a front MacPherson strut and a new rear multi-link suspension were employed. There are specially tuned low-friction dampers, while tubular front and solid rear stabilizer bars provide more response when turning and driving through corners.
The dual-pinion, variable ratio Electric Power Steering is essential here too, providing the driver with a strong sense of control. This will make maneuvering the vehicle through packed city streets, congested parking lots, or rush hour traffic relatively easy.
Safety & Security
One of the things we feel quite strongly about is Honda’s next-generation Advanced Compatibility Engineering (ACE) body structure. We are convinced it is one of the best designs on the market to keep you and your family safe. Essentially, ACE is a very strong, very stable front frame structure that provides protection in a frontal collision. The design disperses crash energy away from occupants (you and your family) by diverting that energy to upper and lower structural elements of the vehicle.
The 2017 Honda CR-V is targeting the highest available safety ratings, including an NCAP 5-star Overall Vehicle Score from the NHTSA and a TOP SAFETY PICK+ rating from the IIHS, including a SUPERIOR rating for frontal crash prevention when equipped with Honda Sensing.
Photo: Honda North America.
Development & Manufacturing
Honda offices in the United States and Japan worked together when developing the 2017 CR-V. The vehicle will be produced in North America at three different facilities: East Liberty, Ohio, Alliston, Ontario, Canada, and, for the first time, Greensburg, Indiana. Engines for the new CR-V will be manufactured in Anna, Ohio and in Alliston, Ontario, while the CVT will be produced in Russells Point, Ohio.
In essence, the 2017 Honda CR-V came to fruition through the collective efforts of the automaker’s various teams worldwide. The vehicle is on sale now with a starting MSRP of $24,045 USD.
Carl Anthony is Managing Editor of Automoblog and resides in Detroit, Michigan.
2017 Honda CR-V Gallery

Photos & Source: Honda North America

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2018 Camaro ZL1 1LE: Hang On, This Thing Is Fast

2018 Camaro ZL1 1LE: Hang On, This Thing Is Fast

As luck would have it (more to do with my lifelong addiction to racing) this past weekend was the Daytona 500. Driving the pace car was Jeff Gordon, fresh off his win (I thought he was retired) at the 24 Hours of Daytona. The car he was driving was a 2018 Camaro ZL1 1LE.
At one point he said, while pacing the field, cool as a cucumber, “y’know, this thing can top out right around 200 miles an’ hour.”
That’s all I needed to hear.
Running With The Pack
Now, I am not that much of a NASCAR fan. But this was the Daytona 500, so why not? However, I am enough of a fan of the stockers to know that at Daytona (and at Talladega etc.) a stock car tops out in the mid-190s, brushing up against 200. Yes, yes, I know. This is a restrictor plate track, and yes, I know they could go considerably faster if you pulled the plates and just let ’em run. Go ask Brian France why that’s the state of things, I’m not going to get into it here.
Anyway, Gordon’s statement of, “y’know, this thing can top out right around 200 miles an’ hour,” was clearly meant to be interpreted as “y’know, if I don’t pull into the pits, I bet I could hold these guys off for a lap or two!”
No, that’s not just my wishful thinking. The huge grin on Jeff Gordon’s face when he said it tells you it was fact.
Heavy Hitting
Now, the General will tell you the new ZL1 1LE is all about being a curve swallowing, straight-munching track machine – and make no mistake, it is – but c’mon, how much fun would this thing be on Woodward Avenue on a warm spring night? That smug yuppie jerk that’s been pacing you for the past three or four lights? This would wipe that conceited grin off his face like a chalkboard eraser.
Basically, the Bowtie Boys show us this is going to be one quick mofo.
For starters, the new ZL1 1LE was 3 seconds faster than the standard ZL1 Coupe around General Motors’ Milford Road Course. At 2.9-miles, that’s more than a second per mile quicker than the next quickest Camaro Chevy offers. That is a big gap.
How, might you ask, does Chevy make a Camaro this fast? Well, my busted-knuckle, greasy-nailed gearheads, they did it by working four main elements like Ali on a heavy bag: Aerodynamics, adjustable suspension, wheels and tires, and weight loss.
Photo: Chevrolet.
Aerodynamics & Suspension
Aero-wise there’s a bunch of new bits and pieces sprinkled onto the car. There’s a carbon fiber rear wing (and yes, it actually produces downforce and was finessed in a wind tunnel) and up front there are specific air deflectors and dive planes on the nose. Bottom line: grip is up, and cornering speeds are way up.
The adjustable suspension showcases racing-derived, lightweight dampers (front and rear) a with Multimatic DSSV (Dynamic Suspension Spool Valve) system. Yes, that’s a bunch of corp-speak, but what it gives the 1LE is excellent wheel and vehicle control. These front dampers can adjust the front-end ride height while the camber plates are also adjustable. The rear stabilizer bar? You get three adjustments there, and all of the suspension components are designed for quick changes at the track for “optimal performance and a quick return to street settings when the track day ends.”
Or, you know, you can just leave it on the track set up because that’s how you roll.
Tire Tech
The 1LE rides on new, lightweight forged aluminum wheels that are an inch wider but, curiously, are an inch smaller in diameter, front and rear, than the standard ZL1 wheels. Your guess is as good as mine, but I’m betting on better sidewall control and an obviously larger contact patch. The wheels are swathed in new Goodyear Eagle F1 Supercar 3R tires. Chevy says this is good enough to deliver a max lateral grip of 1.10g, which is really impressive. The new Goodyear skins were created solely for the Camaro ZL1 1LE. The 3R tires warm up faster, so as to stop you from embarrassing your self on the first corner of the first lap.
The new wheel-and-tire package weighs about 1.5 pounds less per corner.
Speaking of lighter weight, the lighter wheels and dampers, along with reduced thickness in the rear glass, and a fixed-back rear seat drop 60-pounds off the curb weight of a standard ZL1 Coupe. Look, lighter weight is always a laudable goal in performance oriented cars, but 60 pounds ain’t all that much, and Camaros, although relatively lighter, will never be mistaken for something Colin Chapman would make.
Photo: Chevrolet.

Engine & Braking
Besides, given the engine this thing has under the hood, weight issues aren’t really issues. In the case of the Camaro ZL1 1LE, said plant is a 650 horsepower, supercharged LT4 engine hooked up to a six-speed manual transmission with Active Rev Match.
Hence the big grin on Jeff Gordon’s face.
Stopping is down to Brembo brakes, with red calipers with the 1LE logo, because why not add a little bit of flash?
Other standard features comprise of dual-zone automatic climate control, Bose premium audio system, heated/ventilated front seats, and a heated steering wheel, because even though this is a track-focused car, this is not a track-only car. Only complete hair-shirt screwballs would insist on a factory car stripped of carpet and sound deadening and back seats and stipulate side windows made of Lexan.
But there’s no need to get into my personal kinks, this is all about the 1LE.
The 2018 Camaro ZL1 1LE goes on sale later this year and pricing will be announced closer to that time.
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: Chevrolet

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