Automotive

Scared of Nighttime Driving? New Ford Tech Can Help

Scared of Nighttime Driving? New Ford Tech Can Help

Among all those techno goodies like lane departure warning and automatic braking, some are actually capable of helping a driver in ways they cannot help themselves. Ford’s Pedestrian Detection system, for example, aims to help you see in the dark. Well, see pedestrians at night anyway.
Effectively, what we have here is a way to use on-board sensors that are already in place to do other things like look for, sense, and react to wandering pedestrians. In some ways, this strikes me as a good thing.
There are a ton of news stories out there about pedestrians too distracted by their smartphones, wandering obliviously into traffic and getting wham-o-ed into The Great Beyond.
Night Moves
Ford goes into great detail why, in the dark especially, this is not only difficult for even the most attentive drivers to counter, but also plays on the inherent fears built into our primitive brains. Ford says “night fears rooted in our pre-historic past cause stress behind the wheel,” and a new poll shows most people “worry about night blindness and many fear hitting pedestrians.”
And all of that makes sense, especially from a psycho-anthropological standpoint. And that’s Ford’s nice way of saying, “the stuff that scared the jeepers out of our Troglodytic ancestors still scares us.” So, yeah, fear handed down from cavemen causes stress on the road, and so does that Neanderthal in front of me who’s texting and driving at the same time. But that’s an opinion best left for another time.
Survey Says
Ford also points out how nighttime traffic accidents with pedestrians can be almost twice as likely to lead to a fatality. That is, statistically speaking, a pretty big jump. Ergo, it’s a jump worth paying attention to and trying to minimize. Ford surveyed thousands of drivers across Europe (this was a Ford of Europe study) and they found 81 percent admit to being scared on the roads at night. That’s both an impressive number and also noteworthy, considering what it takes to get a driver’s license in Germany. Getting a driver’s license in Germany is on par with getting a pilot’s license here in America. So they train and test the be-jeebers out of you, and “I am scared of driving on the road” is never an acceptable answer on the driver’s education test.
Ford goes on to say that more than half of the survey respondents say poor night vision is a source of stress, and more than a third worry they might be involved in an accident. Worries that they may mow down a pedestrian were mentioned by one in five drivers surveyed.
So, what can a car company do to help?
Research conducted by the National Highway Traffic Safety Administration found that in the United States in 2015, 3 in 4 motor-vehicle related pedestrian deaths happened after dark. Photo: Megan Krause.

For Dummies
If you’re Ford, you come up with improved Pedestrian Detection technology that works at night for the first time. After coming up with prototypes, Ford’s development team worked at night, sending life-sized dummies into the path of vehicles on closed tracks. And, c’mon, how much fun was that job? You’re out at the test track at night, you and a bunch of your engineer buddies. Along comes Heinrich, the macho factory test driver, and then you and your engineer buddies go, “Eins! Zwei! Drei!! Los gehts wieder, Dummy!!”
And they pay you to do this? Sign me up.
Anyway, by the end of all this fun and dummy ballistics, Ford is able to, for the first time, introduce new technology that detects pedestrians at night. The system automatically applies the brakes if the driver does not respond to initial warnings.
“We know some drivers find hitting the road at night a stressful experience. Especially driving in towns and cities, pedestrians – sometimes distracted by mobiles – can without warning step into the road, leaving even alert drivers very little time to avoid an accident,” said Gregor Allexi, Active Safety Engineer, Ford of Europe.
And how much do you want to bet that with a name like Gregor Allexi, that guy was in charge airborne dummy deployment?
2018 Ford F-150. Photo: Ford Motor Company.
Advanced Detection Technology
The Pedestrian Detection system processes information from a bumper mounted radar pinger, as well as a windshield mounted camera. Contained within Ford’s on-board computer is a database of “pedestrian shapes” so the car can tell the difference between people and objects, such as trees and road signs. The camera is firing off at 30 “snapshots” a second (which is a TV camera frame rate). This video feed and viewing angle enables the system to distinguish pedestrians, even in low-light conditions, illuminated only by the headlights.
If the system detects a pedestrian before the driver, it first provides audible and visual warnings. Should you be a complete chowderhead and fail to respond, the system automatically hits the brakes for you. Ford will roll out this advanced pedestrian detection technology later this year, when it is introduced on the next generation Fiesta in Europe. In North America, the new technology will debut first on the 2018 Ford Mustang and F-150.
For tips when it comes to nighttime driving, we recommend this advice from the National Safety Council.
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.
Cover Photo & Source: Ford Motor Company.

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Report: BMW wants to sell fully-autonomous vehicles by 2021

Report: BMW wants to sell fully-autonomous vehicles by 2021 As the industry trend for self-driving cars continues, BMW wants to ramp up their efforts as well.
What’s going on?
BMW announced some new plans for its lineup in the coming years. According to AutomotiveNews, the Bavarian automaker seeks to produce and sell fully-autonomous vehicles by 2021.
Speaking with BMW’s senior vice president for the brand’s autonomous driving division, Elmar Fickenstein, a new BMW will arrive with “Level 3, 4 and 5” stage autonomous vehicles.
Click here for more news on BMW.
What does that mean?
Well, it doesn’t mean the 3-, 4-, and 5-Series will be the models to become self-driving capable. It means there’s a new classification system for autonomous vehicles, representing just exactly how autonomous capable they are. At the bottom, you have minimally to no self-driving capabilities. At level three and above, the more self-driving capabilities are equipped.
Beginning with level three, the car is semi-autonomous with assistants like lane departure correction, or Mercedes’ latest adaptive cruise control. Levels four and five are fully-autonomous capable, like Tesla’s Model S with AutoPilot.
When could we expect to see these cars begin testing?
BMW recently teamed up with Intel and Mobileye to help develop the new computers to run BMW’s autonomous driving programs. BMW engineers will focus more on developing the handling dynamics and safety systems.
The plan: have a fully operational fleet of autonomous 7-Series for real-world testing by the end of this year.
– By: Chris Chin
Source: AutomotiveNews
Self-Driving BMW 5-Series at the 2017 CES

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2017 Lincoln Continental: Feeling A Little Blue

2017 Lincoln Continental: Feeling A Little Blue

Ah, Lincoln! Once the preferred brand of presidents (Kennedy) and mobsters (Corleone), Lincoln has slipped to being perpetually on the brink of joining Mercury in The Great Junkyard In The Sky. Once they were praised in rock songs by Charley Ryan, now they are mumbled about by Matthew McConaughey.
I like Lincolns. I like their big square style and almost anti-trend when it came to overall design. When Big American Cars were nothing but support systems for fins, Lincolns were big arched boxes with fantastically powerful engines.
Then again, I liked Mercury too, and thought the last genration Marauder was a great car, so what do I know?
Slate Gray Strategy
And now Lincoln, still inexplicably struggling to survive, is starting to talk seriously about color and style and fashion. There’s two things that come to mind: first, a lot of high end car companies are starting to do this. Cadillac, Rolls-Royce, even Mercedes-Benz (that staid bastion of German “style”) have taken to giving a lot of ink about color choices and semi-bespoke this and that. And secondly, I think about the Inter-Society Color Council.
Have you ever noticed that one day, usually in the spring, you see lots of consumer products that are all in similar colors? Say, slate gray for example. You see cars and toasters and sheet sets and furniture that all seem to be in the identical shade of slate gray, or in hues very closely aligned to it? That is because of the Inter-Society Color Council.
The Inter-Society Color Council is an cross-industry group that meets every so often (once a year I think) and says, “okay, what are the colors for 2023 going to be?” And then they settle that question and move on. It’s not as nefarious as you think. It’s mainly a way for companies from across the industry to figure out what paints and dyes to purchase by the rail car load so they can save money.
2017 Lincoln Black Label theme for Continental. Photo: Ford Motor Company.
Blue Shades, Black Labels
So when Lincoln says something like, “shades of blue are popular in fashion this spring – ranging from tranquil to refreshing and included as part of a palette based on nature,” and rhapsody is the signature Lincoln Black Label theme for the 2017 Lincoln Continental; the unique monochromatic interior offers rich, layered tones of blue in a multitude of textures,” that means two things:
First, Lincoln is following the lead of Rolls-Royce, Mercedes-Benz et al. and making Fashion (with a capital “F”) a big part of what they sell, and second . . . well, about 8 years ago, a bunch of designers, color people from the Pantone Color Institute, fashionistas from Milan and Paris, design types from Silicon Valley and such were sitting around a table and said, “so . . . blue then? Blue’s gonna be it for 2017? Blue?”
And, unsurprisingly here we are when Lincoln flat out says, “versatile shades of blue, popular in spring designer collections, create the signature Black Label theme of the 2017 Lincoln Continental. Rhapsody uses a rich blend of materials to create a layered effect that complements the monochromatic tone in shades of blue. The materials are purposely arranged to flow like water: Glossier materials highlight the upper portion of the interior, while more lush touch points are lower, down to the softer, thicker carpet. Supple leather, rich Alcantara sueded cloth, mesh, and shearling combine to create an exceptionally diverse tactile experience.”
You better believe that blue is going to be a thing on upper end Lincolns for at least a year. And you’ll also start seeing lots of blues in Wal-Mart and Macy’s and such.
According to Leatrice Eiseman, Executive Director of the Pantone Color Institute, blue is a very distinguished color. In her book “Color: Messaging and Meaning,” she writes, “blue has long been associated with serenity, respite and tranquility in nature, while industries have found the hue a perfect representation of quality and achievement.” Photo: Ford Motor Company.

Top Dollar, High Demand
But why? Why make a big, public point of following fashion for an upmarket American car company? And really, you should see Lincoln’s press release on this. It reads like a community college student’s Sophomore Artist Statement: “the range of colors evokes a spectrum of emotion and feeling . . . blue . . . blue is even considered a color of protection . . . blue is an incredibly versatile shade . . . evokes feelings of warmth and security . . . ”
Seriously, the whole corporate letter is riddled with declarations like that.
My hypothesis is that Lincoln has very little choice left at this point. Look at your “average” purchaser of an upper end luxury car. They can afford to buy a new Mercedes-Benz, BMW, Jaguar, Cadillac, or whatever every year. They can afford to take into consideration both the brand and whether it’s fashionable. If all of their friends in Gstaad this past winter were just stunning (simply stunning!) in that tone of Sage Green, and they see it as an Alcantara color option when they’re taking the S-Class in for an oil change, you know they’re going to be seriously considering it when it comes lease-end, trade-in time in 4 months.
These people can afford to be fashionable with their purchases.
Photo: Ford Motor Company.
Lincoln Lawyer
So if Lincoln can tap into that, if they can make the Continental not just a vehicular choice, but a fashion statement as well, then they might find a flowing money river and keep their company solvent. And, honestly, that would be just fine with me. Like I said, I like Lincolns. I like them precisely because they’re sort of the “anti-Cadillac.”
Any Lotto-winning yahoo from the trailer park can go and buy a Caddy, because Cadillac = money. It takes an effort of will and choice to say, “I’ll have what Matthew McConaughey’s driving.”
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: Ford Motor Company.

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2019 Chevy Camaro Lineup Gets Refreshed

2019 Chevy Camaro Lineup Gets Refreshed The 2019 Chevy Camaro lineup is getting a slight overhaul with new designs and updated tech and performance features. The automaker says the changes reflect current market trends.
“Lauded since its introduction for its balance of driving fun, refinement and value, the restyled 2019 Camaro reaches even higher with more of the design, technology, and choices that customers want,” explained Steve Majoros, Chevrolet Marketing Director for Cars and Crossovers.
Performance Upgrades
The new Camaro Turbo 1LE joins the V6 1LE, SS 1LE, and ZL1 1LE to complete Camaro’s lineup of 1LE track cars for 2019. The 2.0-liter turbocharged engine found in the Turbo 1LE is paired to a six-speed manual transmission and creates 275 horsepower and 295 lb-ft. of torque. A special Drive Mode Selector includes Sport, Track, and Competition modes with performance readouts and launch control.
The chassis, according to Chevrolet, was derived from the V6 1LE to offer solid track performance. Highlights include the FE3 suspension with its larger diameter front and rear stabilizer bars, specifically tuned dampers, stiffer rear cradle bushings, and cross-axis ball joints in the rear tow links to enhance lateral stiffness. Chevrolet also notes the car’s near 50/50 weight balance.
The Turbo 1LE Camaro also includes Brembo bakes with low-metallic performance pads and a flat-bottom steering wheel. Recaro seats are available.
For 2019, the Camaro SS will be offered with launch control and line lock.
The 2019 Camaro Turbo 1LE features an FE3 suspension and new performance-oriented drive modes. Photo: Chevrolet.
Design Updates
The design tweaks on the 2019 Camaro are as much for performance as they are for looks. The different elements – from the grille and hood, to the fascia vents – were designed to enhance air flow and cooling while minimizing drag. The front ends of each Camaro trim have distinct and specific characteristics to set them apart. The SS front fascia, for example, features an open bowtie, or “flowtie,” along with air curtains, specific headlamps, and an extractor-style hood.
The RS Appearance Package for the LT adds a polished black grille with Galvano Chrome lower inserts, new LED headlamps, LED signature light bar, specific rear fascia with rear diffuser, and 20-inch wheels. The RS and SS also receive new 20-inch wheel designs, and there are new rear fascias for each trim.

Technology Highlights
The 2019 Camaro offers a more “personalized experience” with Chevrolet’s latest Infotainment 3 interface. The automaker says it’s the most advanced infotainment system they have ever developed. The standard layout features a seven-inch diagonal color touchscreen, although an eight-inch one with navigation is available. Infotainment 3 operates similar to how a smartphone or tablet would, and features cloud capability, voice recognition, and a generous array of apps.
New safety add-ons include a standard Rear Camera Mirror for 2SS and ZL1 models which provides a wider field of view and a Forward Collision Alert system.
Pricing & Availability
Expect the refreshed 2019 Camaro later this year with pricing information due closer to that time.

The Automoblog Staff contributed to this report and can be reached anytime.

Photos & Source: Chevrolet.

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Ford Issues Two Safety Recalls: F-150, Expedition, Mustang, Navigator Affected

Ford Issues Two Safety Recalls: F-150, Expedition, Mustang, Navigator Affected Ford is issuing a safety recall in North America for approximately 350,000 2018 F-150 and 2018 Expedition vehicles with 10-speed automatic transmissions, as well as 2018 F-650 and F-750 vehicles with six-speed automatic transmissions. The recall is for a potentially unseated transmission gear shift cable clip.
On some of the affected vehicles, a clip that locks the gear shift cable to the transmission may not be fully seated. Over time, a partially seated clip or a clip that becomes dislodged may allow the transmission to be in a gear different from the shift position selected by the driver.
This could allow the driver to move the shifter to park and remove the key, even though the transmission gear may not actually be in park. No warning message or chime would result when the driver’s door is opened. If the parking brake is not applied, this could result in unintended vehicle movement, increasing the risk of injury.
“Ford is aware of one reported accident and injury related to this condition,” the automaker said in a statement.
Affected vehicles include:
2018 Ford F-150 vehicles built at Dearborn Assembly Plant, Jan. 5, 2017 to Feb. 16, 2018.
2018 Ford F-150 vehicles built at Kansas City Assembly Plant, Jan. 25, 2017 to Feb. 16, 2018.
2018 Ford Expedition vehicles built at Kentucky Truck Plant, April 3, 2017 to Jan. 30, 2018.
2018 Ford F-650 and F-750 vehicles built at Ohio Assembly Plant, April 25, 2017 to March 9, 2018.
The recall involves approximately 347,425 vehicles in North America, with 292,909 in the United States and federalized territories, 51,742 in Canada, and 2,774 in Mexico. The Ford reference number for this recall is 18S10.
Dealers will inspect and verify that the shift cable locking clip was properly installed. If the clip is not properly seated, technicians will adjust the shifter cable and secure the locking clip at no cost.
Second Recall
Ford is issuing a second safety recall in North America for approximately 161 2017 and 2018 F-150 and 2018 Expedition vehicles, in addition to 2018 Mustang and 2018 Lincoln Navigator vehicles with 10R80 transmissions. The recall is for a potentially missing roll pin that attaches the park pawl rod guide cup to the transmission case.
The cause for concern is similar to above, where unintended vehicle movement could take place. Ford states they are not aware of any accidents or injuries involving this second recall affecting these vehicles:
2017-18 Ford F-150 vehicles built at Dearborn Assembly Plant, Oct. 20, 2016 to March 5, 2018.
2017-18 Ford F-150 vehicles built at Kansas City Assembly Plant, Dec. 22, 2017 to Feb. 26, 2018.
2018 Ford Expedition vehicles built at Kentucky Truck Plant, Nov. 28, 2017 to Feb. 14, 2018.
2018 Ford Mustang vehicles built at Flat Rock Assembly Plant, Nov. 6, 2017 to Feb. 12, 2018.
2018 Lincoln Navigator vehicles built at Kentucky Truck Plant, Dec. 13, 2017 to March 8, 2018.
The recall involves approximately 161 vehicles in North America with 142 in the United States and federalized territories, 18 in Canada, and one in Mexico. The Ford reference number for this recall is 18S09. Dealers will inspect the transmission and install the roll pin if necessary at no cost.
For more information on this, or any other recall, visit Safecar.gov.
The Automoblog Staff contributed to this report and can be reached anytime.
Source: Ford Motor Company.

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2018 Dodge Challenger GT AWD Review

2018 Dodge Challenger GT AWD Review
The 2018 Dodge Challenger GT is a worthy Mopar and its main competition is the Mustang and Camaro. It has handsome good looks, handles well for a muscle car, is both retro and stylish, and quick enough. If you don’t need the performance of a V8, the V6 is a worthy competitor and makes for a good daily commuter.
This week, we got our hands on the new Dodge Challenger GT.
What’s New For 2018
The Dodge Challenger GT remains unchanged except for a standard rearview camera. It also gets Apple CarPlay and Android Auto smartphone integration.
Features & Options
The 2018 Dodge Challenger GT ($33,495) comes standard with automatic headlights, heated mirrors, keyless ignition and entry, an auto-dimming rearview mirror, dual-zone automatic climate control, a six-way power-adjustable driver’s seat, and 60/40-split folding rear seats. Tech features include Bluetooth capability, a rearview camera, two USB ports, and a six-speaker sound system.
The GT employs the V6 and is the only Challenger with all-wheel drive. The GT trim adds 19-inch wheels, foglights, rear parking sensors, upgraded brakes, heated and ventilated front seats, and leather upholstery. GT buyers also get a power-adjustable and heated steering wheel, interior ambient lighting, an 8.4-inch touchscreen, performance-related in-car apps, and satellite and HD radio.
This tester came with the GT interior package ($995) adding a leather steering wheel, Harman/Kardon premium sound ($895), nine-inch speakers with subwoofer, 506-watt amplifier, and Nappa Alcantara performance seats. We also enjoyed the Challenger body stripe ($395) and navigation ($795). Total MSRP including destination: 37,670.

Interior Highlights
We would opt for the GT interior package every time. For just under $1,000 it provides nice upgrades, making the Challenger GT a comfortable place to spend your commuting time. The leather steering wheel and seats make the cabin feel a bit like a luxury coupe. The front seats are outstanding, especially in Nappa leather, for driving enthusiasts. They kept us firmly planted during spirited driving. There’s a high-tech 8.4-inch touchscreen upgrade in the GT model with sharpened resolution and quicker infotainment software.
The Challenger GT cabin is quiet at highway speeds even with winter-rated tires on all four corners. We were glad it was equipped with them when the spring snow hit this week. The premium sound system and nine-speakers filled the coupe’s cabin as we made it through city traffic.
If you need to haul lots of passengers, the rear seat is tight and only acceptable for hauling adults a short distance. Getting into the back is a tight fit and the contortions could cause you to see the chiropractor. The Challenger doesn’t have the best rearward visibility when on the road either, but the new-for-2018 rearview camera solves the backing-up issue.
The trunk has 6.2 cubic feet of cargo space and is much larger than the Challenger looks like it would offer, more space than some midsize sedans.

Engine & Fuel Mileage Specs
The Challenger GT is powered by Chrysler’s 3.6-liter V6 producing 305 horsepower and 268 lb-ft. of torque. It comes mated with an eight-speed TorqueFlight automatic transmission. EPA fuel mileage estimates are 18/27 city/highway and 21 combined mpg.
Driving Dynamics
The GT’s 305 horsepower doesn’t sound like a lot compared with its sibling V8s, but it’s a capable sports coupe able to handle the commute. The V6 won’t eat you alive at the gas pump and it has enough power for any driving situation, short of a drag race from the stop light with a Hellcat or Scat Pack.
The GT with its 3.6-liter V6 is a fun ride with a compliant suspension, yet still firm enough to handle fairly well in the corners. With its paddle-shifting eight-speed automatic, there’s enough power to still feel like a muscle car. The GT isn’t short on acceleration for passing, even in Colorado’s rarefied air. The Challenger GT is an easy car to live with that exudes a lot of style and gets lots of attention from other drivers.
Challenger GT is stable and predictable even on the twisty mountain roads west of Denver. The car offers all-wheel drive for all-weather capability and makes a good daily commuter that won’t break the bank with a purchase price well under $40K.
Conclusion
The 2018 Dodge Challenger GT offers plenty of fun for the money and performed surprisingly well for a V6. Handling is impressive on two-lane mountain roads due largely to the all-wheel drive. In terms of drivability, the Challenger GT is an acceptable, if not enjoyable daily commuter.
Denis Flierl has invested over 25 years in the automotive industry in a variety of roles. Follow his work on Twitter: @CarReviewGuy
2018 Dodge Challenger GT Gallery

2018 Dodge Challenger Official Site.
Photos: FCA US LLC.

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Cadillac CT4-V & CT5-V: Meet Two Beautiful (And Powerful) Twins

Cadillac CT4-V & CT5-V: Meet Two Beautiful (And Powerful) Twins The CT4-V and CT5-V are the latest members of a growing family at Cadillac’s performance division.
Both employ the automaker’s latest engine technology and utilize a special rear-wheel drive platform.
More information is forthcoming, but for now we have a pretty good idea on what to expect.
The 2004 CTS-V was not your grandfather’s Cadillac. With a 5.7-liter V8 churning out 400 horsepower (later a 6.0), this new V-Series car hit 60 mph in about 4.6 seconds. Established in 2002 under the direction of one Ken Morris, Cadillac’s special vehicle performance team was looking to give the luxury marque serious street cred. Armed with a manual transmission, the first CTS-V would get its chance two years later, cutting its teeth on Germany’s famed Nürburgring circuit.
And perhaps, the rest is history?
“From the very beginning, Cadillac’s V-Series represented the ultimate expression of our design, technology, and performance,” said Mark Reuss, GM President. “It introduced an entirely new breed of performance-minded customers to Cadillac showrooms and helped transform the brand’s traditional image into one with different facets for customers’ varying driving tastes.”
Family Matters
The V-Series family tree grew to include five platforms: CTS, XLR, STS, ATS, and CT6, with the branches of that tree still growing. The new CT6-V is a literal monster and an exact beauty; one showcasing the best elements of Cadillac’s now 15-year-long V program. On the heels of the CT6-V come the CT4-V and CT5-V, smaller variants in size but certinately not in stamina or strength. Both are driven by Cadillac’s latest engine tech; both are supported by GM’s rear-wheel drive Alpha architecture; and both utilize Magnetic Ride Control 4.0 with V-Series specific tuning.
Here is a look at the 2020 Cadillac CT4-V and CT5-V. It’s hard to pick a favorite.
“The new lineup expands the V-Series ethos, drawing more customers into the Cadillac Performance family,” Reuss explained. “The newest Vs are focused on elevated athleticism and luxurious refinement for customers wanting a dynamic daily drive.”
From left to right: CT6-V, CT5-V and CT4-V. Photo: Cadillac.
2020 Cadillac CT4-V: Engine & Transmission
Indeed, the forthcoming CT4-V will make a great daily driver. It will have a nice, plush interior and plenty of connectivity options; it will be quiet and calm inside – essentially, it will have everything one would reasonably believe a Cadillac should. And under the hood, we have enough for a quick sprint down the on-ramp and for a heart flutter once on the highway. In other words, the 2020 Cadillac CT4-V is a nicely-balanced machine.
Take, for example, the 2.7-liter’s valvetrain which consists of a three-step sliding camshaft and dual-overhead camshaft with four-valves per cylinder; continuously variable valve timing and variable valve lift; and, for good measure, Active Fuel Management (or cylinder deactivation in GM’s parlance). These systems combine to balance performance and fuel economy, all while the driver sits comfortably.
Moving through the in-line four engine we find a single, dual-volute turbocharger (33-psi) with an electronically-controlled waste gate and special cooling system. Downstream is a 10-speed automatic (Hydra-Matic 10L60) with a limited-slip rear differential. All told, the 2020 Cadillac CT4-V dials up 320 horsepower and 369 lb-ft. of torque through a 2.85 final drive ratio. (SAE certification pending as of this writing).
2020 Cadillac CT4-V interior layout. Photo: Cadillac.
CT4-V: Chassis & Suspension
Up front, the CT4-V rides on a MacPherson-type suspension with dual lower ball joints; at the rear, it’s a five-link independent setup. All-wheel drive variants receive ZF MVS passive dampers and a direct-acting stabilizer bar. By comparison, real-wheel drive variants employ Magnetic Ride Control 4.0 with V-Series-specific calibrations. The V-Series calibration treatments continue over to the electric power steering system.
Related: How magnetic suspensions work and function.
From the factory, the 2020 Cadillac CT4-V will ride on 18 x 8.0-inch aluminum wheels with 235/40R18 summer-only tires. If you opt for all-wheel drive, the CT4-V gets all-season treads. Keeping everything under control is a Brembo front braking system with vented rotors.
The 2020 Cadillac CT4-V sits at a near-perfect 50/50 weight distribution. Photo: Cadillac.
2020 Cadillac CT5-V: Engine & Transmission
As we make the jump to the CT5-V, we see more muscle and grunt. The 3.0-liter twin turbo V6 runs low-inertia turbochargers to ensure power delivery across the rpm range. Like the CT4-V, this engine also uses electronically-controlled waste gates, while cooling comes by way of a water-to-air system. Diving deeper, we see the direct-injected V6 has dual-overhead camshafts and four valves per cylinder; along with dual-independent valve timing and Active Fuel Management.
The CT5-V’s 10-speed automatic (Hydra-Matic 10L80) links with an electronic limited-slip rear differential. At the end of the day, the 2020 Cadillac CT5-V cranks out 355 horsepower and 400 lb-ft. of torque through a 2.85 final drive ratio. Like the CT4-V, the figures are pending SAE approval, but still. It’s a solid amount of snort.
2020 Cadillac CT5-V. Photo: Cadillac.
Keeping The Balance
This is a similar approach as the CT4-V. The idea is to keep an ideal balance between performance and fuel economy, while you as the driver are enjoying the comfort of the cabin. With the connectivity options, a driver can cue up their music and settle in for a long trip; the engine will do its job to maximize mileage but spring to life when extra power is needed, say for passing or climbing a hill.
The CT5-V is an ideal middle ground, in the sense it’s a bit more punchy than the CT4-V but not as aggressive as the CT6-V. Cost-wise, it will land between the two, which has it’s own advantages. An approach like this could serve as the CT5-V’s greatest asset. Yes, it runs more money than the CT4-V, but offers more power. No, it’s not as powerful as the CT6-V, but it’s less money. In this new line of Cadillac V-Series cars, the CT5-V may well be the gem.
CT5-V: Chassis & Suspension
The CT5-V resides on a MacPherson-type front suspension with dual lower ball joints, and a five-link independent setup at the rear. Like the CT4-V, Magnetic Ride Control 4.0 and the electric power steering receive V-Series calibrations. The similarities to the CT4-V make sense, although Cadillac puts emphasis on the stabilizer bars, both front and rear, as essential parts of the CT5-V’s suspension.
Wheels are slightly bigger here: 19×8.5-inch aluminum wheels with 245/40R19 summer-only tires. The Brembo front braking system returns with four-piston fixed calipers and vented rotors.
The 2020 Cadillac CT5-V features a Vehicle Control Mode with a customizable V-Mode. Photo: Cadillac.
Advanced Driver Assistance Systems
On the technology and safety-front, both are available with SuperCruise. Cadillac’s Super Cruise can automatically steer, brake, and keep the vehicle positioned on the highway in certain, optimal conditions. The system uses high precision LiDAR map and GPS data, an advanced driver attention system, and a network of camera and radar sensors. Cadillac says customers can drive hands-free on more than 130,000 miles of limited-access freeways in the United States and Canada, provided they have an active OnStar plan with emergency services.
In other words, with these two V-Series cars, it’s all about performance; including performance on the technology side of things.
Photo: Cadillac.
Pricing & Availability
The CT4-V and CT5-V will arrive early next year, with production at GM’s Lansing Grand River facility in Michigan. Exact pricing and additional product information is forthcoming. We are told by Cadillac these two V-Series cars represent “only the beginning” when it comes to what the future holds. With that in mind, we will look to the horizon; in the meantime, we cannot wait to drive the CT4-V and CT5-V.
Carl Anthony 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. Before going back to school, he simultaneously held product development and experiential marketing roles in the automotive industry.
Photos & Source: Cadillac.

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2018 New York International Auto Show Roundup

2018 New York International Auto Show Roundup A New York tradition is the annual car show, always held during Easter week in the Big Apple. You may think of Manhattan and its surrounding boroughs as inhospitable to automobiles, but the New York International Auto Show (NYIAS) still draws a crowd big enough to rival other U.S. shows.
In addition to my work with Automoblog, I am also a product trainer for CARiD. We had boots on the ground and were able to bring you first-hand coverage of what we found interesting.
It’s impossible of course to spend quality time with every single vehicle, so our focus was on the debuts, volume leaders, pickups, electric cars, and everyone’s favorite, performance cars, uh, vehicles.
Debuts
Numerous manufacturers used NYIAS to launch important new products. Here are some highlights:
ACURA RDX
Acura’s midsize RDX crossover is all-new. The redesigned sheet metal keeps Acura’s family resemblance. The previous generation’s V6 is gone in favor of a turbo four-cylinder, mated to a 10-speed automatic. Available SH-AWD (Super Handling All Wheel Drive) can send up to 70 percent of the available power to the rear wheels. The interior has the de rigueur 10.2-inch center screen.
CADILLAC XT4
It’s no secret that Cadillac’s sales are below their expectations. After huge investments in new sports sedans, the market ignored them and bought old-school Escalades. With crossovers hot, Caddy smartly decided they need more, hence the XT4, one size below the current XT5. It’s powered by a 237 horsepower turbo four, coupled to a nine-speed auto. If it’s priced right, it should help spark sales at Cadillac.
LINCOLN AVIATOR CONCEPT
Two years ago, I said Lincoln was dead, and predicted they would go the way of Mercury. I was wrong, thankfully. Lincoln is now officially back, and in a big way. The new Navigator is a smash, and this Aviator “concept” is a production vehicle in disguise. It’s drop-dead gorgeous and sized right. Perhaps best of all, it will be built on a new rear-wheel drive platform to be shared with the next-gen Explorer. Glad to have you still with us, Lincoln!

Volume Leaders
Sports and exotic cars are fun, but vehicle manufacturers make their profits from volume. Among the many mainstream cars and trucks on the floor, these stood out:
TOYOTA RAV4
Toyota practically invented the CUV segment with the first RAV4 in 1994. This all-new fifth generation version dwarfs the original, but Americans love them, making the RAV4 one of the U.S.’s best-selling vehicles after pickups. To differentiate it from its CR-V and CX-5 competitors, the optional Adventure trim looks more like a truck than a Cute Ute. A hybrid version is also available.
SUBARU FORESTER
“Don’t fix what ain’t broke” could be Subaru’s motto. The Forester is completely redesigned but looks almost the same. Turbos and stick shifts are gone; all Foresters have a 2.5-liter flat-four, CVT transmission, and all-wheel drive. The big news is inside: material quality and fit and finish rival near-luxury cars in the next price bracket. If the standard 6.5-inch touchscreen is too small, opt for the eight-inch one.
Subaru Forester Sport on display at the 2018 New York International Auto Show.
Pickup Trucks
A uniquely American tradition, the three best-selling vehicles are full-size versions. The midsize truck market is about to get very exciting again, and never rule out the import brands:
FORD RANGER
The Ranger nameplate, gone since 2011, will be back in 2019. Ford had abandoned the midsize pickup segment only to see GM, Honda, and Toyota gladly step in. The new Ranger will have one drivetrain for now, a 2.3-liter turbo four tied to a 10-speed auto. With the regular cab gone, buyers must choose between an extended “SuperCab” or full “SuperCrew.” Expect the competition to answer in kind.
VW ATLAS TANOAK CONCEPT
Officially, this is a design study. Given that it’s built on the existing Atlas SUV platform, bringing it to production should be a no-brainer. It’s a big truck, 16-inches longer than its SUV brother, but looks sharp. Instead of competing with the domestic Big Three, expect it to go head-to-head with the Honda Ridgeline. VW needs this truck if they are serious about increasing U.S. sales volume.
VW Atlas Tanoak Concept on display at the 2018 New York International Auto Show.
CHEVY SILVERADO & RAM 1500
Ford put its F-150 on a crash diet by making it all-aluminum, so both Chevrolet and Ram knew they needed to lose weight. The Silverado is up to 450 lbs. lighter, with aluminum doors, hood, and tailgate. The 1500 will have an optional 3.0-liter Duramax diesel for those who need the torque. Sheet metal is all-new but still a Chevy.
Ram’s redesign moves it away from the “mini-Peterbilt” look it had for 25 years. Rams drop around 225 lbs. and it’s more aerodynamic. If you need to save even more fuel and increase torque, there’s a mild hybrid system available, but regular cabs are gone, so pick either a quad or crewcab. Pickup trucks are proof that competition in this segment is healthy.
Performance Vehicles
“Fast cars” used to be limited to cars. The four that rang our bells this year included a convertible, a four-door sedan, and not one but two SUVs. Who would have ever guessed?
ALFA ROMEO STELVIO QUADRIFOGLIO
The Stelvio is Alfa’s new SUV, and while normal versions have turbo fours and start in the $40,000 range, the top-shelf Quadrifoglio uses a Ferrari-derived V6. Is it fast you ask? It beat the Porsche Cayenne and now holds the world’s record for fastest SUV on the Nürburgring. Bring $82,000 with you and they’ll let you pick the color. I suggest red.
BMW X4 M40i
Car makers keep inventing new segments. Case in point: the X4. Is it a sports sedan or an SUV? It’s both. Jacked up like a truck, but swoopy like a four-door coupe, the top-line M40i gets motive power from a turbo 3.0-liter six, and mixes that with bigger brakes, stiffer suspension, and sportier seats. Sales start this summer at around $61,000.
CORVETTE ZR1
Every American boy fantasizes about a Corvette. Those boys grow into men and many eventually have the disposable income to fulfill the fantasy. While I do know plenty of female Vette fans, this latest ZR1 with its supercharged 6.2-liter V8 and boy-racer wing big enough to serve as a spare couch plays right into the dream. At $120,000 and up, Chevy will sell every one they build.
KIA STINGER
Back on planet earth, Kia, maker of boring econo-boxes, has taken a shot across the bow of BMW and anyone else who thinks they build sports sedans. The new Stinger, in rear or all-wheel drive, has either a turbo four or twin-turbo V6. It can accelerate, it can handle, and did I mention that it’s also good looking? Let’s throw in hatchback versatility for good measure. If I were at BMW, I’d be losing sleep.

Hybrid & Electric Cars
Gas is still cheap, and big trucks still rule the sales charts, but that could change tomorrow. Hybrids have been around for a while but keep improving. And the all-electric segment, at less than 1 percent of sales, has some new entries at various price points.
HYUNDAI KONA ELECTRIC
Tesla has gotten lots of (mostly good) press, but Elon Musk is learning that the competition never sleeps. Hyundai’s new Kona CUV starts in the $20,000s for a gas engine version. There’s also the new Kona Electric, with a range of over 250 miles, and available recharging in under one hour. Pricing is not finalized but is expected to start around $40,000. It’s not a stretch to imagine those unwilling to wait for a Tesla Model 3 will check this one out.
BMW i8
This was a personal favorite just for its outrageousness. Not a hybrid, the i8 is an all-electric supercar, and it looks the part. The coupe model has been out for a while, but the roadster is new. What’s better than going green and having the wind in your hair? With batteries providing the push, the wind is likely all you’ll hear.
LEXUS UX
Another CUV from Japanese giant Toyota, this one wears its Lexus family styling well. Lots of choices here: front wheel or all-wheel drive, gas or hybrid powertrains, with the hybrid expected to get up to 55 mpg. It’s also expected that this could be the first Lexus available “by prescription” as opposed to purchase or lease. You avoid the commitment but get into the brand.
2019 Lexus UX on display at the 2018 New York International Auto Show. Photo: Katelyn Barone for Automoblog.net.
In Person
Sure, you can do all your shopping online these days. But there’s nothing like an auto show to give you a taste of everything that’s out there without the hassle of visiting multiple dealers. Browsers can kick tires; serious shoppers can engage with staff in a no-pressure environment. The New York International Auto Show delivered on all counts for 2018!
Richard Reina is a Product Trainer at CARiD.com and lifelong automotive enthusiast.
Additional Photos: Chevrolet, FCA US LLC., Kia Motors America, Newspress USA.

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Chapter 1: Setting Off From Sierra Vista

Chapter 1: Setting Off From Sierra Vista I’m in the middle of the southern Arizona desert blasting north at 75 miles an hour. I’m at that rise, just beyond the Boarder Patrol checkpoint, when I glance in the rearview mirror and see it all laid out before me.
“Back there,” I think, “is everything I know in a certain sense.”
Memory Reflector
Recently both my parents died, and I have just (finally, finally) settled up everything, and have gotten my ass out of what I can only relate to as being a horrid place to live. Back there, in that rearview mirror is the past. Not just the literal past, where I was driving a few moments before, but my past. My parents house where they retired. Three bedrooms and two baths of stuff neither me nor my brothers really wanted, but a house that now, in my mind’s eye, is some sort of strange reflector of memories on top of memories on top of memories.
It hits me that I am not driving a car, and a limited-run racing special with a “significant” competition history at that. No, I’m not driving a car, I’m driving a time machine. In here, it’s the present. In the rearview mirror, it’s the past. And out there, on the other side of that windshield, is the future.
Cars are interesting things. They’re more than art objects or a way to get dates; or a way to show off or a way to get you from point A to B. Cars are, in their own way, time machines.
And the future is roaring more than a mile a minute.
The Future In Front of Me, The Past Behind Me is a gasoline-fueled narrative by automotive journalist Tony Borroz. It details the joys, thrills, and even the uncertainties of the car-obsessed lifestyle. In advance of the book’s release, we are previewing the first few chapters here on Automoblog.
Farm Boy
In a lot of ways, this was a (lower case r) revelation that was a long time coming. This is not about the passing of my parents, although, in almost every way imaginable, this is all my dad’s fault. Thanks to my father, I grew up in a car-oriented family. The garage – there was always a garage – was packed full of sports cars, antique cars, sensible work cars, and tools, literally thousands of tools.
By the time I knew my father, he was a tool and die maker at an aluminum factory. Before that, his job was killing Germans, and before that he was a coal miner. Before that, he grew up on a farm in rural Illinois in a town that literally disappeared during the Great Depression. In other words, he found himself in a lot of situations where he had to work with a lot of mechanical things and, even more to the point, he had to be able to fix them. So, being a tool and die maker was a natural fit for a farm kid who was, for a time being, a drill sergeant who, for a time being had to Make It Work, no matter what a bunch Fascists thought.
Or, as my dad once put it, “It’s a great job. I get to make stuff out of metal and no one is shooting at me.”
He loved working in aluminum, or ‘luminum, as he said it in his Colorado cowboy twang. “It’s soft, easy to work, and if you know what the metal is doing, it can take really high loads with out deflecting an inch. You can work it to really high tolerances and it cuts like butter.”
Obsessions & Passions
And of course there were cars. Everybody, and I mean literally everybody in his family was seriously obsessed with cars. Partially I figured it was a genetic thing. Italians have this odd fascination with speed that a lot of other cultures lack. We invented circuit racing, for example. All that Ben-Hur chariot racing stuff? The Italians were running chariot races for centuries before that movie was set.
The odd thing here is sports cars. Unlike a lot of Americans, and especially the ones where I grew up, my father had little to no interest in hot rods and muscle cars. He liked sports cars. Cars that could not just go, but go, turn, and stop. Cars that were no bigger and no heavier than they had to be.
Ergo, when my oldest brother, Terry, turned 16 and got a car, it was a Triumph TR-4 (red with the dog dish hubcaps). When my other older brother, John, turned 16 and got a car, it was an MG-B (antique white). When I turned 16, I got a Mercury Capri II with the 2.8-liter V6 engine. The biggest you could get. As my dad always said, “If you’re going to get a car, get the one with the all the hot options.”
My dad seemingly had thousands of those little truisms, some coming from the Army, some coming from the Farm, but the vast bulk of them coming from direct experience.
“You can find lots of idiots that can hold their foot down. That’s not being a race car driver. Knowing when to hit the brakes and turn, that makes you a race car driver.”
“You can never have enough tools.”
“Any oil leak is a problem,” said over my brother’s TR.
And my personal favorite: “Finding interesting cars is easy. Finding garage space, that’s the problem.”
Borroz often recites his father’s sayings in conversation, especially when asked about the mythical “Tony’s Lottery Garage.” While there are many cars in Tony’s Lottery Garage and new ones can be added at random, the one guarantee is available space.
Family Dynamics
My being a gearhead was foretold even before I was conceived. It wasn’t just cool cars in the garage and talk of new limited slip differentials at the dinner table. If there was racing coverage on TV, it was on. If the new Autoweek & Competition Press showed up in the mailbox, hierarchical birth-order and body size clashed against cunning and desire. Before dad got home. Precisely at 4:50 to be followed by dinner precisely at 5:00. Then that week’s copy of Autoweek & Competition Press was his.
And the same went for Road & Track, Car & Driver and any other thing in print that found its way into our home. Did I mention that my dad was a (precise) tool and die maker? Did I mention that my dad was a (by the book) drill instructor? Did I mention that my dad was sort of an anal retentive jerk? He was.
Racing on TV was watched in reverent silence balanced with barely contained contempt for the commentary crew. “These idiots excel at telling ya somethin’ ya already seen.” My dad, of course. The quiet only being broken by the occasional “Uh-oh!” when someone uncorked it. Post race after action reports could sometimes last for weeks. “Yeah, but if Mario didn’t break-” “Yeah, but he did! And the whole point being that Unser-” “Oh screw Unser! That guy’s never turned a wheel in a sports car, let alone a Grand Prix car.” “Yes, but we weren’t watching the Grand Prix, were we? No. We were watching the USAC race at Ontario.” “Which just proves my point . . . ”
And on it went.
I swear my brothers would still devolve into an argument about whether Richie Ginther really was robbed at that race at Torrey Pines that one day.
Remarkable Parallels
I realize, of course, this is not all that different from baseball families (“Oh Lou Gehrig my butt!”) or basketball families (“Yeah, but Bill Russell was playing against little white guys!”) or, perish the thought, families who were sadly obsessed with [shudder] golf.
Years ago I had the great opportunity to work on some pre-packaged TV coverage of formula racing. One of the racers involved in Formula Atlantic at that time was a guy named Mark Dismore (who was having a knock-down-drag-out championship battle with Hiro Matsushita). Finished with his interview, we were hanging out with Dismore back at the transporter in the paddock. The show’s producer, this really nice guy named Tommy Coggins who worked as a shooter with me on many a gig, asked Dismore, “So how did you get into doing something like racing?”
Tommy was a baseball guy. He had never really watched racing on TV, let alone been to a race, let alone seeing how close to unmitigated disaster these guys worked. It pretty much put the zap on his head, seeing it in person. His question was more akin to, “You go out and face off against a bull with a piece of cloth?!”
“Oh, you know,” Dismore said with a resigned smile. “Family. My dad raced. My uncle ran a machine shop. You know. Some people grow up in baseball families, and some people grow up in basketball families, I grew up in a racing family.”
Dismore delivered it with that “it’s kinda obvious” tone.
Tommy Coggins didn’t get it right away, but I did.
The Road Ahead
My predilections were pre-ordained, but my future was not. Indeed our future, the future of the gearheads and automotive enthusiasts of this world, are seemingly more and more in doubt with every passing day. Gearheads in the 50s had a secure gearhead future to look forward to. “20 years from now? Well shoot, cars will be powered by jet engines and cruising at a hundred miles an hour on pool-table-smooth superhighways!” That’s what we, the gearheads, would have been saying in 1958.
Now? In 2018? You tell me where cars will be by 2038? Will there still be cars? If there are, will we be allowed to drive them?
That . . . this . . . all of this, my father, my family, where cars and racing were, where cars and racing will be . . . all of this washes through my mind as I blast through the desert at 80, one eye in the rearview mirror, one eye on the road ahead.
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. His forthcoming new book The Future In Front of Me, The Past Behind Me will be available soon. Follow his work on Twitter: @TonyBorroz.

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