Automotive

2019 Dodge Challenger SRT Hellcat Redeye: Frankenstein’s Fury

2019 Dodge Challenger SRT Hellcat Redeye: Frankenstein’s Fury Leave it to the Dodge boys to not leave well enough alone. As a matter of fact, “not leaving well enough alone” is kind of a company trademark. How else could you explain stuffing a 426 Hemi into a Dodge Dart? Speaking of putting in engines that are too big for everyday rides, say hello to the 2019 Dodge Challenger SRT Hellcat Redeye.
Essentially, what we have here, is car engineering a la Dr. Frankenstein; a little bit from here, a little bit from there, and a brain clearly labeled “A.B. Normal.” I’m fine with that.
Wide & Wild
The 2019 Hellcat Redeye (no real explanation as to why they call it that) is, like all Mopar products since time immemorial – or at least since the end of The War – 99.999% about dat engine yo! Take the supercharged Hemi Demon V8 out of the quickest, fastest, and most powerful muscle car ever, and stuff it into this latest demi-ogre, and abracadabra: The 797 horsepower 2019 Dodge Challenger SRT Hellcat Redeye!
Yes, the new 2019 Redeye is available with the Widebody Package. Yes, this definitely looks cooler than a bug on ice. Yes, you’re now 3.5 inches wider overall with improved handling and braking. Yes, the Redeye comes with larger, six-piston Brembo front brakes, wider wheels and tires, and the suspension upgrades featured on the “normal” R/T Scat Pack Widebody. Yes, the interior has some cool upgrades and there are some special wheels but, honestly, who cares about all that other stuff when you’re confronted with a powerplant like this?
2019 Dodge Challenger SRT Hellcat Redeye. Photo: FCA US LLC.
Heavy Equipment
The heart of the 2019 Dodge Challenger SRT Hellcat Redeye is sourced from its (sadly) limited-production big brother: the Dodge Challenger SRT Demon. That would be the supercharged, 6.2-liter big block Hemi rated at a staggering 797 horsepower and a just as astounding 707 lb-ft. of torque. Or, about the same torque as an ocean-going tug. The blown 6.2 Hemi is mated to a TorqueFlite 8HP90 eight-speed automatic transmission with internals that must have a Hulk-like disposition to things like heat, shear forces, sun-like thermal loading and such.
The Redeye mill has 25 major upgrades, including a larger supercharger, strengthened con-rods and pistons, a high-speed valve train and, thankfully, an improved lubrication system. The Redeye’s supercharged high-output engine features the largest factory supercharger on any production car: 2.7 liters, or about the displacement of a smaller BMW engine. Consider that for a moment: The blower on this thing is bigger than the engine in your car (most likely).
Said supercharger has increased boost pressure (14.5 psi) and a higher rpm limit of 6,500 rpm.
The Challenger SRT Hellcat Redeye features a Brembo system with two-piece, 15.4-inch front rotors and six-piston front calipers. The combination is meant for better heat management, thermal capacity, and longevity. The new Challenger also employs an electronic power steering system that can be custom-configured via the SRT Performance Pages. Photo: FCA US LLC.
Binge Drinking
The Redeye is so thirsty it has two dual-stage fuel pumps versus the normal single pump found on lesser models. How thirsty? This thirsty: At full throttle, the high-output Hemi ingests and consumes 1.43 gallons of fuel per minute. That’s enough to completely drain the tank in just under 11 minutes – or a burn rate slightly better than a Saturn V moon rocket.
Somehow though, the Redeye still gets 22 miles per gallon in “normal” highway conditions. So dig that: It is both way faster and more powerful than a 1969 Hemi ‘Cuda (for instance) yet gets about double the fuel mileage.
You will note the new dual-snorkel hood. This new bonnet is one of three sources of intake air along with the driver’s-side Air Catcher headlamp Inlet near the wheel liner to feed the new, larger air induction box.
The SRT Power Chiller diverts the air-conditioning refrigerant from the interior cabin to a special unit mounted by the low-temperature circuit coolant pump. Charge air coolant, after being cooled by ambient air passing through a low-temperature radiator at the front of the vehicle, flows through the chiller unit, where it is further cooled. The chilled coolant then flows to the heat exchangers in the supercharger. Photo: FCA US LLC.
Hard Candy
Other goodies borrowed from the SRT Demon include Torque Reserve to deliver up to 3.9 psi of boost at launch and up to 55 percent more engine torque. Torque Reserve is active once the engine speed passes 950 rpm, and closes the bypass valve to “pre-fill” the intake with boost while better managing fuel flow and spark timing. Also along for that very short drag-strip ride are high-strength steel prop shafts for a 15 percent increase in torque capacity, and 41-spline half shafts to boost torque capacity another 20 percent.
And if you want to get all old school with this . . . this . . . beast? Ogre? Animal? Whatever, dig: The 2019 SRT Hellcat Redeye offers your choice of two final drive ratios, the standard 2.62:1 or the available 3.09:1 for “enhanced” launch capability. Trust me, you want the 3.09 gears.
All of this adds up to the 2019 Challenger SRT Hellcat Redeye being one of the most powerful muscle cars in history: 1/4-mile E.T. of 10.8 seconds at 131 mph and a top speed of 203 mph. You got the timing slips to beat that? Bring ’em!
Manufacturing & Availability
Production begins this fall at the Brampton, Ontario Assembly Plant, with the Challengers arriving at dealerships in the fourth quarter.
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
Challenger SRT Models
1/4-mile elapsed time/speed
Top Speed
Redeye Widebody
10.8 seconds @ 131 mph
203 mph
Hellcat Widebody
10.9 seconds @ 127 mph
195 mph
Redeye
11.1 seconds @ 131 mph
203 mph
Hellcat
11.2 seconds @ 125 mph
199 mph

2019 Dodge Challenger Gallery

Photos & Source: FCA US LLC.

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The Aston Martin DBS Superleggera Should “Nose” Out The Competition

The Aston Martin DBS Superleggera Should “Nose” Out The Competition Have you ever looked across a crowded room and said to yourself, “Wow, he or she sure is hot . . . except for that nose!” Yeah, well, the new Aston Martin DBS Superleggera is like that. It works from a whole bunch of different angles, but the entire grille treatment is way off.
Specifically, the radiator aperture, the opening, is way too big and out of proportion with the rest of the car. Sure, I understand there are thermodynamic concerns here (i.e. this thing has to put out a ton of heat and has cooling needs slightly less than Chernobyl on a bad day) but the people from Gaydon could have finessed that a little better.
Team Effort
Or, let’s set the dead fish where it belongs, at the Milanese drafting tables of Superleggera, the Italian design maestros that sculpted the Aston Martin DBS Superleggera. Superleggera, the Italian auto design firm famed for their work on early Ferraris, Alfas, Lancias and such, were tapped by the venerable Aston Martin to have a tilt at a sort of hot-rodded DBS, and the result is pretty fantastic.
Apart from that nose.
Of course this is not the first time AM and Superleggera have worked together, having collaborated on the DB4, 5, and 6 Mark 1. The new DBS Superleggera is clothed in impeccably sculpted carbon fiber body panels. Gone are the days of the Italian firm using ultra-thin aluminum alloy body panels, hand beaten into shape and then suspended over the spaceframe chassis with a multitude of teeny, tiny little tubes to hold the entire thing up.
Nah, time marches on, and as cool and old school as that was, molding even lighter body panels out of composites is a much better way to go.
The front grille of the Aston Martin DBS Superleggera consists of a honeycomb design; the automaker says they took inspiration from how honeycombs are so often found in nature. Photo: Aston Martin The Americas.
Power & Performance
All this new tech adds up to a dry weight of 1693kg (around 3,700 lbs.) and tips the weights and measures with a 51:49 weight distribution. In other words, just a little nose heavy. Which sort of follows, given that the DBS Superleggera is powered by Aston Martin’s 5.2-liter twin-turbo V12, cranking out 725PS and 900Nm of torque. That translates as 715 ponies and around 660 lb-ft. of grunt.
All this veddy British goodness rides on your choice of two alloy wheels: the standard “Y” Spoke Forged Wheel or the Lightweight Twin Spoke Forged Wheel. Both are mounted with Pirelli tires.
Add all that up and the DBS Superleggera dispatches a zero to 62 mph time of just 3.4 seconds, hits 100 mph in 6.4 seconds, and tops out at 211 mph. Aston further mentions this beast of a ride has enough mid-range power to accelerate from 50 to 100 mph in 4.2 seconds. In fourth gear. Impressive.
With an F1-inspired double-diffuser, the DBS Superleggera generates 180kg of downforce at VMAX, the highest figure ever for a series production Aston Martin. Photo: Aston Martin The Americas.
Transmission, Chassis & Technology
Speaking of gears, the DBS Superleggera uses a new, rear-mounted ZF eight-speed automatic/mechanical limited-slip differential with torque vectoring. Yes, the DBS Superleggera is rear-wheel drive only. The chassis itself is the latest generation of the lightweight bonded aluminum structures first seen on Aston’s DB11. There’s forged double wishbones at the front and a multi-link system at the back. Adaptive damping is standard, and both the powertrain and chassis offer three dynamic modes; GT, Sport, and Sport Plus.
And although the Superleggera aims to be “Super Light” as the name implies, it does not scrimp on the goodies. Keyless entry, tire pressure monitoring system, a 360-degree camera, and Park Assist are in the mix. The stereo has DAB plus Bluetooth audio and phone streaming, and iPod, iPhone, and USB playback.
The satellite navigation system is fully integrated; the WiFi hub, plus all the in-car infotainment systems use a central LCD screen, controlled via a dial.
Photo: Aston Martin The Americas.
Pricing & Availability
Prices start at $304,995 in the USA with deliveries expected to begin this fall.
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
Aston Martin DBS Superleggera Gallery

Photos & Source: Aston Martin The Americas.

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2018 Lexus LS 500 F Sport Review

2018 Lexus LS 500 F Sport Review If you think Audi, BMW, Mercedes-Benz, and Volvo have the market on the full-size luxury segment, Lexus is making a bold statement with the LS 500. When Toyota CEO Akio Toyoda said he wanted to change the Lexus culture, he wasn’t kidding. The LS 500 says Europe doesn’t have a lock on world-class luxury any longer.
What’s New For 2018
The Lexus LS 500 is redesigned and all-new for 2018. The new, fifth-generation LS 500 is longer, lower, and wider than its predecessor, the LS 460, and with a new coupe-like profile, it looks slimmer and sportier. A new suspension design yields sportier handling.
Features & Options
The 2018 Lexus LS 500 ($81,000) comes standard with 19-inch wheels, an adaptive suspension, LED headlights, a sunroof, a hands-free trunk, power-closing doors, leather upholstery, power-adjustable heated and ventilated front seats, a heated leather-wrapped steering wheel, magnesium paddle shifters, 16-way power-adjustable heated and ventilated front seats, and a power rear sunshade.
Technology features include a 12.3-inch color display, navigation, a trackpad-style interface, a Wi-Fi hotspot, Lexus Enform smartphone app integration, Enform emergency and convenience services, Bluetooth connectivity, and a 12-speaker audio system. Safety features include a rearview camera, front and rear parking sensors, blind-spot monitoring, rear cross-traffic alert, forward collision warning, pedestrian detection, lane departure warning, lane keeping assist, adaptive cruise control, automatic high beams, and rain-sensing wipers.
The optional F Sport package ($9,700) on this tester added 20-inch wheels, larger brakes, a re-tuned suspension, unique styling elements, exclusive leather upholstery, and 28-way power-adjustable seats.
The Safety System+ A package ($3,000) adds adaptive cruise and automatic steering that can detect and “trace” the path of the vehicle in front, forward cross-traffic alert, road sign recognition, and a panoramic rearview monitor.
Other options included a premium 23-speaker Mark Levinson sound system ($1,940), an enhanced heads-up display ($1,220), adaptive air suspension ($1,500), a panoramic rearview monitor ($600), and a panoramic sunroof ($1,000).
Total MSRP including destination: $101,575.

Interior Highlights
Stepping inside reveals a roomy, luxurious, and comfortable place to spend time. We played with the 28-way power-adjustable seats for 20 minutes getting them set just right for our week-long drive. The 2018 LS 500 gets stretched with a longer wheelbase, giving passengers more legroom than the outgoing model. Four passengers will fit comfortably for long distances even with the raked roofline, which makes the sedan look smaller than it is.
Extravagance abounds in the new LS cabin, from the dark hardwoods and aluminum trim on the dash, to the ambient lighting and quilted seat fabric. The door panels even feature curved stitching, finished with free-floating door handles and armrests. The large central display screen is beautiful and we think the optional Mark Levinson premium sound system is worth the cost.
The F Sport gets heavily sculptured seats that kept us firmly in place as we tossed the big sedan around mountain curves. In the back, rear passengers will need to duck to get in, but the reclining seats helped our guests sink in and enjoy the ride. The rear seats are perfect for two adults or three kids. We noticed the air suspension raising the car more than an inch making for easier entry/exit.

Engine & Fuel Mileage Specs
The LS 500’s all-new turbocharged V6 delivers more power than the outgoing model (416 horsepower and 442 lb-ft. of torque) and comes mated with a quick-shifting, 10-speed automatic transmission. Rear-wheel drive comes standard; all-wheel drive is optional.
EPA fuel mileage estimates come in at 19/30 city/highway and 23 combined for rear-wheel drive models. By comparison, all-wheel drive models are 18/27 city/highway and 21 combined.
Driving Dynamics
From behind the driver’s seat, the LS 500 doesn’t feel as big as it really is. The sedan feels like a much smaller sports car. We pushed the pedal down and the 416 horsepower V6 came to life, sounding more like a V8 than anything. The newly-upgraded engine’s power and low-end thrust kept us entertained and never left us wanting more the whole week as we pushed it hard in the high-altitude west of Denver.
The 10-speed sequential automatic transmission’s gear shifts are smooth and imperceptible, and the two work well together. If you want a sporty ride, opt for the F Sport’s adaptive air suspension setup. We tossed the big sedan around tight mountain corners, and experienced very little body lean.
On the open road, the air suspension’s ride is buttery smooth and road noise is kept to a minimum inside the comfy cabin. Road manners are excellent, overall, with the adaptive setup, and the active rear-wheel steering on the F Sport reduces the turning circle, easing maneuverability in the city and into tight parking spots.
Conclusion
The air-suspension’s ride and quiet, luxurious interior are made to pamper drivers and passengers. The F Sport delivers a sportier experience for driving enthusiasts who want the best of both worlds. The 2018 Lexus LS 500 promises extra comfort, plenty of storage space, lots of luxury, the latest safety equipment, and a sizable helping of technology and performance.
Denis Flierl has invested over 25 years in the automotive industry in a variety of roles. Follow his work on Twitter: @CarReviewGuy
2018 Lexus LS 500 F Sport Gallery

Lexus LS 500 Official Site.
Photos: Toyota Motor Sales, U.S.A., Inc.

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Inside The 2017 Ford GT’s Brembo Braking System

Inside The 2017 Ford GT’s Brembo Braking System

The 2017 Ford GT is the fastest production vehicle the blue oval has ever produced. With a precise power-to-weight ratio, five different drive modes, and advanced aerodynamics, the car is worth more than a passing glance. The GT’s engine, a 647 horsepower high-output 3.5-liter EcoBoost, is simply the cherry on top.
Or maybe that’s the GT’s top speed of 216 mph?
Either way, getting up to speed isn’t a problem, but what about getting stopped?
Ideal Proving Grounds
Brembo is, for all intents and purposes, accustomed to stopping rocket ships. The company’s high-performance braking systems are found on some of the world’s most powerful racing machines, like Formula One and Indy cars. With more than 300 championships in racing already, Brembo’s technology is unique in that it’s first proven on the track, then brought to the street. The proving and validation environment a track provides, and what can be learned in such situations, will inevitably transition to everyday roads.
For example, Fiat Chrysler Automobiles utilizes Brembo’s expertise on two of their most powerful vehicles, the Jeep Grand Cherokee Trackhawk and Dodge Challenger SRT Demon. General Motors recently worked with Brembo on a new braking kit for select models, including Chevy Silverado and GMC Sierra 1500 series trucks. The kit upgrade better handles the thermomechanical changes consistent with pulling a trailer or moving a large payload.
Now Ford is in the mix, outfitting their GT supercar with Brembo brakes.
“Our group has been working with the Ford engineering team simultaneously on the Ford GT race cars that are competing and winning now, and have carried those lessons learned over to the Ford GT street model,” explained Dan Sandberg, President and Chief Executive Officer, Brembo North America.
Photo: Ford Motor Company.

Tech & Personality
The production GT will have carbon ceramic (CCM) rotors with dedicated high performance brake pads on the front and the rear. The CCM discs are exceptionally light and function better at high temperatures.
“Lightweight technology wins on the track and the street,” Sandberg said. “The two-piece CCM brakes on the Ford GT deliver a 50 percent weight savings over typical cast iron braking systems.”
In the rear, the unique-to-Brembo, electro-mechanical parking brake (EPB) is worth noting. The EPB function is delivered by a stand-alone black anodized aluminum caliper, governed by Brembo software. The Brembo EPB operates both automatically and via a button, eliminating the cables associated with traditional parking brake systems. Ford GT customers can select from an array of caliper colors too. Each one displays the Brembo lowercase “b” logo in black.
“The consumer choice of five caliper colors makes every Ford GT a personal design statement,” Sandberg added.

Brembo Ford GT Front CCM Brakes
Brembo six-piston, monobloc, fixed bridge, radial mounted aluminum calipers.
394 mm x 36 mm rotors.
Low fluid displacement design improves pedal feel and stiffness.
Exposed fluid lines on calipers allow for increased cooling.
Optimized cooling system designed by Ford and Brembo maximizes CCM performance.
Brake ducts fixed to calipers articulate with the steering for maximum cooling.
Brembo Ford GT Rear CCM Brakes
Four-piston monobloc aluminum calipers with 360 mm x 32 mm CCM rotors.
Rear calipers radially mounted and optimized for stiffness.
Rear brakes also have the specialized cooling ducts for the CCM rotors and pads.
Brembo Electro-Mechanical Parking Brake (EPB):
The EPB caliper is managed by Brembo software, embedded in the ESC unit.
Eliminates additional and unnecessary parts and cables.
Brembo Ford GT Racing Brakes
Lightweight aluminum six-piston Brembo calipers with 380 mm x 34 mm cast iron rotors on the front.
Four-piston calipers with 355 mm x 32 mm rotors on the rear.
Much of the brake cooling geometry hidden in the Ford GT race car carries over to the street version.
The Chip Ganassi No. 68 Ford GT driven by Joey Hand, Sébastien Bourdais, and Dirk Müller won the 24 Hours of Le Mans in 2016 on Brembo brakes.
Carl Anthony is Managing Editor of Automoblog and resides in Detroit, Michigan.
Photos & Source: Brembo North America, Ford Motor Company.

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2018 Buick LaCrosse Receives Light Electrification Update

2018 Buick LaCrosse Receives Light Electrification Update

“The Buick LaCrosse expands its technological credentials by adding eAssist light electrification for the 2018 model,” says Buick in the most vague way possible, meaning that one of their more popular cars now comes in a hybrid.
The term “light electrification” is a pretty good way to go, because although this is a hybrid, it’s not a full blown one like a Prius.
Electric Approach
What Buick, a brand both beloved in America’s heartland and China, is doing with their electrified LaCrosse here is combining an electric motor with the crossover’s 2.5 liter four-cylinder engine to deliver “quiet, refined, and spirited efficient performance backed by the value and customer experience expected of Buick.” Okay, all good so far. Nothing wrong with adding some batteries and an electric motor or two (look at what happened when Ferrari did it), but how does this all play out in the LaCrosse?
Buick’s new eAssist system (yes, that’s how they spell it) pairs the four-cylinder engine with a compact lithium-ion battery pack to offer benefits usually found on fully electric vehicles. So the LaCrosse dials in such goodies as torque-assisted launch, energy-saving regenerative braking (which can also enhance braking performance), and an exceptionally smooth stop/start system. Buick loves this new eAssist system so much it will be the standard powertrain for the 2018 LaCrosse when it goes on sale this fall.
Efficient Packaging
When installed in the LaCrosse, the eAssist differs from previous Buick eAssist implementations by being more sophisticated, powerful, and compact. It gives a 9 percent increase in overall torque, allowing drivers to get the responsiveness expected from a full-size sedan. Also, the newest eAssist system is noticeably smaller and unobtrusively packaged, so you still get to use the LaCrosse’s fold-down rear seat and abundant trunk space. Option-wise, the new standard 2.5 liter four-cylinder/eAssist drivetrain complements the popular V6 plant that remains untouched, and will still be available on select trims.
Other updates on the 2018 Buick LaCrosse include more packages with available all-wheel drive and an all-new nine-speed automatic transmission for the V6 models. By mid-2018, Buick will have five models available with the new advanced transmission. Customer demand is very high for Buick’s intelligent all-wheel drive and active twin clutch gearbox, so that will now be available on the Essence trim.
Buick’s signature QuietTuning is achieved in a number of ways. This chart shows some of the specific areas engineers focus on. Photo: Buick.

Inner Workings
Now, the nitty-gritty, techno-details on this whole eAssist deal. The short version is that eAssist combines a compact electric motor powered by a 24-cell, air-cooled 0.45kWh lithium-ion battery pack with the 2.5-liter four-banger gas engine. This combo is designed to enhance efficiency and maintain refined performance.
All of this gets to the tarmac with five major components.
First, there’s the Motor Generator Unit or MGU. The MGU replaces the conventional alternator and acts as an electric motor to provide more power when needed. The MGU is also an electric generator that provides the energy stored in the lithium-ion battery pack. Next there is the entire Electric Assist scheme, the software controlling what switches on or off, and when. The MGU’s electric motor provides extra power for smooth launches while in the Auto-Stop mode. It also funnels additional torque to the engine when the Electric Assist wizards think it’s needed to optimize overall performance and efficiency.
With hybrid systems, there’s also some cool tricks you can do with the braking. In the case of the 2018 Buick LaCrosse, regenerative braking is part of the act. When you hit the brakes or start coasting, some of the energy you normally give away as heat is, in the case of the Buick, converted to electricity through the graces of the MGU and stored in the lithium-ion battery pack.
Speaking of that lithium-ion battery pack, in our case here, it’s an 86V unit, which has been revamped and repackaged to be more compact. It takes up less space, meaning more room for people and stuff. The energy kept waiting in the lithium-ion battery pack powers the electrical system when the entire vehicle it is in Auto-Stop mode. The lithium-ion battery pack also gets power to the MGU to help with the aforementioned smooth launch while in Auto-Stop mode, or additional torque to the engine as the ones and zeros see fit.
The stop/start technology contributes to added fuel savings by turning off the engine when you are in Auto-Stop mode. So, when you are at a stoplight or in heavy traffic, for example, the LaCrosse will shut off the four-banger, and run things on batteries alone. It will then restart the engine when your foot lifts off the brake pedal.
Aerodynamics & Availability
The 2018 Buick LaCrosse also gets a host of aero improvements to help with efficiency. There are upper and lower active aero shutters in the front fascia. These close under certain driving conditions to help maximize aerodynamics and contribute to improved fuel economy; e.g. when you’re going fast enough, they close, since enough air is getting forced over the radiator anyway. Buick makes no mention of cost, but that will most likely be revealed as we get closer to the fall release date of the 2018 LaCrosse.
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: Buick.

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2018 GMC Yukon Denali: The Ultimate Expression of Professional Grade

2018 GMC Yukon Denali: The Ultimate Expression of Professional Grade

In the ongoing, half-century long slugfest between Chevy and Ford over who has the better truck, the fortunes of the fight swing from one pugilist to the next. One company tries something new, and their opponent hits them for its deficiencies; one company doesn’t change, and the other hits them for being too traditional.
For 2018, GMC (the trucks only end of General Motors) is really hitting on their whole notion of “Professional Grade.”
Recognizable & Functional
The 2018 GMC Yukon Denali showcases three main areas they’re pushing: the new, GM-centric, Multi-Dimensional Grille, a Hydra-Matic 10-speed automatic transmission, and a long list of work-oriented standard features. The new grille, in addition to a more chic look, also hides a number of practical features such as greater airflow to the radiator. There are active aero shutters located behind the grille that close in certain conditions on the highway, reducing aerodynamic drag and enhancing efficiency.
The new look of the grille comes from how GMC designers evolved the current Denali grille through a multi-dimensional sculpted lattice in a layered manner. This same theme is seen in other current and newer GMC models like the Acadia and Terrain. The new grille is bracketed by HID headlamps and LED Signature Lighting.
“It’s a more exciting and sophisticated design, while remaining instantly recognizable as part of the GMC Denali family,” said Matt Noone, Director, Global GMC Exterior Design.
Photo: GMC.
Aggressive Yet Smooth
Now, about that 10-speed transmission. This is a growing trend, not just in the truck market (although there’s plenty of representation in that arena as well) but across a broad range of vehicles. Until engineers can figure out a way to make Continuously Variable Transmissions handle high torque and power loads, get used to seeing auto-boxes with many, many ratios contained within.
In the case of GMC’s 2018 Yukon Denali, the new 10-speed slush box pulls the engineering knowledge of GM’s previous transmissions into a new level of performance. There’s a wider, 7.39 overall gear ratio spread, and in comparison to the previous Yukon Denali’s eight-speed box, the new 10-speed allows for a lower numerical top gear ratio that nets you greater efficiency. This new transmission has optimized gearing along with proprietary controls to allow the 6.2L V8 engine to deliver both smooth operation and aggressive response.
Power & Performance
And speaking of that 6.2L engine, it tops the extensive list of standard features for GMC’s 2018 Yukon Denali. Said plant cranks out 420 horsepower with direct injection and GM’s Active Fuel Management, or cylinder deactivation in lighter driving conditions. In other words, a good solid mill for any truck or SUV to have under its hood.
The new Yukon Denali also has Magnetic Ride Control, standard 20-inch wheels, and available 22-inch wheels (if you want to be the flashy guy on the job site), an automatic locking rear differential, and four-wheel-disc brakes with Duralife rotors (does anyone make drums any longer?). Other standard and available features include StabiliTrak electronic stability control, tow/haul mode, trailer sway control, auto grade braking, and hill start assist.
“The foundational elements of exclusive design, premium touches, and uncompromising capability have made Yukon Denali an icon for nearly 20 years,” said Duncan Aldred, Vice President of Global GMC. The first Yukon Denali appeared in 1999. Photo: GMC.

Interior Treatments
Speaking of the interior, the 2018 Yukon Denali is becoming more and more like a mobile office. There’s an infotainment system with navigation that includes Apple CarPlay and Android Auto capability. The standard 8-inch diagonal screen features a customizable display that works with the standard heads-up display. Active Noise Cancellation makes the interior quieter too.
There are multiple USB ports and accessory power outlets, including a 110-volt, three-prong outlet so you can plug in, charge, and run everything from your smartphone to a tablet to a coffeemaker (for all I know). There’s also wireless phone charging, heated and ventilated driver and passenger seats, heated second-row seats, and a hands-free programmable power liftgate. OnStar? Oh, you bet this pick-em-up-truck’s got OnStar.
Packaging & Availability
So, get used to seeing that new front end design on lots of GMC vehicles. The Denali trim package being offered on the Yukon and Yukon XL accounts for way more than half of all Yukon sales. The XL features a longer wheelbase (14 inches) for greater third-row legroom and more than double the cargo area behind the third-row seat. The XL is in case you want to go large, but either way, the 2018 GMC Yukon Denali goes on sale this fall.
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: GMC.

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Automoblog Book Garage: Ford Model T Coast to Coast

Automoblog Book Garage: Ford Model T Coast to Coast Ginormous pancakes at the Viking Grill, the first Casey’s General Store, and a top secret World War II base: all on the itinerary for author Tom Cotter and photographer Michael Alan Ross in Ford Model T Coast to Coast. The book is a retelling of their cross-country adventure: a nearly 4,000-mile journey through the heart of America in a 1926 Ford Model T named “Something Special.”
Slow Ride
Ford Model T Coast to Coast is really about people and the connections they share with their communities. Cotter and Ross ask what happens when cars are completely autonomous? This is the very premise of the book. Will we lose not only the thrill of driving, but the ability to relate to our fellow humans?
“Sure, the built-in GPS system will get us to our destinations efficiently, but in the process it will also bypass the little treasures we can discover in out-of-the-way places,” Cotter writes before departing out across 13 states on the famous Lincoln Highway. “The fast roads bypass all that is unique about America.”
Photo: Michael Alan Ross.
Human Touch
In Ford Model T Coast to Coast those unique people and places include Bob and Debbie Altizer, proprietors of the Lincoln Motor Court which takes visitors back in time; Kyle Bond who after following in his father’s footsteps, is keeping a small Nebraska town on the map; and Jimmy Jaynes who makes the massive pancakes at the Viking Grill.
We meet them and so many more “keepers of the flame.”
Maintaining the old Model T for the 4,000-mile journey was not without its challenges, but for Cotter and Ross – and for those who appreciate a Sunday drive any day of the week – it’s worth it. As technology continues to progress, we may not have many more opportunities like this.
Ford Model T Coast to Coast: A Slow Drive across a Fast Country is available through Amazon and Motorbooks.
Photo: Michael Alan Ross.
Author
Cotter is the founder of the Cotter Group, an automotive public relations and marketing agency representing some of the biggest names in NASCAR, IndyCar, drag racing, and road racing. In his early years, he was an auto mechanic and salesman, later heading the PR department at Charlotte Motor Speedway. Cotter’s work has been featured before in our Book Garage series, 50 Shades of Rust and Cuba’s Car Culture being among our favorites.
Photographer
Michael Alan Ross is a photographer who sees what turns enthusiasts on about cars. His work has been featured in advertising campaigns, auto magazines, and corporate photography collections in the United States and Europe.
Ford Model T Coast to Coast Gallery

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Could The Mazda Miata Outpace One of History’s Greatest Muscle Cars?

Could The Mazda Miata Outpace One of History’s Greatest Muscle Cars? We here at Automoblog are good pals with these guys at RealMazdaParts.com. I’m not sure exactly how they do it, but every so often they ask hilarious questions and put out some highly entertaining infographics. In this case: Could a 2018 Mazda MX-5 Miata outrun a 1970 Chevelle 454 SS?
The answer, if you think about it, is actually pretty obvious, but it does also lead us to consider that our heroes of old were not that heroic.
The short answer is yes, a new Miata is “faster” than a Chevelle 454 SS. Or at least it would be around an AutoX course. But that’s obvious, isn’t it? A Chevelle 454 SS weighs nearly twice what a Miata does, it has a suspension better suited to a hay wagon, and don’t get me started on its braking capabilities.
Handling Versus Horsepower
But this is the old “different horses for different courses” argument. Of course a Miata is going to beat the living daylights out of a 454 SS on an AutoX course. That’s what Miatas are made to do. That sort of contest is inherently biased in the Miata’s favor. Shoot, a Miata could probably beat an AA Fuel dragster in a quarter-mile drag race, if the rules were to go halfway down the strip, turn around, and then come back.
If you look at the handy dandy little chart from RealMazdaParts.com (also seen below) it’s amazing how close both cars are in some areas. The zero to 60 times are pretty close, with the Chevy losing out by 0.3 seconds. The exact opposite is true in the quarter mile, with the SS beating the MX-5 by more than a second.
But, in the drag contest, the big block Chevelle has three times the horsepower and more than three times the torque of the Miata . . . which corresponds into more top end which, as always, corresponds to lower ETs down that asphalt strip baby!
With the optional LS-6 454 big-block V8, the Chevelle SS could surpass 100 mph in 13.3 seconds. Photo: GM Media Archive.
Vintage Versus Contemporary
If you look a little deeper, what this really brings into stark contrast is that the “good old days” weren’t all that good. You’ll run into lots of old timers these days, talking about how cool things used to be, back in the 1960s, in the muscle car era. They talk about it like it’s some sort of golden era, never to be attained again.
Talk about looking at the past through rose-tinted racing goggles.
You look at the performance specs for cars across the board from the mid-century, and they’re not all that impressive. At least from today’s vantage point. Sure, back in 1967, a Pontiac GTO was an impressive car. Was. Sure, a Chevelle 454 SS was the top of the Chevy muscle car heap, Camaros and Vettes not really counting, which is good, since they could be even faster. Yes, the Chevelle could run with Buick Grand Sports and Hemi ‘Cudas and such, but today?
Look at the figures. A 2019 Dodge Charger puts out roughly the same amount of power and will go from zero to 60 in 4.4 seconds. That is 1.7 seconds faster than a 454 SS. And the Charger is a four door (for some terrible reason). And the real cherry on top? A new Charger can get over 20 mpg (some as high as 30) on the highway. You will never see that kind of mileage with a big-block Chevelle. Never.
Shoot, you’d be lucky to get it out of the single digits with any of your vintage muscle cars.
Photo: Mazda North American Operations.
Penny For Your Thoughts
What can I say, cars are objectively better today than they were half a century ago. That, of course, does not mean they are more fun. That’s subjective and up to the eye of the beholder.
The only thing that gets me, and I mean really gets me, from this chart is that when you adjust for inflation, the Chevelle is about $7,000 less than a new MX-5. Inflation adjusted, a 454 Chevelle SS would sell for a little under $23,000. 23-thousand! Have you ever seen what these things go for on Hemmings?
Don’t go look. You don’t wanna know. It’s downright chilling.
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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The Battle For Generation Z In The Small SUV Market

The Battle For Generation Z In The Small SUV Market It’s seems like every generation in the United States has caught sport utility vehicle fever. SUVs sell like hotcakes and it makes sense. SUVs are that super-practical, do-anything machine for the 21st century. It’s not uncommon to hear about baby boomers getting a small SUV in the interest of downsizing, or GenXers opting for something larger and more luxurious as they move through their prime earning years.
Millennials are no exception either as they pass into their formative earning and family-raising years.
And while large, luxurious SUVs have their appeal, their smaller counterparts – often referred to as compact utility vehicles – are catching on with younger buyers.
“We see the emerging entry CUV segment growing at a very fast rate and the industry has seen customers looking for CUV body styles over sedans,” said Tyler Graves, Planner – Chief Marketing Manager, Nissan North America. “CUVs offer the fuel efficiency of small cars while offering additional versatility and cargo space.”
“Saving money drives the younger buyer in their choice,” added Michelle Krebs, Executive Analyst, Autotrader. “Smaller vehicles have smaller price tags and sip less gas.”
Untapped Potential
Generation Z, the cohort after millennials, made up 25 percent of the U.S. population in 2015 according to Forbes. Generation Z consists of those born from the mid-1990s to the early 2000s, and is a larger cultural sect than baby boomers or millennials. Like millennials, they are shaping new models of mobility, which sometimes spurs the idea that younger audiences will forgo car ownership all together.
However, a 2016 study on Generation Z from Kelly Blue Book and Autotrader found otherwise. In that study, 92 percent stated they plan to own a vehicle one day.
“They favored Honda, Chevrolet, and Ford as they see those brands as traditional, practical, and trusted,” Krebs explained. “The zero to now 19 crowd will make up 23 percent of the population with $3.2 trillion in purchasing power by 2020.”
“Baby boomers, Gen Xers, millennials – everybody wants their SUV, and Gen Z is no different,” added Erich Merkle, Ford U.S. Sales Analyst.
Ford has studied SUV ownership among the generational cohorts before, and projects that U.S. sales of subcompact SUVs among those 18 to 24 will surpass those of subcompact cars as early as next year. Ford’s research shows that just four years ago, that same age group purchased 8,121 subcompact cars and only 443 subcompact SUVs. Last year the tables turned as those consumers purchased 3,981 subcompact cars and 2,840 subcompact SUVs – a 541 percent leap for subcompact SUVs.
“As more new small SUVs like the Ford EcoSport become available, you’ll see the subcompact SUV segment continue to climb as a popular new car of choice for first-time buyers,” Merkle said.
Ford EcoSport. Photo: Ford Motor Company.
Connected Cultures & Long Roads
Securing a slice of Generation Z pie is paramount for automakers, and the market is now flooded with new CUV offerings pointed directly at today’s youth. In order to further attract them, Ford has made things like in-vehicle Wi-Fi, multiple charging ports, and various smartphone compatible entertainment systems a priority. The new EcoSport is already compatible with Amazon Alexa, Apple CarPlay, and Android Auto.
“To Gen Z buyers, connectivity is everything,” said Karen Sullivan, Ford EcoSport Brand Marketing Manager. “Their car serves as an extension of their phone and their home, and we’re seeing an exciting response from these young customers to our all-new EcoSport.”
Ford is strategic in their engineering and marketing of the EcoSport, focusing on the vehicle’s fuel efficiency, cargo space, connectivity options, and price but Kerbs believes nothing will happen overnight.
“Ford faces a challenge with the EcoSport and has their work cut out in terms of making inroads in the subcompact segment,” she explained. “The EcoSport must establish its name; it currently lacks consumer awareness and the name itself is confused with Ford’s EcoBoost.”
Photo: Ford Motor Company.
Finding The Mark
According to Krebs, the Jeep Renegade, Compass, and Honda HRV are among the strongest competition for Ford, and each see more user traffic on Kelley Blue Book than the EcoSport.
“In our Kelley Blue Book Brand Watch, a metric that measures brand health down to the model level, the Ford EcoSport does not lead in any of the nearly two dozen attributes we measure, including the three most important,” she continued. “Our analysis shows the most important attributes to shoppers in the subcompact utility segment are durability, safety, and affordability.”
Krebs believes Ford should continue to expand their tech offerings for the fledgling EcoSport, but not at the expense of other important aspects younger buyers will inevitably consider. The Kelley Blue Book Brand Watch metric concluded the EcoSport did not offer as many safety features, had lower fuel economy, and was higher in terms of sticker price at $19,995 (destination and other fees not included) than the competition.
“Ford needs to find ways to promote the EcoSport, especially to younger, likely urban buyers, to build awareness,” Krebs said. “They need to focus on the aspects in the segment that matter – especially value – and then layer the technology on top of those basics.”
Photo: Ford Motor Company.
Satisfied Customer
Ford stands by the price point, saying the EcoSport’s 1.0-liter engine with its EPA-estimated 28 combined mpg has already attracted younger buyers.
“I’d never heard of EcoSport, but I loved it the minute I saw it,” said Kelly Oswald, 19, one of the first owners.
Oswald, a suburban Baltimore college student, represents a growing link between Generation Z and subcompact SUVs. Last year, 11.3 percent of those 18 to 24 who purchased a new SUV purchased a subcompact one, up two percent from five years earlier.
“I went in looking to buy an used car,” she continued. “I didn’t expect there to be an affordable option to buy a new car.”
Although Oswald may be ahead of the curve.
“That age group, regardless of generation, does not typically buy a new vehicle for a first car,” Krebs said. “They generally drive an used car that might be a hand-me-down from their family.”
2018 Nissan Kicks: Photo: Nissan North America.
Kick Start
The Nissan Kicks, another new entry, was introduced last year during the Los Angeles Auto Show as the sixth member of the company’s SUV and crossover lineup. The S trim begins at $17,990, the SV at $19,690, and the SR at $20,290. The Kicks is standard with Automatic Emergency Braking, RearView Monitor, and seven air bags. SV and SR grades add Blind Spot Warning and Rear Cross Traffic Alert.
“The new Kicks is designed to fit the needs of singles or couples looking for expressive styling, personal technology, smart functionality, and advanced safety features at an affordable price starting under $18,000,” explained Michael Bunce, Vice President, Product Planning, Nissan North America, Inc.
Although, like the EcoSport, the Kicks faces an uphill battle in its newness.
“It’s becoming very crowded with entries,” Krebs said of the CUV segment. “There are some all-new ones – Nissan’s is the Kicks – but also some that have been there for a bit and have stronger brand names.”
Nissan doesn’t dispute the market’s little breathing room but remains confident.
“The segment is becoming increasingly competitive with new entrants,” Graves said. “However, we’re very optimistic about Kicks and the value we’re able to offer customers.”
Photo: Nissan North America.
Forward Looking
According to the automaker’s U.S. sales report for May 2018, overall sales of Nissan crossovers, trucks, and SUVs were up four percent. The Rogue lead the way, with a May record of 38,413 units, up 18 percent. However, Nissan noted that total May sales stood at 131,832 units, a decrease of 4 percent compared to 2017.
The Kicks, as it is just arriving, was not included in the report, although a long-term strategy is in play.
“We expect Kicks buyers to have a great experience with the safety and technology that we are offering,” Graves said. “We believe that Kicks will attract younger buyers and we hope to see them eventually move up our lineup as their needs progress.”
The Kicks tops the EcoSport in EPA fuel economy ratings (33 mpg combined versus the aforementioned 28) and has a lower price point, beginning just under $18,000 versus near $20,000 for the EcoSport. The Kicks is one of the best offerings in the segment in terms of these two factors.
Photo: Nissan North America.
Combined Approach
The Honda HR-V, although still relatively new, is a bit more established, having been on the market for three years now. While the HR-V is pointed toward Generation Z, Honda has taken into account older millennials.
“The Honda HR-V was developed with men and women between the ages of 18 and 34 in mind,” explained Jessica Pawl, Media Relations Manager, American Honda. “The HR-V is designed for people with active lifestyles who want a vehicle that makes their lives easy, but want to enjoy getting where they’re going.”
Honda’s HR-V team went for flexible packaging, efficiency, and overall value when engineering the vehicle.
“It’s fuel efficient, fun to drive, and features advanced safety technology,” Pawl continued. “It’s very well rounded and affordable, featuring the dynamics of our best sedans and the functionality of our most practical cars.”
“The HR-V benefits from the very strong brand image of Honda,” Krebs added.
The 2018 HR-V starts at $19,570, with two-wheel drive models earning an EPA-rating of 31 combined and all-wheel drive variants coming in at 28 combined. The HR-V was the number two seller in the segment last year, being edged out by the Subaru Crosstrek. Honda’s long-term strategy is similar to Nissan’s.
“Honda’s balanced portfolio offers buyers the opportunity to grow within the brand, moving up in vehicle size as their family grows and needs adjust,” Pawl said.
Photo: Honda North America.
Future Considerations
CBT Automotive Network notes in this January feature that Generation Z is more tech oriented than millennials and will likely not recall a time without Wi-Fi, smartphones, social media, and any number of streaming services. It’s something the automotive industry needs to be cognizant of as they approach this now rather large and significant cohort.
Despite a competitive CUV segment and the potential there for automakers, how many eggs to place in that basket is open to debate. As manufacturers use entry-level CUVs as a means to introduce younger audiences to their brand, it’s important to consider how these buyers, especially Generation Z, differ from others. While automakers have the best intentions, there is no guarantee these younger buyers will remain loyal, especially with so many rising stars in the SUV and CUV universe.
“The segment remains unclear as to how big it will be,” Krebs said. “They definitely want to own a car, but counting on Gen Z to drive sales of any new vehicle is misplaced, particularly in light of how cost-conscious they are.”
Carl Anthony is Managing Editor of Automoblog and resides in Detroit, Michigan. He studies mechanical engineering at Wayne State University, serves on the Board of Directors for the Ally Jolie Baldwin Foundation, and is a loyal Detroit Lions fan.
Photos & Source: Ford Motor Company, Nissan North America, Honda North America.

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