Automotive

McLaren 600LT Gets Stealth Grey Paint & Tons of “Visual Carbon”

McLaren 600LT Gets Stealth Grey Paint & Tons of “Visual Carbon” McLaren 600LT receives bespoke treatments by McLaren Special Operations (MSO).
Debut set for the Pebble Beach Concept Lawn this Sunday, August 26th.
The McLaren 600LT is already a stunning car – does the new paint really add anything?
Special Editions
McLaren Special Operations, the McLaren in-house custom shop that goes by the initials MSO is rolling out its latest bit of special confectionery. The McLaren 600LT in Stealth Grey debuts on the Concept Lawn at the Pebble Beach Concours d’Elegance this Sunday, August 26th. Fine, okay. But what makes this one so special?
Say what you want about McLaren’s F1 team these days (they’re abysmally terrible) but their road car division sure is cranking out the good stuff. And, like all high end supercar makers, McLaren has their own internal customizing division.
You know, for those of you that can’t buy anything off the rack, even if what’s off the rack are some of the best sports cars money can buy.
Paint Jobs
What we’re dealing with here is a ramped up version of the Woking company’s already potent 600LT. Which is already kind of a hopped-up version of the 570S; meaning less weight, more power, and that longer tail (that’s what the LT stands for).
The main distinguishing feature is the Stealth Grey Bespoke paint finish with a Mattee Black and McLaren (i.e. papaya) Orange Exterior Pack to show off the car’s aerodynamic features. McLaren makes a big deal out of this shade and that it’s “bespoke,” but I’m not all that ruffled by it. So what, you did a paint to sample and it’s a dark grey/flat-ish black color.
McLaren 600LT in Stealth Grey by MSO. Photo: McLaren Automotive.
Function & Induction
Also added to the mix is a Visual Carbon Fiber Roof Scoop, inspired by the McLaren F1, but not nearly as well integrated, visually at least. Yes, it’s a fully functional air intake. Yes, you can hear the induction roar better. Woking has thoughtfully included a track telemetry camera and integrated it into the scoop to record “inspirational moments.”
Besides the paint and that scoop, you’ll also find all three of the optional Carbon Fiber Upgrade Packs on this 600LT. That means the door mirrors, exterior door inserts, front splitter, rear bumper, diffuser, and rear deck and service cover are all made out of the cool, space-age stuff.
There is also an MSO Defined Carbon Fiber Roof and Cantrails, along with Carbon Fiber Front Fender Louvers.
No, I have no idea what “Defined” refers to in this case. Yes, all of this liberal use of carbon fiber reduces weight, so huzzah! The last of the lightweight goodies are the 10-spoke forged alloy wheels with a gloss black finish.
Photo: McLaren Automotive.
Visual Carbon & Big Stereos
Of course they’ve diddled with the insides, constantly reminding you how track-focused things are with a slew of MSO knick-knacks. Super-Lightweight Carbon Fiber Racing Seats, sourced from the McLaren Senna, with McLaren (i.e. papaya) Orange contrast stitching. A Carbon Fiber Interior Upgrade Pack with central tunnel and door insert panels, and a harness bar and six-point harnesses from the MSO Clubsport Pro Pack. The visual carbon fiber roof scoop cover is incorporated into the headliner, and the twin visual carbon fiber intake hoses for the scoop are integrated into the 600LT’s cabin design.
Again with the “visual” carbon. Is there an “invisible” option? Cause that’d be cool.
For those that insist on overdone car stereos, the McLaren 600LT in Stealth Grey comes with a 12-speaker Bowers & Wilkins system.
Pricing
How much? Well, with the McLaren 600LT starting at $240,000, you’ve got to figure this one is going to be expensive. And it is: $363,500. Although Woking mysteriously says to re-create the car, it would cost approximately $363,500, but never say, exactly, that 363 large is the asking price.
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
McLaren 600LT in Stealth Grey by MSO Gallery

Photos & Source: McLaren Automotive.

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Brabham BT62 Emerges During Monterey Car Week

Brabham BT62 Emerges During Monterey Car Week Brabham BT62 makes North American debut during Monterey Car Week.
The BT62 features a new tribute livery in honor of racing legend Dan Gurney.
What makes the Brabham BT62 so special and unique? Tony Borroz walks us through.
Coming to America
Okay, get set. This’ll be our first chance to lay eyes on the Brabham BT62, the track/radical street car direct from the great Grand Prix constructors themselves. And, as a very classy, very nice nod to its debut in America, Brabham have painted their little monster up in a tribute to our own Dan Gurney.
Legendary Figures
Now, there are some who do not know who Dan Gurney is, and you have my pity. To say he was one of America’s greatest race car drivers would be glaringly inaccurate. Dan Gurney was one of the greatest race car drivers ever. Period. When some half-bright young-un says something about Ayrton Senna being the greatest of all time, I just shake my head and usually say “Dan Gurney” under my breath.
Paying Tributes
So, Brabham is right on target with its tribute livery in honor of Dan. Gurney was the first ever driver to win a Formula 1 Grand Prix in a Brabham racing car and, just like the Brabham BT7 that Gurney raced to victory at the French Grand Prix in 1964, the BT62 you’ll see sitting on The Lawn at Pebble will be finished in Brabham’s distinctive Green and Gold colors. saWEET!
Working in conjunction with technical partner Michelin, the Brabham BT62 will be at the tire manufacturer’s stand at Laguna Seca on Friday, August 24th and Sunday, August 26th. Photo: Brabham Automotive.
Design & Performance
The BT62 has been designed from the ground up with a bunch of exceptional engineering details. The BT62 draws on the project team’s vast experience to create a car crafted from lightweight carbon fiber, with an equally aggressive aerodynamic package, and an optimal balance between function and form. “Pure-bred for the track,” say the Aussies and I will not argue with them.
How about an in-house, Brabham-built naturally aspirated 5.4 liter V8 plant? With a power-to-weight ratio of 730 ps per ton and a dry weight of just 972 kg?
Family Honors
Brabham Automotive founder David Brabham, and yes, he’s Jack and Betty’s son, the same David Brabham that is a triple 24 Hours of Le Mans winner and two time American Le Mans Series winner, will be presenting the Brabham BT62 at Monterey.
And, if this thing is at all like Black Jack’s racing cars, it will be awesome to behold; no higher tech than it needs to be; engineered, but not over-engineered, reliable as an anvil, fast as lightning. And only $1,300,000? Sign. Me. Up.
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
Photos & Source: Brabham Automotive.

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Smyrna, Tennessee Receives New Investments From Nissan

Smyrna, Tennessee Receives New Investments From Nissan 2019 Nissan Altima production is underway in Smyrna, Tennessee.
Smyrna Vehicle Assembly is one of the highest-volume plants in North America.
As a result of ongoing investments, Smyrna has produced nearly 4.6 million Altimas since 1992.
Local Investments
Nissan North America is preparing a $170 million investment for the Smyrna, Tennessee and Canton, Mississippi assembly plants. The investment supports 2019 Altima production already underway with new tooling and calibration equipment. To date, Nissan’s U.S. manufacturing investments now top $12 billion.
“Nissan’s continued investment in our manufacturing facilities underpins our commitment to building top-quality vehicles in the U.S., as well as our valued workforce and the communities where we do business,” explained Heath Holtz, Senior Vice President, Manufacturing, Supply Chain Management and Purchasing, Nissan North America, Inc.
The first 2019 Nissan Altima rolls off the assembly line on August 23rd 2018 in Smyrna, Tennessee. Photo: Nissan North America.
Essential Upgrades
Further updates include a laser brazing system for more flexible trunk lid welding, and a polyurethane stone guard coat paint system. Nissan says the forthcoming calibration equipment ensures the reliability and functionality of ProPILOT Assist.
Cornerstone Facility
Six Nissan models call Smyrna home: Altima, Leaf, Maxima, Pathfinder, Rogue, and the Infiniti QX60. Last year, Nissan Smyrna produced more than 628,000 vehicles, making it one of the highest-volume plants in North America. The plant employs 8,400 people and has built over 13 million vehicles since opening in 1983.
The Altima is arguably one of the most significant vehicles in Smyrna. That is it accounts for nearly 4.6 of those 13 million vehicles.
The 2019 Altima comes in five different trim levels, including an “Edition One” launch model. The new Altima will feature two engines when it arrives this fall, including Nissan’s first production-ready Variable Compression Turbo.
“The new Altima sets a new standard for the sedan market, and we are ready to bring it to the road for customers,” Holtz added.
The Automoblog Staff contributed to this report and can be reached anytime.

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2019 Audi RS 5 Sportback: Tech, Safety & Lumpy Cams! But $75,000?

2019 Audi RS 5 Sportback: Tech, Safety & Lumpy Cams! But $75,000? 2019 Audi RS 5 Sportback tops $75,000.
Expect a literal boatload a tech and safety features.
The engine utilizes a special combustion cycle for better efficiency.
The powertrain distributes drive forces asymmetrically for better handling.
But is it worth 75 grand? Tony Borroz gives us the inside scoop on this new Audi.
Packing Heat
It looks like the Euros aren’t going to give up on this big “coupe”/five-door hatchback thing, so we better get used to it. On the upside, when it comes to the Audi 5 Series big “coupe”/five-door hatchback, this one isn’t even “just” an S variant, oh no, this one’s a full blown RS.
Smooth Talkin’ & Fast Walkin’
Yes, yes, an RS. And, like all the Audi RSs out there, this one has a bunch of go-fast bits and bobs, but it’s really all ’bout dat engine, yo! Specifically, we’re dealing with a 2.9 liter TFSI V6 bi-turbo plant that generates 444 horsepower and 443 lb-ft. o’torque.
Said grunt starts at 1,900 rpm and goes all the way up to 5,000 rpm. Beefy!
That adds up to a sprint from zero to 60 mph in 3.8 seconds and a top speed of 174 mph with the optional Dynamic plus package. Our recommendation: Get the Dynamic plus package.
V’s Company
As is the fashion of our day, both turbochargers sit on the inside the “V” of the 2.9-liter engine. Audi says this promotes “engine responsiveness and performance,” but certinately raises holy hell with the thermodynamic loading. But hey, if it works, I won’t complain. Another novelty found in the engine room is a B-cycle combustion process with central direct injectors with shorter compression and longer expansion phases.
In other words, the 2019 Audi RS 5 Sportback has what we would have called a “lumpy cam” back in the day, only the Germans do this with computers and math and stuff like that.
Audi explains the the B-cycle process this way: “It creates an unusually short opening time during induction in part-load. The intake valves close at a crank angle of 130 degrees – well before the pistons reach bottom dead center (BDC). This and increased pressure in the induction manifold reduce throttle losses. Air intake remains relatively small; accordingly, the compression phase begins later when the piston travels upward after the BDC point. This permits a high geometric compression ratio of 11.2:1 – the combustion takes place with a relatively small combustion chamber volume. Compared to the short compression phase, the expansion phase is lengthened significantly. The result is better performance and fuel efficiency.” Photo: Audi of America, Inc.
Transmission & Traction Nannies
All that power coming from the 2.9 mill reaches the quattro permanent four-wheel drive system via a self-locking center differential and an eight-speed Tiptronic with optimized shift times. Torque is split 40:60, front to back, for responsive handling and optimal performance. A traction control nanny is there to manage how much of that torque goes where with minimal slip.
Suspension & Drive Modes
The 2019 Audi RS 5 Sportback now sits 7 mm lower and, when combined with the Dynamic Ride Control, things are plenty grippy. Single-tube shocks are driver variable in three stages. The diagonally opposed pairs of shocks are linked via hydraulic lines and, when cornering at speed, pitch and roll is reduced. You can customize your driving experience through the drive select system, which offers four drive modes: comfort, auto, dynamic, and individual.
2019 Audi RS 5 Sportback interior layout. Photo: Audi of America, Inc.
Tech & Safety
Infotainment? Yup, of course. This is 2019. The Audi RS 5 Sportback sports a smartphone interface with Apple CarPlay and Android Auto. There’s a standard Audi phone box for wireless charging and antenna amplification, standard Audi virtual cockpit, standard Audi MMI Navigation plus, and Audi connect CARE and PLUS. The displays are unique RS deals and inform you of tire pressure and temperature, torque, horsepower, and g-forces.
And of course there’s lots of safety caretakers too. Standard systems include Audi pre sense basic, Audi pre sense city, Audi side assist, Audi pre sense rear with rear cross traffic assist. Also available: adaptive cruise control with stop and go and traffic jam assist, traffic sign recognition, Audi active lane assist, and high beam assistant.
That’s it? Oh no, of course not. New is park steering assist to automatically steer into parallel or perpendicular parking spaces because you’re lazy and inept.
Pricing & Availability
The 2019 Audi RS 5 Sportback starts at just over $74,000. Tack on another $995.00 for the destination charge. It’s a lot, I’m not going to kid you. But then again, 444 horsepower and 443 lb-ft. of torque is also a lot, so there’s that.
Expect the new RS 5 Sportback at Audi dealerships near the end of the year.
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
Photos & Source: Audi of America, Inc.

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Letter From The UK: Is The SUV Bubble Going To Burst?

Letter From The UK: Is The SUV Bubble Going To Burst? Does the modern SUV over-promise and under-deliver?
Do we really need all that fancy tech stuff in today’s vehicles?
Geoff Maxted goes back to the basis in his latest Letter From The UK.
At the time of writing this, I’m driving my own car for once. No press vehicles for me for a couple of weeks and I have to say it is quite refreshing. The reasons for this are clear in my mind: My own small car is pleasingly devoid of the latest, happening now, this-will-change-your-life technology but it does have some thoughtful and sensible touches applied by me.
To my mind, that’s the important thing.
On My Cloud
For example, there’s a ticket holder on the windscreen. Big deal, you might reasonably say, but you have to admit that it is useful every time you utilise, here in the UK at least, a pay and display car park. No more worrying if it will slip off the dashboard or be carried away to one of those dark, mysterious corners of the car, where small coins go to die, by the draught from the closing door; usually much to the delight of the evil, smirking guy who checks that you have paid your due.
Similarly – and I know this to be true because I use it every winter – there’s a simple plastic window ice scraper fitted neatly into space beside my driving seat. It works too. It scrapes. I have Bluetooth via the medium of an inexpensive gadget purchased locally and my nine-year-old (with free updates for life) Garmin navigation has never let me down.
Meanwhile other buyers are being sold a massive SUV absolutely bristling with expensive technology, some of which the owner will likely never use. See where I’m going with this?
Size Isn’t Everything. Mostly.
Not only are cars, like the population, getting bigger and heftier but they are also filling up with pointless technology for the sake of it. The TV advertisement here for the new Kia Sportage SUV is a case in point. It says the car is “more fun.” It has “even more tech” apparently. Neither of these items is further defined with added detail and it leaves me furiously shouting at the television from the comfort of my couch with increasing ridicule at all this pointless hyperbole.
This stuff is meaningless!
A car is a car. It is no more or less “fun” than the car next to it. In my opinion a car is only “fun” if it is driven in exciting and sporting ways or, harking back to the golden years, when it was used for, ahem, illicit romantic liaisons.
Kia Sportage. Photo: Kia Motors UK.
Technology Fatigue
For most of my life I am connected whether I like it or not. Folks can get hold of me any time of the day or night via smartphone or tablet or laptop or personal computer. Sometimes they even write an actual letter on paper with an envelope and postage stamp!
Sometimes I stand back in amazement at how many devices I seem to have accumulated without consciously realising it. I own four cameras! Why? At least in my own small city car, unless I turn the Bluetooth on, I have sanctuary. It is my retreat; my place of refuge like a motoring monk. Put on a CD of Gregorian chants and just drive.
Although I can see that having your own mobile hot spot could be useful for business users, in a country as small as Great Britain, just how long would you be out of touch without it? Free Wi-Fi is everywhere, like air. Nothing in the world of work is that important even if they would like you to think it so.
The infotainment (oh, how I hate that artificial word, now in common use, alas) and navigation systems can now do many, many things, not all of them well. Be honest, how much of it is really necessary? How often will you really use that special option that looked so good in the showroom? Mood lighting? Come on! The fact is that once the novelty has worn off the chances are it will languish, forgotten at the bottom of the tech box, like an old, discarded toy abandoned by a child.
The 2019 Audi A7 has over 900 different interior or “ambient” lighting combinations. Photo: Audi of America, Inc.
The End of The SUV?
It isn’t just the technology that irks me (I have an “irk” list. How long have you got?); the Sport Utility Vehicle is getting bigger and bigger but to what end exactly? Most of them couldn’t handle much more than a dusty trail. They are not tough enough to work, like say, a simple F-150 or Silverado is. Seven seats sir? Unless you have an especially fecund relationship with your spouse, how many children are you planning on?
Need to move big, bulky things once in a while? What’s wrong with a U-Haul?
With less superfluous weight, a car automatically becomes faster and/or more economical. For example, we are often exhorted to stop keeping junk in the trunk to lighten the load. The same applies if your new, massive motor weighs in at two tons and is the size of Mount Rushmore.
Wouldn’t it be good if we could order our favoured choice of car without any of the technology thrust upon us? Drive a classic car from our glorious automotive past and you’ll see what I mean. There is nothing to distract you from the pleasure of motoring: no games, just driving.
While the modern SUV is often ripe with technology, there is something about an old car and the open road.
Navigation & Umbrellas
Once, we drivers used to manage with things called maps to get about. They were made of folded paper and, if not in book form, had to be unfurled to read them, sometimes to the consternation of other road users. It’s fair to say that the sat-nav has made things easier but not necessarily more accurate, given the number of heavy commercial vehicles that get stuck in quaint English villages, because the driver believed the “suggested” route without thinking.
You don’t have to specify it on the order book. It is not compulsory. No audio connection? Burn a CD. And so on.
Obviously much of the safety kit available today is good, especially given the sloppy standard of driving we all too frequently witness. ABS, ESP, and all the other automotive acronyms have proved their worth but I don’t really need a klaxon to sound any time I go within six feet of a parked car. I don’t need a heads-up display – I’m not a fighter aircraft pilot. What I want is useful stuff on a day-to-day basis like the “umbrella in the door” option the Skoda brand offers on some of their European models.
How about a head-torch that charges up when the car is on the move?
Photo: Skoda UK.
Bare Essentials & Universal Truths
All I really want though is a supportive seat, a quality engine, smart handling, an open road, and my best girl by my side. (That’s Mrs. Maxted by the way before you raise an eyebrow). This is why I like my own car so much. It is small and easy to park. It is economical yet can keep up with average traffic road speed. In short, it does the job.
It is my firm conviction that, no matter how seemingly popular they are now, the SUV bubble will burst. They are simply getting too big and bulky, they are not as rugged as the name implies, and out here in the real world they can’t do any more than your average family wagon, which I think is the preferred option. An SUV just costs more to own and run and repair and maintain.
Sometime soon, Joe Public is going to realise this. And don’t even get me started on “crossovers.”
I’m off now to have a cold shower.
Geoff Maxted is a motoring writer, photographer, and author of our Letter From The UK series. Follow his work on Twitter: @DriveWrite

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6 Key Consumer Demands & How The Auto Industry Is Responding

6 Key Consumer Demands & How The Auto Industry Is Responding New consumer demands and preferences are changing how automakers design cars.
From intuitive GPS to virtual assistant technology, cars may become computers on wheels.
Automakers are seeking to meet consumers where they are from a technology standpoint.
6 Key Consumer Demands & How The Auto Industry Is Responding
Today, our vehicles offer more than just a trip from A to B. Now drivers can connect to their vehicles for things like on-demand music, GPS guidance, and even cloud access. Each year, an average commuter spends more than 100 hours traveling to and from work, and with all that time on the road, drivers are looking for features to help them be more productive or simply pass the time.
So, what are the technology trends driving consumers to the point of purchase? What are the biggest consumer demands facing car makers today? Let’s take a look.
#1: Personalized Travel
A recent McKinsey report states that, in the future, cars will become “computers on wheels” – they’ll possess the ability to connect to third-party applications, process data in the cloud, operate autonomously, and provide features and connectivity mirroring the home-entertainment experience.
Manufacturers are taking necessary steps to provide these bells and whistles. As a result, consumers feel more in control of their travel experience and more “connected” to the car.
#2: GPS Your Way
General Motors opted to forego a built-in GPS system for the new Chevy Bolt. Instead, the front screen pairs directly with the driver’s phone mapping system for route directions. This feature allows drivers to pick and choose which GPS platform – like Waze or Google Maps – they want to utilize on any given day. This is a great example of meeting drivers where they are, catering to their daily habits versus forcing them to adjust to a built-in vehicle feature.
To add the cherry on top, GM teamed with Apple and Android to replicate a driver’s phone on their in-vehicle screen. This creates a more familiar, comfortable, and integrated experience.
GMC Sierra pickup equipped with Apple CarPlay functionality. Photo: General Motors.
#3: Alexa On The Go
Ford and Amazon have teamed up to offer Alexa’s virtual assistant capabilities in Ford vehicles. Drivers can listen to audiobooks, search directions, request news, and even add items to their Amazon shopping cart. Owners can use voice commands to start, lock or unlock their car, and get important vehicle information from home.
Nissan introduced similar technology late last year.
#4: App-Assisted Parking & Mobile Diagnostics
Also on trend, Tesla recently introduced Summon, a Model 3 feature which allows drivers to park using the Tesla app. Additionally, Tesla has the ability to communicate with all of its vehicles, allowing the downloading and updating of major fixes. Consequently, vehicles stay up-to-date without inconveniencing the driver.
Tesla Model 3. Photo: Tesla Motors.
#5: More Secure Experiences
Hyundai partnered with Cisco to deliver real-time traffic updates, prevent vehicle hacking, and monitor the car’s condition to identify and resolve issues remotely. The feature also delivers internal communication within the vehicle, as well as external communication with smart-road infrastructure. This includes things like street lights, road signs, lane markings, other vehicles, Internet of Things (IoT) devices, and the cloud.
“Future connected cars will open new innovations in quality, safety, and security, as never before,” said Euisun Chung, Vice Chairman of Hyundai Motor.
“Digital disruption into the automotive industry is being driven by technologies that are creating new user experiences,” added Chuck Robbins, CEO of Cisco.
Hyundai and Cisco are developing a more secure connected car in response to evolving consumer demands. Photo: Hyundai Motor Company.
#6: Wireless Hitches A Ride
Manufacturers aren’t the only ones catering to the latest technology trends. Wireless carriers are jumping on the trend as 5G and IoT play an important role in the connected car. For example, AT&T allows customers to purchase an unlimited data plan for their built-in vehicle hot spots or add the feature to their monthly phone bill.
Earlier this year, Verizon Connect also introduced connected vehicle software and services that improve driver safety and efficiency. The service provides fuel monitoring, the ability to protect perishable items during transport, and more efficient routes to reduce emissions.
Future Considerations
Whether at home or on the road, consumers are looking for more enhanced experiences. It’s clear that technology’s role in the future of transportation will continue to grow, paving the way to a more connected future between the home, the car, and the driver.
Scott McLaren is the Chief Marketing Officer of Fortegra Financial Corporation, a Tiptree Inc. company. He once flew the Saturn VUE Lightship and awarded a Saturn Sky to Travis Pastrana for the first double back flip in the history of the X Games.

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BMW 3 Series Gets Wrung Out At The ‘Ring

BMW 3 Series Gets Wrung Out At The ‘Ring Forthcoming BMW 3 Series concludes chassis tuning at the Nürburgring’s Nordschleife.
Engineers sought balance between performance and comfort without an electronic damper system.
Is testing at the Nürburgring’s Nordschleife legitimate or nothing more than pomp and circumstance?
BMW 3 Series Gets Wrung Out At The ‘Ring
Say what you want about the Nürburgring Nordschleife – that’s it’s overused, a marketing exercise, that it’s the craziest track in the world, “the green hell” – all that sort of thing. Say what you want but it is a pretty good test track.
And BMW is exploiting that aspect to dial in the chassis tuning for its evergreen 3 Series.
Ring of Fire
In many, many ways, the Nürburgring deserves its fearsome reputation. As anyone who has driven it in Forza knows, it’s a nasty track from several perspectives. It’s narrow, the surface can be wavy (and usually at the worst possible spots), and it’s hard to get around other cars and. Worst of all, there’s little to no run off in the hardest parts of it, hence the fearsome reputation.
In a lot of ways, the ‘Ring is sort of like a public road, which makes it a great place to test cars.
This is what the Bavarians at BMW have been doing with their immortal and beloved 3 Series. Since day one, the 3s have been two very important things: fun to drive and BMW’s bread and butter. They have to get the 3 Series right because they sell so many of them.
BMW 3 Series. Photo: BMW of North America.
New Foundations
BMW says not to worry about the upcoming seventh (!) gen of the 3 since it has just completed validation testing. Everything is new: new suspension, new steering, new braking. And now that testing is over, we know it works and is fully dialed in.
The development process, as with seemingly all things BMW, is definitely geared towards the whole performance end of things. The center of gravity is 10 millimeters lower than before, weight distribution is balanced at an exact 50:50 and, even better, the total weight is 55 kilos less. At the same time, rigidity is up, and the car’s agility and steering profit from wider front and rear track widths and increased wheel camber.
The same is true of the front and rear axles.
Photo: BMW of North America, LLC.
Performance & Precision
The mill is a revised four-banger gasoline engine, the most powerful four-cylinder ever in a BMW series production model. No figures yet given, sadly. However, fuel consumption is better by five percent and there’s now an eight-speed Steptronic transmission on offer.
But the main deal here, and why there was all that running at the Nürburgring, is the innovative damping system. These are the first-ever progressive dampers fitted to a BMW. Any cruelty that could occur during hard cornering and such is counteracted gently and precisely for a balance between sport and comfort. No electronic trickery, just good old mechanical chassis tuning for the BMW 3 Series.
BMW 3 Series interior layout (from what we can tell). Photo: BMW of North America.
M Sport Goodies
The M Sport variant of the suspension drops 10 millimeters, with 18-inch light alloy wheels and mixed-size performance tires. Driving dynamics are enhanced with the M Sports suspension, thanks in large part to 20 percent higher damping than the standard suspension.
The new M Sports suspension only comes with the Variable Sports Steering. The system is specially tuned for the new BMW 3 Series and responds with much greater precision to minor inputs. The Bavarians say you can really feel the new steering working its magic through long bends, and when changing direction several times in rapid succession. Hello lower AutoX times!
The M Sport differential features an electronically-controlled locking function to ensure quicker rotational speed during turn-in.
So all in all, at this stage of the game, the upcoming BMW 3 Series is looking pretty tasty. Although we won’t know for sure until one arrives at 1 Automoblog Towers in Detroit for our own comprehensive tests.
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
BMW 3 Series Nürburgring Nordschleife Gallery

Photos & Source: BMW of North America.

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Inside The Street Legal Race Cars From Scuderia Cameron Glickenhaus

Inside The Street Legal Race Cars From Scuderia Cameron Glickenhaus

Remember Cameron Glickenhaus? He was that rich, but seemingly very nice guy that, a while back, took a Ferrari 458 Italia, re-bodied and tweaked it here and there and made what he called a “continuation” of the Ferrari P4 prototype racers from the 60s. Yeah, it wasn’t nearly as pretty as the P4 (what is?) but it was very, very quick and Ferrari was cool with him making and racing it. Turns out that Mr. Glickenhaus hasn’t even thought of slowing down, let alone stopping his fiddling with high-powered cars.
Minor Miracles & Model Lineups
His racing outfit, Scuderia Cameron Glickenhaus (rolls of the tongue, don’t it), has been out there ever since, pounding around the world’s race tracks, and doing okay. They have, like a lot of us, a slight obsession with the Nurburgring, and always compete in the 24 hour endurance race there every year. Anyway, seems that Glickenhaus, both the guy and the team, wasn’t content with that, oh no. Seems like they wanted to put their race cars into series production and, I hope you’re sitting down, even make a road legal version. So they asked the U.S. Government if that would be okay and The Government said yes!
To make this minor miracle all the more sweeter, Glickenhaus will be making not one, but three series production cars; two of them will be road legal. No, they will not be cheap. No, they will not be making many, but who cares at this point? Gearheads can dream, can’t we?
Photo: Scuderia Cameron Glickenhaus LLC.
SCG003S Stradale
Scuderia Cameron Glickenhaus (also known simply as SCG) will manufacture the SCG003S, SCG003CS, and SCG003C. The SCG003S is the Stradale, the SCG003CS is the Competizione Stradale, and the SCG003C is the full-blown Competizione. The preliminary specs for each are knee-weakening in what they portend.
Take the “basic” (and I am using that word very loosely) SCG003S Stradale. It is a fully trimmed, road legal GT hypercar. The SCG003S is powered by a twin turbo 4.4 liter reverse flow V8 engine, putting out more than 750 horsepower and more than 590 ft-lbs. of torque. That grunt is put to the pavement through a 7-speed electro-hydraulically actuated dual disk clutch gearbox, complete with paddle shifters. All of this resides within a carbon fiber chassis and the whole shee-bang tips the scales at less than 2,866 pounds. The suspension is a front and rear double wishbone push rod and rocker operated setup with adjustable dampers – just what you’d expect from a racing team.
Stop? Oh yeah pal, this thing will stop like you threw out an anchor thanks to Brembo carbo-ceramic discs.
The performance specs are just as mind-reeling as the overall design. Zero to 60 mph in less than 2.9 seconds. Speed tops out at more than 217 mph (which Scuderia Cameron Glickenhaus charmingly lists under the engineering term “VMax”). The skid-pad number is a gray-out inducing 2.0Gs plus, and the aero downforce is rated as being greater than 1,550 lbs. at 155 mph. In other words, this thing is going to go, turn, and stop unlike any other road car out there. The performance numbers are closer to something you’ll find atop the podium at Le Mans or Sebring.
Photo: Scuderia Cameron Glickenhaus LLC.

SCG003CS Competizione Stradale
For those of you that find the SCG003S lacking in “oomph” and overall performance, the SCG003CS Competizione Stradale is your ride. Then again, if you are one of those people, I’d want to check and see if you have a pulse, because you just might be dead if the SCG003S isn’t enough. The Competizione Stradale will be trimmed closer to the outright racing version, the Competition Model SCG003C.
However, the SCG003CS will still be fully road legal with similar specifications to the SCG003S. In case you want to lay your eyes SCG003S, the first road registered example will be displayed at The Quail Motorsports Gathering on August 18th, part of the Monterey Vintage Races, which you should really attend if you ever get the chance.
SCG003C
Although sadly it is not road legal, it is still a full-blown race car you can buy. And this is not some half-thought out ride that would make Porsche and Ferrari laugh with derision, oh no. The SCG003C took the pole and finished first in class at the 2017 24 Hours of Nurburgring, running a 6:33 lap on the Nordschleife. That lap is within sight of Niki Lauda’s outright record. Let that sink in for a while. Put your feet up. Slowly shake your head. Now do you get it?
Photo: Scuderia Cameron Glickenhaus LLC.
Pricing & Availability
The Scuderia Cameron Glickenhaus S, CS, and C will be priced at 2 million in American dollars and will be rolling out of the works in New York. 2018 production will consist of 4 to 6 cars; the 2019 run will be about 8 to 10 cars. SCG notes: “we will likely sell out our productive capacity very soon.” I bet they will. I will be getting one, and so will management here at this publication. That only leaves another one to three left for the rest of you plebes, so call now.
“SCG may also develop other models and is considering offers to raise additional capital to fund this development, as well as additional racing and the building of a second U.S. manufacturing facility capable of producing 100 cars per year,” reads a statement from the company.
Thank goodness they’re making these things in such small numbers and asking so much money for them. Any less and Scuderia Cameron Glickenhaus wouldn’t be able to weed out the nutzos and ya-yas. If they made these things by the dozens and cut the price in half, it would be like handing out bazookas at a daycare. You’d get flaming rubble within seconds. At best.
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.
Photo: Scuderia Cameron Glickenhaus LLC.
Photos & Source: Scuderia Cameron Glickenhaus LLC.

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How Formula 1 Teams Move About The Planet

How Formula 1 Teams Move About The Planet

There’s an old phrase in military colleges: “amateurs think about tactics, professionals think about logistics.” I’ve been around racing my entire life and, by and large, Grand Prix has been at the top of the heap for me. So I have known, for a very long time, that these teams have gotten larger and larger over time, and that the races have gotten much more far flung. Ergo, I know, on some level, that moving all the people and materiel from one track to the next is a real hassle, but now that I’ve delved into a recent ingenious infographic, courtesy of our friends at Storage Centres in the United Kingdom, I realize this is far from a hassle.
This is a logistical nightmare for any given Formula 1 team to contemplate, let alone envisage on a week in, week out basis. Now realize there are ten F1 teams. It’s like coordinating the Normandy landings every couple of weeks. This is how they do it.
Packing Frenzy
For simplicity’s sake here, let’s just say we’re looking at this process from the end of any given race. All the cars finished, there were no accidents, and nothing was destroyed.
First, the teams start to pack up everything except the cars. The cars are kept in parc ferme conditions, that is, impounded, so they can pass through tech inspection to make sure no one cheated (no lightweight cars or something goofy like hydrazine in the fuel). While the cars are being checked over by the race stewards, everything else is being packed up, most of it into these totally cool anvil-like flight cases you see rock bands use on tour. Jacks, laptops, spares, spares, spares (racing teams carry spare everything) alignment plates, crew helmets, the lot.
By the time the cars roll out of parc ferme about three hours later, most, if not all of the accouterments are crated and ready to move.
They start unbolting everything – okay, most things – into smaller, more easily wrapped and transported bits and pieces. So, the front and rear wings, for instance, get pulled and inspected for any race related damage or fatigue issues, then swathed in bubble wrap to protect their delicate aero surfaces. The mirrors are pulled off as are the wheels and tires – the tires are given back to Pirelli to be examined, checked for flaws, wear damage, and the like, then recycled or, in some cases, sold after the season to collectors (I had a pair of Damon Hill’s tires from the Canadian GP for many years, they made a great coffee table base). The steering wheel is pulled, checked, then placed in its own flight case. I know that seems excessive, but a modern F1 steering wheel runs you around $55,000, so you don’t want to screw it up.
As the car gets broken down further, you get to what’s known as “integral parts.” That’s another way of saying “very important and expensive parts,” and is also a way of saying “the stuff the FIA (the sport’s governing body) watches very closely.” This includes stuff like brakes, suspension pieces, the engine and gearbox, and finally, down to the chassis itself.
Photo: Fédération Internationale de l’Automobile.

Expensive Endeavors
As a way to keep costs down, the FIA limits the number of engines and gearboxes a team can use during the year. I know, it seems kind of silly, you say. “How many engines can a team go through?” you might ask. The answer to that, as it turns out, is as many as they can buy. And since F1 teams have suitcases full of money, you’d be amazed at what they will spend it on, given the chance. Even a small team these days has a yearly budget in the hundreds of millions of dollars. You can imagine what Ferrari or Mercedes-Benz or McLaren spend.
Before rules like this were put in place, teams were known to run special “qualifying engines” for that extra little advantage. They were referred to as “grenade engines” because they were good for three, maybe four laps at full song before blowing up like, well, just like a grenade. They cost $250,000 each. So what? We’ve got a budget of two million dollars a day (that’s no exaggeration), who cares what they cost? Put another one in, let’s make another run for the pole. Before the FIA cracked down on this, there was talk of some teams making entire cars just for qualifying. Cars that were right on the edge of what the composite tubs and structures could withstand. They would only survive for around 10 laps max before they were thrown away. Multiply that by the numbers of drivers on the grid (in today’s case, that would be 20) and you could see where operating costs would grow so high that even NASA would shake their head.
Photo: Fédération Internationale de l’Automobile.

Careful Movements
The brakes are completely disassembled and inspected. The pads and discs are checked and analyzed for wear and stress before being junked (they last for one race, and cost about $100,000 per corner X 4 corners X 2 cars per team X 10 teams X 20 races = The GDP of Burundi). All the fluids from the car are drained, checked for particulate content, then recycled. The suspension: A-arms, bell crank bits, wheel tethers that hold the wheel/tires to the car in the event of an accident, are completely taken down to the individual components. Everything is inspected. If it’s damaged, it’s junked. Foam spacers are inserted into the A-arms to prevent them from expanding and contracting while being flown to the next race.
Material engineers (and top teams have more than one, I assure you) want to keep the usage cycles to a minimum. The engine and gearbox are separated, drained of all the oil, fluid, and gunk. They are inspected for signs of wear leading to possible failure, put under FIA seal, and loaded into their individual flight cases. The chassis, although not taken down to the bear tub, is pretty well stripped down, then wrapped in its own, custom tailored Lycra cover for protection. Carbon fiber, although very strong, is susceptible to puncture damage, so an inattentive swing of a mechanic’s arm with a screwdriver can trash the whole thing.
Photo: Fédération Internationale de l’Automobile.
Logistics & Assembly
Once everything is disassembled, packed, and crated, the teams turn their stuff over to DHL, F1’s logistics partner for getting it from this track to the next. For DHL, this requires transporting 600 tons of materiel, nine days worth of planning, 240 employees, and 100 trucks just to move the stuff to the airport.
Once at the airfield, the parts are loaded onto different planes. One plane gets the critical parts – the cars themselves, engines, gearboxes, IT rack-mounted gear, electronics, things along those lines – and some of the non-critical parts are loaded onto those cargo modules you sometimes see at airports. From the ramp at the next location, it takes DHL around 4 hours to get all the gear through customs and to the next track using 30 freight containers that amount to, on average, about 30 tons of stuff per team. Remember, there are 10 teams.
The non-critical stuff – fuel, marketing swag, work benches, tool carts etc. – gets shipped in 40-foot containers, 4 per team via sea routes or over-the-road. This works out to around 1,000 tons of stuff per team. If a team needs something fast, DHL can overnight it directly to the pit garages, anywhere in the world.
Once teams show up at the new track, it is, as the U.S. Army would put it: “assembly is the reverse of disassembly.” Up to 40 mechanics per team are there just to see stuff unloaded and put in its proper place in the garage while other mechanics start bolting stuff back together again. All the while, car parts and components are checked, checked, checked, and checked again. The last thing a team wants is for a “bad” piece – something beyond its useful life or something damaged – to make it onto a car and break, possibly costing the team a win or injuring the driver.
See? Easy-peasy-lemon-squeezy! The handy graphic below from Storage Centres explains more.
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.
How F1 Teams Move Across The Globe In 48 Hours by Storage Centres.

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