Automotive

Nissan’s Rube Goldberg Idea Caused Us To Facepalm Ourselves

Nissan’s Rube Goldberg Idea Caused Us To Facepalm Ourselves

Nissan, for no real reason I can discern, has called their latest tech gizmo the “Rear Door Alert” when what it really is – or what it should be called – is “The Rear Seat Checker.” Beyond that confusing misnomer, what Nissan is attempting to do here, and always with the best of intentions (you know what they say about good intentions), is to help you remember the stuff in your back seat after you’ve parked.
You know, stuff like your children.
Destination: Litigation
The funny thing is, Nissan does not explicitly say the Rear Door Alert (RDA) is there to help keep your kids alive on a sweltering summer day. No, they only, sort of, imply it: “With summer heat on the rise, potential issues posed by interior car temperatures are even more real, but Nissan hopes its new Rear Door Alert may help reduce concerns.”
I have an informed guess as to why Nissan doesn’t come right out and say, “hey, are you a forgetful and harried parent? Worried about baking your kid (or pets) like a muffin while you’re at Twin Pines Mall shopping for lip gloss? Worry no more, thanks to Nissan’s new Rear Door Alert!” They can’t say that because I bet the legal team warned them along the lines of, “if you say we can keep kids safe and something still ends up happening, we’re going to get litigated back to the stone age.”
Cheese Alert
Nissan makes things clearer with this little tid-bit: “Elsa Foley, an industrial engineer and mother of two young children, and Marlene Mendoza, a mechanical engineer and mother of three, decided to work on an idea to help remind drivers to check their back seats before walking away.”
“We pushed each other along and knew we were on the right track one morning when Marlene discovered she had left a pan of lasagna in the back seat of her car one night after coming home after a long day at the office,” Foley said. “The worst thing was the car smelled for days, but it made me ask myself, ‘what if that had been something else back there?’”
Desiccated lasagna aside, it does sound like a helpful bit of tech, but the real flaw, if anything, is the execution.
The Rear Door Alert was developed at the Nissan Technical Center North America (NTCNA) in Farmington Hills, Michigan. The new feature will debut as standard equipment on the 2018 Nissan Pathfinder coming in September. Photo: Nissan Motor Co., Ltd.
Comical Creation
The Rear Door Alert works in a clever but rather overly complex way. The RDA monitors the rear door switches to detect whether they have been opened or closed just before and after a trip. If the RDA system senses that a rear door was opened and closed prior to a trip, but then was not re-opened after the trip, (i.e. the vehicle was put in park and the ignition cycled off) the RDA system responds by displaying notifications on the instrument panel. If that’s not enough to get your attention, things escalate to “subtle but distinctive chirps of the horn.”
And this is where the RDA lurches into real Rube Goldberg/Larry Lightbulb territory: “Because there are so many scenarios in which a driver might open a rear door – everything from throwing in a gym bag to cleaning the car – the RDA system is easily configurable and can be turned off temporarily or permanently through prompts in the cluster display,” according to Nissan. In other words, this thing will keep nagging and badgering you until you either see to the problem, or jump through a bunch of techno-hoops and “reconfigure” your car. Gee, thanks.
Photo: Nissan Motor Co., Ltd.

Medicated Motoring
Rear Door Alert is part of the ever-growing, ever-expanding list of “for your own good/you’re too stupid to do it yourself” safety contraptions found on most new cars these days. Nissan points out that most/all of these gadgets will be available on most of their more popular models except for those with manual transmissions and all NISMO versions. Gee, I wonder why that is? Maybe it’s because whoever goes out and buys your King Kong-inspired, Porsche-slaying GT-R is a gearhead capable of looking in the back seat.
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: Nissan Motor Co., Ltd.

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2018 Acura RLX Debut Set For Monterey Automotive Week

2018 Acura RLX Debut Set For Monterey Automotive Week

Acura is preparing for the public debut of the 2018 RLX during the Monterey Automotive Week, beginning tomorrow, August 15th. The automaker says the RLX has a more “substantial presence” with “design cues that showcase its performance capabilities.”
The forthcoming RLX will remain the brand’s premier and flagship luxury sports sedan.
Styling & Design
The signature diamond grille compliments the more sculpted hood and wheels, while the newly designed LED taillights blend with the gloss black rear diffuser. The 2018 Acura RLX has three new colors including two premium paint options – Brilliant Red Metallic and Majestic Black Pearl. Inside, upgraded materials and touchpoints decorate the cabin, including the redesigned seats with high-contrast piping and stitching. An Espresso interior is now available.
“This redesign of the 2018 Acura RLX is transformational, creating road presence and styling that better reflect underlying performance capabilities of the vehicle,” said Jon Ikeda, Acura Vice President & General Manager.
Power & Performance
The 2018 RLX is arguably the most advanced in Acura’s lineup, borrowing its engineering from the NSX supercar. The Sport Hybrid Super-Handling All-Wheel Drive (Sport Hybrid SH-AWD) is taken directly from the NSX to provide better acceleration, handling, and efficiency. With three electric motors, a direct injected V6, and Super Handling All-Wheel Drive, the 2018 RLX Sport Hybrid delivers a total system output of 377 horsepower. The trim levels are revised so the Sport Hybrid technology is now more accessible to customers.
2018 Acura RLX. Honda North America.
Safety & Security
The new RLX features AcuraWatch, a suite of enhanced driver assistance technologies. Traffic Jam Assist, for example, is a first for Acura. Working in conjunction with Adaptive Cruise Control, Traffic Jam Assist helps keep the vehicle in its lane. AcuraWatch also includes Collision Mitigation Braking with automatic emergency braking, Lane Departure Warning, Forward Collision Warning, and Lane Keeping Assist among others.
AcuraWatch uses millimeter wave radar and monocular camera sensing technology to detect vehicles and lane markings. The system is designed to prevent or mitigate potential collisions.
Pricing & Availability
Acura has not announced pricing at this time, although expect the 2018 RLX to arrive in November. In the meantime, the 2018 Acura RLX will be featured at multiple events throughout Monterey Automotive Week including the Carmel-By-The Sea Concours on the Avenue, Tuesday, August 15th and The Quail, A Motorsports Gathering, Friday, August 18th.
Carl Anthony is Managing Editor of Automoblog and resides in Detroit, Michigan.
2018 Acura RLX Gallery

Photos & Source: Honda North America.

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A Brief History of Classic Chevy Wagons

A Brief History of Classic Chevy Wagons

It seems like wagons are a lost art these days, although there isn’t a shortage of fans. Wagons are more rare now, but the 2018 Mercedes-AMG E63 S Wagon holds the torch high, igniting the passions of wagon lovers everywhere. We are fans of the new Volvo V90, the latest wagon from the Swedish automaker. The 2017 Volkswagen Golf Alltrack is holding on strong in the wagon genera as well.
Other wagons were not so lucky, like the Dodge Magnum we waved goodbye to in 2008. The Cadillac CTS-V Wagon didn’t stay for the party either, signing off in 2014.
Working Class Cruiser
Back in the day, if an individual desired a wagon for the family, they arguably turned to Detroit’s bowtie. A slick new infographic from our friends at H&H Classic Parts showcases over thirty years of Chevy wagons, starting in 1935. The graphic includes artist renderings and interesting data for each one. Today, things are a bit different as General Motors holds a strong presence in the crossover segment. However, if you follow the thinking of H&H Classic Parts, there’s little difference between the golden era of station wagons and today’s crossover and SUV boom.
“The 1935 Carryall was used for work and for passengers, and it was a revolutionary vehicle when it debuted – of course, today we call it the Chevy Suburban,” said Tray Smith, Vice President of H&H Classic Parts. “Like the Suburban, most of today’s popular SUVs and crossovers can trace their lineage back to the classic American wagons from the 50s and 60s.”
The Carryall is of note because some will dispute calling it a wagon. The Carryall was mounted on a truck chassis and featured removable seats; for many wagon enthusiasts, this doesn’t count but the utility – what wagons are known for- is certinately there.
“Is the Carryall a wagon? I don’t know. I can definitely see it either way,” Smith said. “But the fact is, you can’t really talk about classic Chevy wagons without talking about the Carryall, so it’s on our list.”
Chevy’s original steel-bodied, truck-based Suburban “Carryall” of 1935-36 provided a robust and durable SUV-like alternative to wood-bodied wagons. Power came from Chevrolet’s “Stovebolt” inline-six that produced 60 horsepower on a half-ton chassis. Photo: GM Media Archive.
Past Eras, Modern Desires
The more things change, the more they stay the same. How we might seek a crossover or SUV to accommodate our active lifestyles, or busy family schedule, the same was had years ago. The demand for affordable transportation following World War II turned Chevy wagons from tools to suburban icons. The 1949 Styleline wagon, for example, sat eight to nine passengers, and buyers could have a wood-sided or all-steel vehicle.
Styling became increasingly important as Chevy wagons were sought by working families. The 150 and 210 wagons of 1953 sported a five-teeth grille with a large bowtie emblem. This made the wagons unmistakable but the value for the dollar made them a hit. A budget-minded family could opt for the lower priced Townsman, but still walk away with a 106 horsepower Thrift King engine and an upgraded trim. The Handyman variant had power steering and fold away seats for extra cargo.
Demand rose through the 1950s, where the Tri-Five series, particularity the Beauville wagon with seating for nine, became prevalent. By 1955, Chevy was producing the Nomad, a two-door, lower-slung wagon that by 1957, was known as the Bel Air. Suffice it to say, locating one is like trying to find a needle in a haystack.
”Because so many early Chevy wagons were used as work vehicles, they suffered some abuse and many ended up in the junkyard,” Smith explained. “If you own any of the 150, 210, or Bel Air wagons from 1953 to 1957, you’re lucky. I envy those with one of these wagons as a restoration project.”
1957 Chevrolet Bel Air Sport Coupe. Photo: GM Media Archive.

Carefree Adventures
As times changed radically for the United Sates in the 1960s, Chevy wagons maintained their cultural appeal. Families often got their kicks on Route 66 with the Lakewood wagons, another rare find today. Chevy collectors who come across one are in luck, however. The Lakewood wagon shared most of its parts with the Corvair, so a restoration project is relatively easy.
What’s also interesting is how the Chevy II and Nova wagons were a huge success in 1962. This was the first time Chevy wagons shared a car nameplate. Two years later, the Chevelle series reverted back to individual nameplates: Greenbrier, Concours, and Concours Estate. The wagons actually remained in the Chevelle line until the series ended in 1977.
The full graphic from H&H Classic Parts is below. Do you have a favorite Chevy wagon? Let us know on Twitter.
Carl Anthony is Managing Editor of Automoblog and resides in Detroit, Michigan.

Cover Photo: GM Media Archive.

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2019 Ford Gran Torino Release Date and Price

The arrival of the latest car from 2019 Ford Gran Torino will be one event must wait, lots of rumors circulating about this car. We have some information that could be material references for you. The differences are very much you will see on the model next year ranging from interior, exterior, and engine performance. We will also discuss the release date and also the price of 2019 Ford Gran Torino.

Interior and Exterior

2109 Ford Gran Torino is facade seems contemporary. This reproduction force almost certainly is made out of a classic Gran Torino Turbo line in the seventies. Additional LED lights are very nice, and rear lighting installations could extremely nicely make Ford Gran Torino smooth as its herald. Clients are positive to get the tips of the significantly substantially better to evaluate sensitive battles. The wording of 2019 Gran Torino can boost the attributes. New Ford Gran Torino will likely be made applying 17-inch tires. In addition, the exterior may possibly be developed making use of lighter bodyweight parts to restrict the general fat of your overabundance. Consequently, 2019 Ford Gran Torino is able to cut back fuel consumption and reduce physique bodyweight by a number of lbs.

Engine Performance

The passage should do consequently highlights like other muscle and right after which has an extreme engine naturally. This new 2019 Ford Gran Torino is going to be controlled by the Ti-VCT motor engine Ford Mustang GT 5.0 liter engine V8 will have the ability to give the top quality of 435 lb-ft of torque, making use of 93 octane fuel and 400 lb-ft of torque.

Release Date and Price

The arrival of these cars are our predictions will come at the beginning of next year, or it could be just in the summer but the obvious 2019 Ford Gran Torino will really come. For the price, we don’t have any information that was so certain, Rumors are circulating the latest generation of the Gran Torino will touch the price in figures $60,000.
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Letter From The UK: English Heritage, Italian Style

Letter From The UK: English Heritage, Italian Style Alfa Romeo cars of the past gave their owners both pride and pain.
Sometimes it was more pain than pride, but is this still the case today?
Geoff Maxted conducts an extensive drive with an Alfa Romeo Stelvio but with one small detail.
That drive involves a trip into the heart of English history, albeit with horses of a different breed.
English Heritage, Italian Style
And so we travelled to Kelmscott Manor. This was once the country retreat of the artist and designer William Morris, founder of the Arts & Craft movement in the UK and friend to the Pre-Raphaelite brotherhood. Approached through verdant, remote Oxfordshire country, along the lanes to the village, where grass and weeds grow through the cracks and crevices of neglect, the route becomes increasingly narrow, requiring vehicular passing-places.
We imagine what it must have been like then, near the end of the Victorian era, when the journey was accomplished with a coach-and-four. On this day our horses were of a different kind, found under the hood of a gorgeous blue Alfa Romeo Stelvio.
Sometimes a place simply resonates with you. For this writer it is Kelmscott Manor. I walk in the footsteps of Dante Gabriel Rossetti, Edward Burn-Jones, and Morris himself. I mount the narrow stairs, holding on to the worn bannister rail where artistic hands have been before. This place has a unique and inspiring atmosphere.
Did I see a ghost?

The Alfa Romeo Stelvio
Equally inspiring but for an entirely different reason, the Stelvio is an SUV. Now, the sport utility vehicle craze has spread across the industry and the land like a plague of triffids, so any addition to the ranks needs to be right on its game. The problem with Alfa Romeo is one of legacy.
Ask Alfa Romeo owners of even a few years standing and they will tell you the cars of yore were uniformly lovely, great to drive but fraught with gremlins, intent on destruction. If your old Alfa just stops and shuts down and you ask it why, it will just shrug and say, “batteria.” When you change the battery and a few miles later all the lights come on at once and you ask the Alfa what’s wrong; it just shrugs and says, “batteria.”
This once was the Alfa Romeo way of ownership. Those wishing to buy into the latest models will admire their grace and beauty, but should they approach with caution?
Gremlins Attack?
No, well, not at first sight. This scribe spent a very happy week with the featured car and all was well. It even returned over 38 miles for our expensive golden gallon, although the company reckons you could get more; as ever this is not possible in the real world. This reasonable frugality was courtesy of the decision to opt not for the desirable and fast Quadrifolglio version, but rather a more family-orientated model with a 2.0 Liter diesel engine.
There are alternative engines available but, if you can overlook the current unwarranted global hatred of diesel, this 210 bhp motor is the one to choose, even if your heart prefers the idea of the 503 bhp 2.9L twin-turbo V6.
Nevertheless, it is still, at its core an Alfa Romeo. With acceleration to 62 mph in just 6.6 seconds, even this appealing and attractive version of the Italian motor is no slouch. Further, and despite being an SUV, the Stelvio makes for a great drive.
Photo: DriveWrite Automotive.
And Speaking of Driving . . .
A pleasant surprise was the performance of this four-cylinder engine. It’s really quiet for a diesel; in fact it doesn’t feel like a diesel at all unless you push it to the outer limits, which of course, serves no purpose. The quality of the drive is enhanced by the “as standard” ZF eight-speed automatic. It’s very well matched to the motor, delivering crisp changes depending on driver inputs. There are a pair of big, racy paddles for manual operation but, although they work well, don’t bring much more to the diesel engine party as they would to the V6.
I soon tired of using them and let the superb ZF box get on with it.
The tested “Super” UK version was a Q4 all-wheel drive model (2WD is standard) with bias to the rear until extra grip is required, yet did not feel at all cumbersome. It feels light and poised with minimal body roll. The steering, although inevitably lacking in old-school feel, remains crisp and direct. Despite the physical size, the Alfa Romeo Stelvio felt more like a saloon. Terrific. Especially when it’s so comfortable . . .
Photo: DriveWrite Automotive.
Common Themes
In the same way Kelmscott Manor is to art and design, so Alfa Romeo is to automotive design. When it comes to shaping metal those Italians know their business. They probably sleep in Armani. I approve of the minimalist approach to the dashboard. It is smart and modern with some of the controls on the now obligatory flat-bottomed steering wheel.
The 8.8-inch infotainment/navigation screen differs from the norm in that it offers split screen options. So used am I to these units being mostly uniform, it took a while to get to grips with it. It all works well though and, in any event, when it comes to technology, as long as it does the job, I’m not all that bothered. If you want to know how not bothered I am, look out for my next Letter From The UK in two weeks time.
For me, it’s the driving that counts.
Interior Treatments
The cabin is big and roomy and comfortable although, in my opinion, a little bit of legroom in the back has been sacrificed for the capacious trunk. That’s really useful for the family motorist. The interior was attractively covered in black leather and the standard of finish was generally very good. The large areas of black make the inside a little gloomy, so a glass roof would be nice to lighten things up.
However, I still prefer that to the alternatives of “Mocha” or the dreaded beige. You may have alternative choices in your United States. Not sure I’m too keen on the porthole-like exhaust outlets though. A bit OTT?
Photo: DriveWrite Automotive.
Should You Buy The Alfa Romeo Stelvio?
My heart says “like a shot,” but my head reminds me that, like a spurned lover, I have been burned by these inconstant Italian beauties before. That said, although older models from the past still cause owners to wail, rend their clothes, and gnash their teeth, the latest choices seem much improved.
If there’s an issue it is one of competition and the Stelvio is up against some quality opposition in the prestige sector. The tested car with added options costs £44k ($57,000) here in Great Britain. There are a lot of highly-regarded SUV’s in the mainstream that can undercut that.
If, however, you want a classy, sexy, head-turning alternative to the prim and proper German mob, then look no further. Especially if you like to add that frisson of excitement every time you press the start button.
Ask me where in the world I would want to stay, I will say Kelmscott Manor; despite the English weather. If you ask me what I would like to drive I will say Alfa Romeo every time. For me, it’s English heritage and Italian style. When something special happens, we should make the most of it.
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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2019 Honda Pilot: Tech, Safety & Puppet-Themed Stuff

2019 Honda Pilot: Tech, Safety & Puppet-Themed Stuff The 2019 Honda Pilot is available now.
A generous array of safety features is standard across the lineup.
Although it trails the CR-V in sales, the Pilot is still ideal for families on the go.
Solid Contender
To me, Honda seems in a dilemma when it comes to the Pilot. While they sell CR-Vs as fast as they can churn them out, sales for the Pilot (not a bad ride by any stretch) seem to be lacking. For example, last month in August, Honda moved 34,610 CR-Vs versus 15,332 Pilots. I’m sure the marketing guys in the office are tearing out their hair over this, but, really, I don’t know why.
The Pilot is a pretty good “truck” and it’s loaded with every modern safety, comfort, convenience, and tech feature you’d expect. It starts out a little over $32,000 for the LX 2WD, topping out around $49,000 for the Pilot Elite with all-wheel drive.
In other words, right at the high end of minivan territory – just perfect for those who will only consider buying a minivan at bayonet point. Even with the entry-level Pilot LX, you get lots of bang for your buck.
The 2019 Honda Pilot Elite features a 3.5-liter V6 with 280 horsepower and 262 lb-ft. of torque. The engine is paired to a nine-speed automatic. Photo: Honda North America.
New Fashions
First, the Pilot has a new set of duds to wear. The front gets a new fascia with standard LED headlights, while the rear has new taillights and chrome accents. The new front bumper even has larger fog lights for a more aggressive look. The grille is redesigned with a new “skid” garnish on the lower front bumper. I don’t really need to point out that putting the word skid in quotes and using the word garnish means that this styling flourish is just that; taking this thing on King of The Hammers probably won’t work.
The fog lights are LED as are the headlights on the Pilot Elite trim. The rear has new taillights with LED backup lights, plus there’s a chrome strip on the rockers and rear bumper. Wheels are also more ruggedly styled, with 18-inchers on LX, EX, and EX-L, with a new 20-inch design for Touring and Elite trims.
Safety & Security
Safety and driver assistance tech? C’mon dude, this is a new Honda. For 2019, all Pilot models come standard with the Honda Sensing suite of safety features. Honda Sensing includes Collision Mitigation Braking with Forward Collision Warning, Road Departure Mitigation, Lane Keeping Assist, and Adaptive Cruise Control. Honda’s Blind Spot Information System is now standard on EX, EX-L, and Touring trims as is the Rear Cross Traffic Monitor.

Technology & Infotainment
Now, the tech goodies, or “infotainment” to use the parlance of our time is also extensive. Apple CarPlay and Android Auto integration, of course, along with an all-new Display Audio system. Honda says it’s easier to use because of customizable shortcuts and simplified menus.
Back-seaters get an updated Rear Entertainment System with a larger screen, and the Pilot is now available with a 4G LTE-based Wi-Fi hotspot. An audio system, gesture-controlled by an eight-inch touchscreen, cranks out 218 watts through six speakers and a subwoofer. Touring and Elite models are even better, with a 10-speaker system, a subwoofer, and 590 watts of power.
Photo: Honda North America.
Cabin Communication
That tech goodness extends to the profligate use of HondaLink, CabinControl, and CabinTalk. HondaLink connects customers to a variety of cloud-based services. CabinControl, a new deal, is a downloadable app for smartphones. With it, you can control features like the audio system, Rear Entertainment System, and rear climate control among others.
CabinTalk allows those in front to “easily communicate to those in the second and third rows using the rear speakers or wireless headphones.” In other words, CabinTalk allows you to say “Knock that off or I’ll turn this car around right now!!” without having to yell.

Are We There Yet?
And speaking of dealing with insolent little brats, say hello to the 4G LTE Wi-Fi and Rear Entertainment System. The Wi-Fi network can support seven devices and enables video streaming to the Rear Entertainment System. This Rear Entertainment System features a ceiling-mounted, 10.2-inch swing down display.
There’s an HDMI port, a 115-volt power outlet, and a pair of USB ports. Two additional headphone jacks are also provided.
The Rear Entertainment System includes a “fun, kid-friendly” puppet-themed “How Much Farther?” app that functions as a “flight tracker.” A colorful, on-screen animated marionette counts down time and distance to the destination. “Okay, I mean it. You either quiet down back there, or you’ll end up watching ‘fun, kid friendly’ puppet-themed stuff! Believe you me!!”
Sounds great.
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: Honda North America.

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2017 Honda Clarity Electric Arrives, Bites Into Competition

2017 Honda Clarity Electric Arrives, Bites Into Competition

You want something green and electric but don’t have Tesla Model S or Model X levels of cash to spend. Well, your answer might just have arrived, and I mean literally arrived at your local Honda dealership. At least if that dealership is in California or Oregon.
In a lot of ways, the problem with Tesla’s products isn’t range or battery depletion, it’s cost. Amazing and livable as the Model S and X are, they are expensive. Very expensive. Like, new Porsche expensive.
And, if you’re a serious gearhead like us here at One Automoblog Towers, would you rather buy a Tesla, with all that lovely torque at zero rpm, or would you rather buy a new Porsche? Yeah, us too.
Name Recognition
But move down-market a tad and things could become much more palatable to consumers. This is, of course, what Tesla is trying to do with its Model 3 (just hitting customers as we speak). And this is exactly the spot, more or less, where the Honda Clarity Electric fits. The Clarity Electric, however, has the built-in virtue of being a Honda, a known entity with Dealerships spread far and wide across this continent, unlike Tesla, which sorely lacks representation in big chunks of America. Did you know Honda has a dealership in Fairbanks, Alaska? They do. Do you know where you can talk to a Tesla dealer in Alaska? You can’t. There are no Tesla dealers in Alaska.
So what is this? What, pray tell, is the Honda Clarity? The thumbnail sketch is that the Clarity is a range of three hybrid/electric cars (a sedan, actually) with new drivetrain technology. The Clarity is actually a car line unto itself. You can get Clarity plug-in hybrids later this year and, as of last December, you could get a Clarity Fuel Cell model. And now, at least in two states, there’s the full-blown Honda Clarity Electric.
Photo: Honda North America.

Electrification Initiative
The Honda Clarity is the first-ever vehicle series that offers an array of electrified powertrains. It’s sort of like if you could get a Prius that was just electric, or a hybrid. Seems like a smart marketing move on Honda’s part. Although the Clarity has its fair share of styling quirks, it’s not nearly as space-ship goofy looking as a Prius or a BMW i3. Honda calls it “sophisticated,” which it probably is, since Honda works this stuff to the Nth degree.
Still, it’s a five-seat sedan that would be hard to spot as anything unique in the mall parking lot. The only real way to tell the Clarity Electric apart from other Clarity models is by the Cobalt Blue Pearl color and slightly different front styling.
The Clarity is also the thin edge of the wedge (to use a military term) of something referred to as the “Honda Electrification Initiative.” That, in turn, is going to be Honda’s bridge to more efficient and cleaner cars in the years ahead. Honda wants two-thirds of their global automobile sales coming from electrified vehicles by 2030, so get ready.
Photo: Honda North America.
Power & Performance
The Clarity Electric sedan is motivated by a 161 horsepower (120 kilowatt) electric motor that cranks out 221 lb-ft. of torque. As with all electric motors, there is no torque “curve” to speak of. All 221 lb-ft. of torque will literally be available at zero rpm, smoking the tires to great effect once you find a way around the traction control system. NOTE: We here at One Automoblog Towers do not advocate doing that with this, or any other new EV. It will, no doubt, violate your warranty, get you in trouble, get you a stern talking to in the principal’s office, that sort of thing. Although fairness compels us to mention that certain members of the Automoblog staff have done stuff like this, and it’s a total blast.
At any rate, the Honda Clarity gets the juice for its electric motor from a 25.5-kWh lithium-ion battery pack. The Clarity Electric can be fully charged in a little over three hours with a 240 volt system, using the DC fast charging with the SAE Combined Charging System. You can achieve an 80 percent charge in just 30 minutes if you don’t have much time to wait around. The “fuel” economy figures work out to 126 city, 103 highway, and 114 combined MPGe, with an EPA range rating of 89 miles on a full charge. Not a lot of distance, but more than enough for day to day, around town sort of stuff.
In a lot of ways, if it wasn’t for the EV drivetrain, the Clarity Electric is pretty normal. It is, from the inside, a spacious and comfortable sedan suited for daily driving needs. It comes in a premium Touring trim and is loaded with all the technology and safety features consumers expect today. There’s a lot of gizmos inside including an 8-inch Display Audio setup with Android Auto and Apple CarPlay compatibility, and the Honda Sensing suite of driver-assistance technologies.
Photo: Honda North America.

Pricing & Availability
Honda doesn’t explicitly mention the price of the 2017 Honda Clarity Electric sedan, since it seems to be a lease only kind of thing. A fairly smart, if conservative business strategy here, since it will be easier to get them all back if you decide to quit the whole plan, or things don’t work out the way you like. The introductory lease runs you $269 a month for 36 months via select dealerships in California and Oregon. The lease gives you an allowance of 20,000 miles per year and 24/7 roadside assistance (a nice perk).
That $269 does reflect the federal tax credit. At signing, if you want to get down to the bottom line here, you’ll be on the hook for $1,730 down, plus the first month’s payment less tax, registration, and/or other fees. California and Oregon customers may qualify for state rebates of $2,500.
Is Honda’s Clarity Electric for you? That’s up to you to decide, but it’s not worth dismissing out of hand if you are in the market for an electric vehicle.
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.
2017 Honda Clarity Electric Gallery

Photos & Source: Honda North America.

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2017 Toyota Corolla iM Review

2017 Toyota Corolla iM Review

The 2017 Toyota Corolla iM sounds like a new model, but it’s really a rebadged Scion iM that was launched last year. The Scion brand was axed but this Corolla rides on the same platform, meaning the remnants of Scion are still under the Toyota Umbrella.
This week, we drove the 2017 Toyota Corolla iM automatic 5-Door hatch.
What’s New For 2017
The 2017 iM is new to Toyota this year but it’s basically the same car as last year’s Scion iM. Standard automatic high-beam control, lane departure warning, and forward collision warning and mitigation are new for 2017.
Features & Options
The 2017 Toyota Corolla iM comes in a single, well-equipped model. The 5-door hatchback automatic ($19,490) comes with many standard amenities for the price. It features 17-inch alloy wheels, LED running lights, automatic headlights, power-folding heated mirrors, keyless ignition and entry, dual-zone automatic climate control, a tilt-and-telescoping column with a leather-wrapped steering wheel, 60/40-split folding rear seats, and a rearview camera.
Bluetooth phone and audio connectivity, 7-inch touchscreen, six-speaker stereo with HD radio, Aha streaming Internet radio, and a USB interface complete the list of connectivity technologies. Our tester also came with floormats and a cargo mat ($185), wheel locks ($65), and rear wind deflector ($399). Total MSRP including destination: $21,498.

Interior Highlights
The cabin of the Corolla iM matches the outside with its contemporary design. A dash covered in fashionable piano black features swooping lines and round vents. There’s a lot of upscale, soft-touch trim throughout. The height-adjustable front seats are supportive and the upholstery is average for an economy compact. We liked the simple instrument layout and dual-zone climate control; the standard 7-inch touchscreen is easy to reach and reacts quickly.
The rearview camera is a welcome feature as the rear hatch window is small and visibility is limited when backing up. Front visibility is good with the small pillars, raked hood, and big windshield. The backseat is not as roomy as the front and there’s not a lot of cargo room (20.8 cubic feet) when the rear seatbacks are up, but they’re still 60/40 and fold flat for some cargo carrying ability.

Engine & Fuel Mileage Specs
The 2017 Toyota Corolla iM is powered by the same high-revving, 1.8-liter four-cylinder as the Corolla. It produces 137 horsepower and 126 lb-ft. of torque. Our Corolla iM tester had the 7-speed CVTi-S automatic transmission that transfers power to the front wheels, although a 6-speed manual is standard.
Fuel economy is an EPA estimated 28/36 city/highway and 31 combined with the CVTi-S.
Driving Dynamics
The iM automatic felt lively and light in the corners as we tossed the subcompact around the tight mountain curves near Evergreen, west of Denver. When we took it on the open road and through the high country at altitude, the automatic felt like any Continuously Variable Transmission: it winds up tight when pushed hard.
The Toyota iM is a sporty compact but it’s not a true sports hatch. It won’t blow the doors off with its acceleration, but it does hold its own after you get up to speed. We dropped the 7-speed CVTi-S automatic into sport mode and kept the revs up for more spirited driving in the tight mountain curves. In heavy, stop-and-go city traffic this week, we thought the automatic was preferable over the manual. It gets tiring when you have to continually push in the clutch to move a few feet forward.
Conclusion
The 2017 Toyota Corolla iM comes with a long list of standard features for the price, has hatchback versatility, it’s fuel efficient, and would be a good vehicle for urban dwellers.
Denis Flierl has invested over 25 years in the automotive industry in a variety of roles. Follow his work on Twitter: @CarReviewGuy
2017 Toyota Corolla iM Gallery

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2017 Toyota Corolla iM Official Site.
Photos: Toyota Motor Sales, U.S.A., Inc.

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Ram Announces Segment-Leading Torque, Focuses On Customers

Ram Announces Segment-Leading Torque, Focuses On Customers

The heavy duty truck segment is one of the most competitive with Ford, General Motors, and Ram continually raising the bar. Ram has done so again, announcing segment-leading figures for the new 3500 HD. The forthcoming 2018 Ram 3500 HD cranks out 930 lb-ft. of torque, with a maximum fifth-wheel towing capacity of 30,000 lbs. when properly equipped.
Ram inches ahead of Ford who had the segment’s highest torque rating prior at 925 lb-ft. The redesigned Duramax comes in at 910 lb-ft. of torque, although GM leads the segment in horsepower.
Torque & Towing
Ram’s design and engineering teams are focused on providing the best possible truck for their customers. According to Jim Morrison, Head of Ram Brand FCA North America, the torque increase was necessary to better meet the demands of today’s heavy duty truck buyer.
“Torque is ultimately important to the heavy duty customer because it’s what gets the truck moving,” he said. “It’s what makes for maximum loads and really sets the truck up for ultimate capability.”
After working closely with Cummins, the 2018 Ram 3500 HD emerged with an enhanced variable geometry turbo and higher boost limits. Combined with flow rate increases and a more optimized fuel delivery system, the new Ram 3500 HD now produces an additional 30 lb-ft. of torque, for a grand total of 930. Ram Engineering also developed a new fifth-wheel hitch, giving the 3500 HD the aforementioned 30,000 lbs. towing capacity. The in-house hitch from Ram accommodates trailers normally reserved for Class 4 and 5 trucks.
“This opens the door for our commercial customers who are looking for maximum weight on their fifth-wheel hitch,” Morrison explained.
Photo: FCA US LLC.
Tow Ratings & Availability
The 2018 Ram 3500 HD, when properly equipped, has a maximum gooseneck rating of 31,210 lbs. and a maximum conventional rating of 20,000 lbs. Similarly, Ram 2500 trucks provide best-in-class gas towing at 16,230 lbs. Ram HD trucks also lead in a frequently overlooked area by others in the segment: snow plowing. When properly equipped, Ram 2500 and 3500 trucks have the industry’s highest snow plow rating. Ram engineers actually conduct dedicated plow testing in Houghton, Michigan, where temperatures regularly fall below zero.
Expect the 2018 Ram HD trucks at dealerships this month.
Carl Anthony is Managing Editor of Automoblog and resides in Detroit, Michigan.
Photos & Source: FCA US LLC.

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