Automotive

2018 Acura TLX 3.5L AWD A-Spec Review

2018 Acura TLX 3.5L AWD A-Spec Review

It’s always exciting when the new 2018 models arrive for our testing. It’s even better when a new sporty model is available to be driven before it arrives in showrooms. This new TLX is more dynamic, especially with the A-Spec trim we tested this week.
The A-Spec gets a sport-tuned suspension and its own unique styling elements.
What’s New For 2018?
The 2018 Acura TLX is updated with a face lift, mainly on the front end. Acura freshened the TLX’s styling to bring the sedan up to date with the company’s current design language. More advanced driver safety aids are now standard across all trims, the infotainment interface has been revised for quicker responses, and the transmissions have been retuned. The A-Spec trim level is new for 2018.
Features & Options
The 2018 Acura TLX 3.5L AWD A-Spec ($44,800) comes with standard features like keyless entry, leather upholstery, automatic wipers, a climate control system that compensates for sun direction, navigation, a 10-speaker premium audio system, blind-spot monitoring, and rear cross traffic alert. New for 2018 is the TLX 3.5L A-Spec, which comes with revised leather upholstery, a power-extending thigh support for the driver’s seat, sport-tuned suspension, 19-inch wheels, quicker steering, sport front seats, and some cosmetic tweaks.
The Technology package (included) adds parking sensors, remote engine start, ventilated front seats, heated outboard rear seats, a heated steering wheel, wireless charging, auto-dimming and power-folding side mirrors, a surround-view camera system, and a heated windshield.
For 2018, all TLXs are equipped as standard with a suite of driver assistance features collectively labeled AcuraWatch. This includes lane departure warning and intervention, forward collision warning and mitigation with automatic braking, road departure mitigation, adaptive cruise control, and automatic high-beam control. Total MSRP including destination: $45,750.

Interior Highlights
Stepping inside the cabin of the TLX, we could tell the sedan was well-built from quality materials and the leather upholstery is an upgrade from the standard model. The most noticeable feature is the space-saving push button gearshift lever that so many automakers are going to. It frees up storage space, and once we got used to it, it’s a snap to use. There’s plenty of room up front for taller drivers and visibility out the sides and back are TLX strengths.
We used the ventilated front seats every day as the temperatures in Denver soared into the 90s during the day. They kept us nice and cool as the mile-high sun was extra hot this week. There’s ample leg and headroom in the front and rear legroom is impressive. Rear headroom, however, might be a problem for passengers taller than 6 feet, but the TLX should be plenty comfortable for average-sized adults.
Overall, the TLX 3.5L AWD A-Spec offers an upgraded interior package that’s well-assembled and appealing.

Engine & Fuel Mileage Specs
The new TLX A-Spec trim is powered by a 3.5-liter V6, making 290 horsepower and 267 lb-ft. of torque. It comes mated to a 9-speed automatic transmission that sends power to the SH-AWD system. EPA estimates come in at 20/29 city/highway and 23 combined.
Driving Dynamics
The top-trim Acura TLX 3.5L AWD A-Spec comes with the composure and speed you would expect from a true performance model. It’s easy to drive and easy to live with for commuting around town and for comfort on the freeway, but it has a wild nature when you need it. We shifted into Sport+ mode, pushed the pedal down, and we could feel the extra power and the throaty exhaust note. We used the steering wheel paddle shifters this week to manually run through the 9 gears and it performed like a true sports sedan.
We chucked the TLX AWD A-Spec around some tight mountain corners and the sedan responded with very little body lean; the steering was nice and tight. The TLX’s sport-tuned suspension and four-wheel steering generally enhance handling.
However, we would have liked to see the A-Spec come with performance tires instead of all-season radials. What we also didn’t like was the TLX’s variable cylinder management that saves fuel and kills the engine at a stop light.
Conclusion
Acura brings the new sporty A-Spec trim to the lineup for a good balance between comfort and sport. There’s better performance sedans out there, but the TLX AWD A-Spec is still a fun ride and will fulfill the needs of driving enthusiasts.
Denis Flierl has invested over 25 years in the automotive industry in a variety of roles. Follow his work on Twitter: @CarReviewGuy
2018 Acura TLX A-Spec Gallery

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2018 Acura Acura TLX Official Site.
Photos: Honda North America.

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The Project ONE Show Car: Mercedes-AMG Drops The Big One

The Project ONE Show Car: Mercedes-AMG Drops The Big One

“Well it’s about time,” I said to myself when this one landed on my desk. For all of Mercedes-Benz’s vaunted and well-deserved engineering acumen, they are, in a lot of ways, a very conservative company. Mercedes-Benz is all about engineering. Always have been, always will be. If you could boil down the company to three words, it would be these: “It will work.” While others had no problem making gloriously fast and beautiful cars that stopped working in half a block, Mercedes-Benz contented themselves with making cars that would dial back on the beauty and the speed in pursuit of never letting the customer down.
Mercedes-Benz never really stepped up to the big time, or at least never did so in any meaningful way, when it came to company flagships. Sure, they’d turn out the occasional limited run of track cars with license plates to satisfy Le Mans rules makers, but, over the years, when it came to halo cars, all Mercedes-Benz had to offer was boulevard cruisers like the modern SLs and such. But now, thanks to the Mercedes-AMG Project ONE Show Car, all that has seriously changed.
Show Business
Okay, first off, let’s just deal with that appended “Show Car” in that name. That is, most likely, Mercedes-AMG giving itself some wiggle room in what we see here, versus what we will see on the road, hopefully in the not too distant future. And, truth be told, Mercedes-AMG has a rather long tradition of doing stuff like this. They would show near production-ready supercars at various auto shows, run them around test tracks, some times even tweaking and modifying them, and then, at seemingly the last minute, not produce the things.
The C-111 is the perfect example. It was a turn key, ready to go, mid-engine sports car set to face off against Porsche and Lamborghini and Ferrari. Then, when push came to shove, Mercedes-Benz decided not to produce the thing, saying it was “only a styling and engineering test bed” all along. I seriously doubt they are going to do that with the Project ONE, and if they do, it will be a monumental mistake.
Supercar Magic
The Mercedes-AMG Project ONE is here to finally answer all the implied challenges and lines drawn in the sand by Merc’s direct competitors. Look, you’re Mercedes-Benz. You continually, and rightfully, trumpet your racing successes, technological innovations, and engineering prowess, how about letting some of that out on the road? Or so asked builders like McLaren with their P1, Porsche with their 918, or Ferrari with the La Ferrari.
You will note that all of these existing hypercars – cars that go beyond being mere sports cars or even supercars, and take over-the-road performance to a whole new level – have a lot in common: They all have hybrid drivetrains optimized for pure performance, not just tree-hugging efficiency. They all put out 1,000 horsepower or close to it and they all flow from their respective company’s racing successes. Where’s Mercedes-Benz?
Photo: MBUSA.
Roll Call
I’ll tell you where, right here with the Mercedes-AMG Project ONE. It rolled out at the Frankfurt Auto Show, but the specs that were already released must have made engineers in Gilford, Zuffenhausen, and Maranello take notice. Technically speaking, the Mercedes-AMG Project ONE is about as impressive as a sawed off shotgun pressed against your eye. Taking most of its engineering cues from racing in general and Formula One in particular, the Project ONE is a rolling tour de force of vehicle engineering.
A lot of the engineering of the Project ONE, outside of the drivetrain, is rather standard, although still very impressive. The chassis is carbon fiber as are the body panels. The notable technology in these areas, as well as others, are in the details rather than in some sort of “oh wow” revelation. The drivetrain, on the other hand, is nothing but “oh wow” revelations. Yes, as is required by all hypercars today, the Mercedes-AMG Project ONE is a performance hybrid. There are batteries and computers hither and yon and there are electric drive motors that are in place for one purpose and one purpose only: GO!
In short, the Mercedes-AMG Project ONE is motivated down der bahn thanks to a completely integrated and shrewdly networked powertrain system, consisting of one hybrid, turbocharged combustion engine with a total of four electric motors. And no, that does not mean there’s one electric motor at each wheel, oh no. One electric motor is integrated into the turbocharger, another is installed directly on the combustion engine via a link to the crankcase, and the other two motors are driving the front wheels. Those of you that follow the Grand Prix circus will instantly recognize that a lot of this layout comes directly from Formula 1.
Photo: MBUSA.

Power & Performance
The actual internal combustion engine is rather quirky, especially when coming from a company as stodgy as Mercedes-Benz. It’s a 1.6-liter V6 hybrid gasoline plant with direct injection. That electric motor on the turbo is there to assist with spool up, maintain boost pressure, and relegate notions of “turbo lag” to the dustbin of engineering history. In case you aren’t fully getting the picture, that electrically assisted turbo layout comes directly from the Mercedes-Benz Formula 1 racing car.
There’s even more racing tech to be found in the four overhead camshafts which are driven by spur gears and actuate valves that are regulated by pneumatic valve springs. Also in the waste basket are the mechanical valve springs. I believe this is the first road car to run pneumatic valves, and the results are magnificent: The redline is at a stratospheric speed of 11,000 rpm. Mercedes-Benz humbly notes this “. . . is currently unique for a road going vehicle.”
While that max engine speed is appreciably below what an F1 engine can do, the electric motors at the front end can rotate at up to 50,000 rpm. Let that sink in for a bit and then consider that a dentist’s drill works around 22,000 rpm, and that the current state-of-the-art, more plebeian electric motors run around 20,000 rpm. The Mercedes-AMG Project ONE nearly triples that current benchmark.
One of the main reasons that Mercedes-Benz went with such a small displacement engine is throttle response. That little V6 has the rev ballistics of a small explosive charge, revving from idle to that towering redline in next to no time. This type of response, with completely eliminated turbo lag, equals impressive enough acceleration as is, but when you add in the electric motors, the Project ONE will effectively have two speeds: Here and gone.
Photo: MBUSA.
Electric Avenue
So, about those electric motors. How are they powered, you ask? Very cleverly indeed. The motor powering the electric turbocharger uses part of the surplus heat energy from the exhaust system to generate electricity. That excess heat energy is stored in the Project ONE’s high-voltage lithium-ion battery packs. It is then sent to any or all of the four electric motors as the Project ONE’s electronic brain sees fit. If the Project ONE wants electrical energy sent to that 120 kW motor installed directly on the engine, the engine gets it. If the brain senses the Project ONE needs more grip and go up front, those electric motors residing at each front wheel will get juice as required.
Speaking of those two electric motors at the front wheels, each is packing a heavy 120 kW punch. They are controlled so they can provide individual acceleration, braking, and torque vectoring to each front wheel. Merc states the axle motors recover up to 80 percent of the braking energy when you nail the binders. And all this power stored in the flat pack batteries is recovered not only from wasted turbo heat – via the MGU-H (Motor Generator Unit Heat) as they say in Formula 1 – but also from the MGU-K (Motor Generator Unit Kinetic) that picks up wasted energy from the braking system, slowing the car to a stop.
All of this adds up to a combined power output “in excess of” 1,000 horsepower, and it’s put to the ground via an automated AMG SPEEDSHIFT 8-speed manual transmission. The combination is good enough to get you to 60 in less than 6 seconds. Oh wait, did I say 60? So sorry, that’s zero to 124 in less than 6 seconds. It’ll top out at “more than” 217, which is not Earth-shattering, but how much do you want to bet the Project ONE can sustain speeds close to that through corners? I wouldn’t put my down against it.
Photo: MBUSA.
Skin Deep

Of course no car is perfect. The La Ferrari is rare but they won’t sell me one for $3,000. The McLaren P1 is ugly. The Porsche 918 suffers from the same deficiencies the La Ferrari does and it’s a Porsche. The Mercedes-AMG Project ONE is, in addition to being rare and expensive, not all that distinctive or good looking as a car. Lots of people, and I am one of them, have faulted it for being “generic” in appearance. In a bunch of ways, the Project ONE looks like any number of supercars from the past. The nose and headlights look like the sainted McLaren F1. That scoop on the roof looks lifted from a Pagani. The overall blockiness and heavy appearance reminds a lot of people of Koenigseggs. Oh well, nobody’s perfect. Not even Mercedes-Benz.
But the bottom line here won’t be how many they sell or how drool-worthy the Mercedes-AMG Project ONE will be. No, what will be most interesting about the Project ONE is how people like McLaren and Porsche and especially Ferrari will respond.
Tony Borroz has spent his entire life racing antique and sports cars. He means well, even if he has a bias toward lighter, agile cars rather than big engine muscle cars or family sedans.

Mercedes-AMG Project ONE show car
Rear-wheel drive
1.6-liter V6 with direct injection, four valves per cylinder, four overhead camshafts and electrically boosted single turbocharger, electric motor connected to the crankshaft.
Engine capacity
1,600 cc
Rear-wheel drive output
> 500 kW
Front-wheel drive output
2 x 120 kW
System output
> 740 kW (> 1,000 hp)
Electric range
25 km
Drive system
Variable AMG Performance 4MATIC+ all-wheel drive with hybrid-drive rear axle, electrically driven front axle and torque vectoring.
Transmission
Automated AMG SPEEDSHIFT 8-speed manual transmission.
Acceleration 0-200 km/h
< 6 seconds
Top speed
> 350 km/h
Mercedes-AMG Project ONE Gallery

Photos & Source: MBUSA.

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Future-Type Concept: Jaguar Completely Lost Their Mind

Future-Type Concept: Jaguar Completely Lost Their Mind

Concept cars are supposed to be fun and interesting. When they’re serious, they’re near-production cars that show us what to expect in dealer showrooms before long. Or they can be trial balloons to test public reactions to new styling ideas or technological innovations. The bulk of them are just there to be cool. Something flashy with a wow factor to get people to the corporate show stand so you can get them interested in the latest minivans.
Wheel of Fortune
And some concept cars are really fun. These are the cars powered by a 20-foot diameter gyroscope or have huge fins on the front of the car or feature flat screen TVs as taillights. And now Jaguar has done everyone who has ever made a goofy show car powered by steam, hydrogen, and Jerry Garcia solos one better. Jaguar just debuted a show car that isn’t a car at all.
Jag calls their new concept “car” the Future-Type, but, and here’s where the first of many, many problems arise, the Future-Type isn’t a car at all. It’s just a steering wheel. Yes, it’s a high tech steering wheel that sort of looks like a cross between a smartphone and a headlight bezel from a 1973 Oldsmobile Cutlass. Still, that’s ALL the Jaguar Future-Type concept is: A friggin’ steering wheel.
Jag’s Larry Lightbulb idea here is that, in the future, you’ll never actually own a personal car again. Wait, wait! Stay with me here. Put down those torches and pitchforks. Jag thinks all future vehicles will be premium, compact on-demand cars. The Jaguar Future-Type is just such a car. It would be a fully autonomous ride where, if you were a Jaguar customer, you could call forth a fully-charged Future-Type on demand. Jaguar says the Future-Type is a glimpse into the world of autonomous, connected, electrified, and shared mobility.
Photo: Jaguar Land Rover.
Say My Name
And, to make matters worse, the Jaguar Future-Type steering wheel/concept/shared car of the future comes with a voice interfaced personal assistant called Sayer. Yes, they named it after Malcolm Sayer, the fellow who designed the E-Type, but you just know the nobs in marketing where patting themselves on the back when they realized the designer’s name also had the nifty connotation of “tell it what to do.”
Jag says this steering wheel lives with you, say in your home or perched on your office desk. They also say it “becomes your trusted companion,” which made me cough up my morning Mountain Dew a little. The Coventry boffins go on, saying the Jaguar Future-Type is the first voice-activated Artificial Intelligence (AI) steering wheel. And, well, ya got me there. Can’t argue with that, can I?
The Jaguar Future-Type/wheel + Sayer can summon your car, play music, book you a table, and even knows what’s in your fridge. They say this without a hint of irony, self-awareness or cognizance of how this could all go wrong. Overall, Jag says it would work like this: Say you need to be at a meeting that’s two hours from your home by 8am tomorrow morning. Simply ask Sayer, from the comfort of your chic und moderne living room, and Sayer will work out when to get you up, and when “your” car needs to autonomously arrive at your door. Sayer can even figure out which parts of the journey you might enjoy driving yourself and make that suggestion to you.
Photo: Jaguar Land Rover.

Armageddon It
Then again, if Sayer really knew me and my wants and needs and desires, Sayer would automatically call up Steve from accounting, berate him in Slovenian, and point out to him that there’s no way I’d be getting up and on the road that early for a meeting, and to reschedule it for a more decent hour.
Like never O’clock.
See what a bright and shiny future Jaguar has in store for us! No need to worry yourself about Sayer locking you out of your smart home while you scream “open the pod-bay doors Hal!!” in a horrendous rain storm, only to resort to crawling down the chimney so you can lobotomize Sayer into singing “Daisy” on the way out. That would never, ever happen. Nope.
“Future-Type offers an insight into the potential for driving and car ownership in the future. In a future age of on-demand services and car sharing, our research shows there will still be a place for luxury and premium experiences – and enjoying the drive,” said Ian Callum, Director of Design for Jaguar. “Whether it’s commuting to work, autonomously collecting children from school or enjoying driving yourself on the weekend in the countryside.”
Photo: Jaguar Land Rover.
For The Birds
It’s like these Jabronis have never even seen a hack James Cameron movie or something. So, for some reason, Jaguar thinks it’s a good idea for my car, er, steering wheel to know what’s in my refrigerator? My steering wheel with my Jarvis/HAL/Sayer digital assistant/servant is going to magically play some Kenny G for me whether I ask for it or not? And, seriously, who would ask for Kenny G? If you do, I think Sayer should immediately lock all the doors on “your” Jaguar and take you straight to the nearest psych ward.
Thanks Jaguar, but, no, I don’t think so. There are, like many concepts before it, some intriguing ideas with the Future-Type. But overall, it should be put right next to that 1948 five-wheeled DeSoto with the matching aetheric-generator powered briefcase. Now, if this were my idyllic future, this would be where I would say cheerio, hop in my Lotus 7 and drive, spiritedly, down to the pub for a pint and some conversation with the chaps about racing. Cheers then.
Tony Borroz has spent his entire life racing antique and sports cars. He means well, even if he has a bias toward lighter, agile cars rather than big engine muscle cars or family sedans.
Photo: Jaguar Land Rover.
Photos & Source: Jaguar Land Rover.

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Polestar Spaces Are NOT Traditional Dealerships, Company Says

Polestar Spaces Are NOT Traditional Dealerships, Company Says Polestar, a new electric performance band from Volvo Car Group, is establishing their retail network.
The company wants a look, feel, and experience different from traditional car dealerships.
The first “Polestar Space” will open next year in downtown Oslo, Norway on Øvre Slottsgate.
Polestar Spaces
Don’t call them dealerships, don’t even think of them as such. “Polestar Spaces” are anything but traditional dealerships, according to the automaker. The new electric performance brand, fresh off the North American reveal of the Polestar 1, will begin establishing its retail network.
“Polestar will be a fully digital brand, but a Polestar Space is where customers will be able to come into direct contact with us,” explained Thomas Ingenlath, Chief Executive Officer, Polestar. “In a Polestar Space, they’ll meet and interact with a Polestar brand and product expert, see the engineering under the skin as well as be able to take a test drive.”
The first Polestar Space will open in the middle of 2019 in Oslo, Norway, a key market according to the automaker.
“As Norway is one of the world’s most important electric vehicle markets, it is logical to begin the Polestar Space story in Oslo,” Ingenlath said.
Museum Exhibits & Multiple Channels
Polestar wants a minimalist approach, with a showroom space that closely mirrors the design and philosophy behind Polestar cars. The locations will have a museum-like feel. Wheels and carbon-fibre sections will stand like exhibits, complimented by material finishes, paint colors, and leather samples.
“A visit to a Polestar Space will be a very different experience to today’s typical car dealership,” Ingenlath said. “We aim to surprise and delight our customers, removing the hassle that comes with traditional car ownership.”
Representatives and employees will also embody the company’s retail philosophy.
“As the customer will order the car online, they won’t experience hard-sell, commission-based salespeople in a Polestar Space. Our customers will never feel pressure to sign a contract,” Ingenlath continued. “Polestar is a multi-channel brand which is why it must be supported by a unique retail experience.”
Polestar Spaces will feature elements of the company’s design language and philosophy, according to the automaker. Photo: Polestar.
Forward Looking
Polestar opens their portfolio with the Polestar 1, a 600 horsepower, low-volume performance hybrid. The aptly named and higher-volume Polestar 2 and 3 will follow as full battery-electric vehicles.
“By the middle of 2020, we aim to have opened up to 60 Spaces around the world to support the key launch markets for the brand,” Ingenlath said. “As we progress, we will open Spaces in more locations to support our retail development, making the brand more accessible with the opening of each new Space.”
The Automoblog Staff contributed to this report and can be reached anytime.
Photos & Source: Polestar.

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Texting & Eating: New Documentary Examines How Badly We Drive

Texting & Eating: New Documentary Examines How Badly We Drive 3 Seconds Behind the Wheel Overview
3 Seconds Behind the Wheel is a new documentary and podcast series.
The film shows how frequently distracted driving occurs by following eight different individuals.
Boyd Productions and Connecticut Public Television gathered hundreds of hours of footage.
Leading minds showcase how new technology may help curb distracted driving.
3 Seconds Behind the Wheel is available now.
An interesting documentary landed on my desk recently titled 3 Seconds Behind the Wheel. Three seconds is the time it takes to travel a football field while driving. Coincidentally, that’s the amount of time it takes the average driver to do something like look at a text message, choose a song or, even worse, reply to a text message.
The movie states up front that it is not here to scare you, and in that they are right. This is not one of those horrid driver’s education films from 1964 with lots of rock-a-billy and misspent youths and screeching tires and regrets.
3 Seconds Behind the Wheel is 55 minutes of exploration of not only distracted driving, but also trends in smartphone usage, autonomous cars, and augmented driving. That’s a fairly nice way of saying, narrative-wise, 3 Seconds Behind the Wheel is rather meandering and has a hard time getting to any one point. And, most crucially, it seems to not fully understand the point it is ultimately hoping to make.
3 Seconds Behind the Wheel follows the lives of eight people, ages 18 to 65, over six months using in-car cameras and tracking technology to monitor their driving habits. Photo: Jonathan Olson.
Honest & Intimate
3 Seconds Behind the Wheel is divided into three critical chunks. The first is a look at a data analysis firm that conducted a study of rather delicious deviousness. They mounted a bunch of cameras inside the cockpits of various cars, and pared that footage with accelerometer data from the driver’s phones. And not just any drivers, but a lot of teenagers. Those that have driven with or recall what you drove like as a teenager will readily know it can be frightening.
But I’m not just talking about hot-rodding reprobates out looking for cheap thrills and jazz music, oh no. I’m talking about drivers of all ages that are constantly on their phones or are constantly distracted. Everyone in 3 Seconds Behind the Wheel spends a terrifying amount of time reading texts and responding to them, plus full-on jamming to tunes with both hands off the wheel for long stretches. We’re talking Neil Peart-level air drum solos!
And eating food while driving . . . even eating it off plates with plastic utensils!
“While many of these driver’s habits will shock you, this is a very honest and intimate look at human behavior,” said Executive Producer Jennifer Boyd of Boyd Productions.
Katie, a young mother and photographer, is one of the subjects in film 3 Seconds Behind the Wheel. Photo: Boyd Productions, CPTV.
The Things We Do Instead of Driving
All of this accompanied by some juicy rationalizations: “Oh! The reason I was eating that was because I got the food like that, on a plate, at a birthday party. Swedish meatballs.” I’m not sure what the mitigating factor is here: the fact that she got the entire plate of food at a birthday party or that it was Swedish meatballs.
Nevertheless, all of this in-car footage makes you wonder, “Do I really pick my nose that often?”
“You’re in kind of a private space that is typically reserved for just the driver, and now you get to observe a lot of these things that are going on – that we all do,” explained Eric Jackson, Director of the Connecticut Transportation Safety Research Center at the University of Connecticut. “But you don’t think about it until you start watching the videos and you’re like ‘I do that.'”
Global Concern
It’s not just in the United States either. A survey conducted by Carzoos found that 75 percent of Australians eat while driving and another 55 percent use a mobile device. The same study found that 25 percent of women, aged 25 to 34, apply makeup while driving.
“We don’t have a distraction epidemic; we really have an attention epidemic,” said Bryan Reimer, Research Scientist, MIT. “I think that we really need to begin asking the question: What is distraction? Could it be that the act of driving has become the distraction from the communication and infotainment world that we all live in?”
The European Transport Safety Council reported last year on surveys conducted by Ipsos and Dekra. Ipsos found that 36 percent of drivers in the Czech Republic use their phone behind the wheel; Dekra found around 25 percent in Spain and Ireland did the same. And in a bizarre yet tragic case two years ago in Japan, the Pokémon Go game was a factor in a fatal accident.
“In today’s electronic digital age, it seems impossible for some people to resist answering phone calls or responding to text messages or Snapchat, Instagram, Twitter, or Facebook posts even while behind the wheel,” said Special First Lieutenant and Traffic Safety Specialist Jim Flegel of the Michigan State Police. “When a person drives distracted one time and nothing bad happens, they think they can do it all the time with the same results. This is not true! It only takes being distracted for a brief moment before a tragedy can occur.”
In the film we meet Aubrey who often checks social while driving. Photo: Boyd Productions, CPTV.
Just Google It
3 Seconds Behind the Wheel then drifts towards talking about automated driving. There’s no real clean break when they move from act one to act two, so it doesn’t work all that well. Still, the producers talk with people at Google working on better strategies for UIs (user interfaces) in the automotive world. Things like where the yes tap should be versus the no tap versus the go back tap on a smartphone screen.
Google has a very nice driving simulator rig with multiple screens and umpteen ways of tracking the driver being tested; facial expressions, eye movement, eye gaze, how long your eyes linger on a given point, body language, head motion, and speed – just thousands of data points to draw from. Curiously, the Google folks make no mention of voice recognition or voice control.
The producers give some passing time to talking about Tesla’s Autopilot, although they (like Tesla) point out how it’s not a real “set it and forget it” autopilot.
Possible Solutions
Ultimately, 3 Seconds Behind the Wheel tries to show what industry experts and entrepreneurs are doing to improve road safety. Recent data from the National Safety Council suggests roadway deaths this year may climb as high as 40,000.
It is at this point the film gets to what I’m guessing is the whole point: augmented driving. This segment has the most narrative and methodological oomph behind it, but the producers never really come out and state it. As a matter of fact, the film never uses the term “augmented driving” but that’s what it is. They talk with a National Transportation Safety Board accident investigator about autonomous versus augmented systems.
We also meet a Swedish automotive engineer from Autoliv who backs up what the NTSB guy says.
In so many words: taking humans completely out of the loop is a bad idea.
3 Seconds Behind the Wheel examines new technologies that may offer solutions to rising crash statistics. Photo: Jonathan Olson.
Human Intervention
The logic presented in 3 Seconds Behind the Wheel goes something like this: we don’t want the machine doing everything, because machines are bad at thinking on their feet during random, chaotic events. What we want is the machine doing most of the thinking, and then, if things go all cock-eyed, the human intervenes and solves the problem.
Other experts share similar views, and even offer real-world situations where human involvement might be the better option.
“When a driver approaches a ball in the street, they can determine that perhaps a child is following. Of course you can tell a computer this simple script, but a human can determine many different types of balls that could be in the road,” said Saskia de Craen from the SWOV Institute for Road Safety Research during AutoSens Brussels last year. “The point is that people are very good at adapting in situations like this and computers do make mistakes.”
3 Seconds Behind the Wheel examines how airline manufacturers have the ability to automate the entirety of a flight, but don’t. Human pilots control the take off and climbing to altitude. Once the plane is cruising eight miles high, then they switch on the automatic systems. Autoliv is working on something similar. The car can and does drive itself, but urges you to take the wheel when it feels you’re the better option.
Key Considerations
This film should present very few (if any) surprises to us grease-stained gearheads. We already know this. We already know we’re not driving a phone booth or a diner or a beauty parlor. When driving a car, we are doing so with the appropriate levels of care, dedication, and skill that our love for cars demands.
3 Seconds Behind the Wheel, in short, is not for us gearheads. It for those other lack-wits out there we are forced to share the road with. Let’s hope they’re watching this movie and paying attention.
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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2020 Range Rover Evoque Price and Release Date

What’s new from 2020 Range Rover Evoque will we discuss on the article this time. Land Rover about one of his luxury car manufacturer certainly not everyone can afford to buy this car. Crossover attracts more customers than we expected this may be supported by sales data from this car from year to year is always increasing. the new machine like his will be present such as diesel and plug-in hybrid Variant. But this new rumor.

2020 Range Rover Evoque Price

2020 Range Rover Evoque : Interior and Exterior

The new 2020 Range Rover Evoque will be the new generation model and will bring lots of alterations. It will eventually ride on the revised edition of your recent LR-MS architecture and it is actually likely to be somewhat wider and can obtain a longer wheelbase. In addition, it is actually anticipated to get lighter in contrast on the preceding model. As for that exterior design and style, the Range Rover Evoque will characteristic numerous equivalent styling cues together with the larger Range Rover Evoque. The similarities will largely be viewed from the front fascia together with the same narrow grille and angular headlamps. Also, it’ll get the bigger air inlets for far better cooling. On the rear end, we’ll recognize a new black bumper.

Within the cabin, 2020 Range Rover Evoque will get the additional room due to the bigger dimensions. So, this time the passengers will get pleasure from added space and for that reason a lot more comfortable. Furthermore, it’s going to come with two rows of seats as ahead of and can have the ability to welcome up to 5-passengers. The second row of seats is going to be split-folding which if wanted for more cargo area. Usually, the cargo space is additionally expected to get bigger because the Evoque is now wider compared to the former model 12 months. In addition, the products will even be upgraded and we can anticipate much more metallic and purely natural trims. The dashboard may also be revised with an upgraded infotainment display which will be much easier to use. Likewise, it’ll obtain an entirely digital gauge cluster and upgraded buttons around the center console.

Trims of the vehicle : SE, SE Premium, Landmark Edition, HSE, SE Dynamic, HSE Dynamic, Autobiography

2020 Range Rover Evoque Engine

As we stated, you will find prospects of hybrid powertrains while in the future, but for now, there isn’t any. The 2020 Range Rover Evoque includes the single 2.0-liter direct-injection turbocharged 4-cylinder unit which has 230 hp. For those who go for SE, SE Premium, HSE, Convertible, and Landmark Edition you’re going to get this output. The Evoque HSE Dynamic and Autobiography trims get the same powerplant but by using a distinct output of 286 horsepower. With both engine variants, you receive the identical 9-speed automated transmission.

2020 Range Rover Evoque Price and Release Date

For the price of what would be the same as the model before him, certainly not. 2020 Range Rover Evoque will be on the value of $43,000 for the highest trim. For more information about the release date as his Range Rover will issue his products at the beginning of the year 2020. Car competitors include the Audi Q5, Volvo XC60, the BMW X 4.

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This Fiat 500 Throws It Back To 1957

This Fiat 500 Throws It Back To 1957 The Fiat 500 1957 Edition is back by “popular demand” according to the automaker.
The small cruiser pays homage to the 1957 Nuova Cinquecento, originally designed by Dante Giacosa.
As if the quirky size and demeanor of the Fiat 500 was not enough, the Italian carmaker is bringing back the 1957 Edition. The design cues pay homage to the original 1957 Fiat Nuova 500.
But unlike the 1957 model (which came with a dinky two-cylinder motor with 13 horsepower), the 2018 Fiat 500 1957 Edition is motivated by a more powerful 1.4-liter turbocharged MultiAir engine. It now cranks out 135 horsepower and 150 lb-ft. of torque.
“Our Italian-designed, fun-to-drive Fiat 500 comes standard with turbocharged power,” said Steve Beahm, Head of Passenger Car Brands for FCA North America. “The 1957 Edition offers a fun, custom appearance for the iconic Fiat 500.”
Nuova Fiat 500 advertisement circa 1957, courtesy of FCA UC LLC. The Nuova 500 sparked the rebirth of Fiat following the devastation of World War II. The vehicle’s production helped usher in the economic recovery in the years that followed.
Authentic Italian Design
It is easy to distinguish the 1957 Edition of the Fiat 500. The 16-inch retro wheels come in three colors: white, green, or blue. This special edition Fiat 500 also comes with a choice of three paint colors: white (Bianco Ice), retro light blue (celeste blue), and light green (Chiaro) to match the wheel color.
The car receives a plethora of vintage-inspired elements like retro badging, a revised fascia with chrome inserts, two-tone paint (white roof on the hatchback and black soft top on cabriolet models). There are white exterior mirrors and ivory-colored door trim panels. It also receives a delicious Avorio/Marrone leather-wrapped steering wheel (which is Italian speak for white and brown) to match the premium, hand-stitched brown leather upholstery.
Oh, and you also get a unique 1957 Edition key fob. Nice.
Fiat 500 1957 Edition wheel design. Photo: FCA US LLC.
Macchina Veloce!
Make no mistake about it, the Fiat 500 is still a decently fast car. The 1.4-liter turbocharged motor comes standard with a five-speed manual, although a six-speed auto is optional. The engine comes with twin intercoolers and a sport-tuned exhaust. This motor is now standard across the range.
But the Fiat 500 1957 Edition goes further still. It comes with a driver-selectable Sport button, which revises the throttle mapping to improve engine response. Models with the optional six-speed auto will experience stronger shift points to deliver a more thrilling driving experience.
Unlike the 1957 model (which came with a dinky two-cylinder with 13 horsepower), the 2018 Fiat 500 1957 Edition is motivated by a more powerful turbocharged engine. Click To TweetTurbo Power For Everyone
For those just learning the ins and outs about Fiat cars, it happens to be the only brand in North America to offer turbo engines as standard on every model. The base Pop trim starts at $16,245, making it the least expensive turbocharged car you can buy today.
The Lounge starts at $19,745 and is the basis for the 1957 Edition. Add $995.00 and you get the special-colored wheels, the Sport mode, leather trimmings, and retro badges.
And if the base motor is not enough, then you’ll need the Fiat 500 Abarth. It comes with an upgraded 160 horsepower 1.4-liter turbo mill that churns out 183 lb-ft. of torque. The Abarth starts at $20,495, which includes red bucket seats, a red engine cover, red brake calipers, and body stripes (yes, in red, too).
The Fiat 500 1957 Edition will arrive later this fall.
Alvin Reyes is the Associate Editor of Automoblog. He studied civil aviation, aeronautics, and accountancy in his younger years and is still very much smitten to his former Lancer GSR and Galant SS. He also likes fried chicken, music, and herbal medicine.
Photos & Source: FCA US LLC.

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2018 Chevy Equinox Review: Fuel Efficient & Family-Minded

2018 Chevy Equinox Review: Fuel Efficient & Family-Minded The 2018 Chevy Equinox gets new exterior styling and new tech features all in a smaller package. The result is an SUV that’s a friendlier urban commuter. The new 2.0-liter turbo should give families enough power and fuel mileage gains as they travel about their day.
This week, we’ve been driving the top-of-the-line, 2018 Chevrolet Equinox FWD Premier 2.0T.
What’s New For 2018
The 2018 Chevy Equinox was completely redesigned, from the downsized chassis and body, to the 2.0-liter turbo engine and nine-speed automatic transmission.
Features & Options
The Equinox FWD Premier 2.0T ($33,600) comes standard with automatic headlights, LED daytime running lights, a stop-start system, rearview camera, heated mirrors, keyless entry and ignition, and a driver information display. Chevrolet’s Teen Driver watchdog modes are included, along with Bluetooth, OnStar (with 4G LTE connectivity and Wi-Fi hotspot), a seven-inch touchscreen, and a six-speaker audio system.
Chrome exterior trim, ambient interior lighting, driver-seat memory settings, perforated leather upholstery, and wireless phone charging are among the other niceties. There is even a meter that measures the distance (in time) between you and the car ahead.
A USB port and Apple CarPlay and Android Auto also came with our Equinox Premier.
With Chevrolet’s Teen Driver system, parents can limit the radio volume and restrict the vehicle’s speed to 85 mph. It also prevents anyone from manually turning off safety features.
The 2018 Chevy Equinox was completely redesigned, from the downsized chassis and body, to the 2.0-liter turbo engine and nine-speed automatic transmission. Click To TweetAdditional Packages
Premier 2.0T adds xenon headlights, rear privacy glass, a leather-wrapped shift knob, an eight-way power driver’s seat (with two-way lumbar adjustment), auxiliary rear-seat release levers, and satellite radio. It also comes with 19-inch wheels, LED headlights and taillights, foglights, auto-dimming mirrors, roof rails, and a hands-free liftgate.
The Confidence and Convenience II package ($1,895) adds automatic high-beam control, a top-down, 360-degree parking/camera system, a heated steering wheel, an eight-way power passenger seat, ventilated front seats, and heated rear seats. Safety features include lane departure warning, forward collision alert with automatic emergency braking at low speeds, and Chevy’s Safety Alert seat.
The Sun, Sound and Navigation package ($2,620) adds a panoramic sunroof, navigation, and a seven-speaker Bose audio system with HD radio.
Total MSRP including destination: $39,505. By comparison, starting MSRP for the 2018 Chevy Equinox is $23,580.

Interior Highlights
Stepping inside reveals leather seats with plenty of bolstering, lots of soft-touch materials, brushed aluminum trim, and plenty of power adjustments to help find the perfect driving position. The seating position in the Equinox cabin seems lower than before, which makes the vehicle feel less SUV-like.
The infotainment system is straight-forward and simple, with an eight-inch screen and big icons. The display is clear, bright, responsive, and fast, all without too many features or too much information.
The backseat has plenty of room for adults, and rear passengers will appreciate the tall doors. There’s less ducking and tucking to climb in, but the flat seat bottoms won’t be comfortable for long trips. The seats fold mostly flat to provide 63.5 cubic feet of cargo space, less than the competition. Behind the rear seats there is 29.9 cubic feet available.

Fuel mileage is reasonable if you keep your foot out of the turbo.Click To TweetEngine & Fuel Mileage Specs
Our Equinox tester was powered by the new turbocharged 2.0-liter inline four-cylinder, making 252 horsepower and 260 lb-ft. of torque. Mated to a nine-speed automatic sending power to the front wheels, it offers peppy acceleration and an EPA-estimated 22/29 city/highway and 25 combined mpg.
The new four-cylinder improves performance overall. Fuel mileage is reasonable if you keep your foot out of the turbo.
Driving Dynamics
The nine-speed gearbox pairs nicely with the 252 horsepower turbo engine. Overall, the Equinox felt strong during our quick runs up I-70 west of Denver this week. The turbo offers steady power and a cool whistling sound as it climbs through the gears.
We found ourselves wanting steering wheel paddle shifters which aren’t offered on the Equinox.
The ride is designed more for comfort than cornering ability. Through the tight mountain curves there was enough body lean to remind us we weren’t in a sports sedan. However, the suspension offers poised and predictable handling in all situations; the ride overall is comfortable on the highway and you hardly feel the bumps on rough pavement.
The 2018 Equinox has a higher state of suspension tune and 19-inch wheels with better all-season tires. It tracks true and smooth, but doesn’t offer much feedback. Still, it helped us avoid a deer in the mountains outside of Denver during our seat time.
The turbo offers steady power and a cool whistling sound as it climbs through the gears. Click To TweetConclusion
The fully redesigned 2018 Chevy Equinox addresses the problems the aging generation had. It now represents a more compelling choice in the smaller, five-passenger crossover segment. Chevy pulled off making the Equinox smaller in size without sacrificing too much leg and headroom.
It’s comfortable, easy-to-drive, and comes standard with one of the best infotainment interfaces in the class.
Denis Flierl has invested over 25 years in the automotive industry in a variety of roles. Follow his work on Twitter: @CarReviewGuy
2018 Chevy Equinox Gallery

Chevy Equinox Official Site.
Photos: Chevrolet.

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VW & Microsoft Partnership Focuses On Connected Vehicle Services

VW & Microsoft Partnership Focuses On Connected Vehicle Services Partnership will pursue a “fully connected” vehicle fleet for future Volkswagen models.
Microsoft’s Azure platform will serve as the foundation VW’s connected car services.
VW says they want to become a full-service “mobility provider.”
The hook-ups between automotive and tech companies continues apace, with Volkswagen and Microsoft announcing a new strategic partnership recently. But this seems more than just “such and such connectivity feature is now available in our latest models.” VW and Microsoft have something much bigger in mind.
I know, given VW’s trials and tribulations with all that diesel-gate stuff, and given the fact Microsoft is responsible for the phrase “blue screen of death” becoming part of our modern lexicon, this might not bode all that well, but hey, let’s give ’em a break, okay?
Digital Transformations
Volkswagen and Microsoft are collaborating to fast-track VW’s “digital transformation,” meaning expect more computer-like stuff crammed into more and more VWs as time moves on. Volkswagen is going with the Microsoft Azure digital platform for Automotive Cloud, hoping this will be a decisive step forward in turning the automotive giant into a “mobility provider” with a fully connected fleet.
Mobility provider? Is that what the kids are calling car companies these days?
VW will build what it terms “in-car services” for all vehicles in their brand, known as One Digital Platform, or ODP. And, no surprise, it runs on Microsoft technology. VW says that when finished, One Digital Platform will be the largest digital ecosystem in the automotive industry.
Think of it like Amazon’s in-house servers, only for just VW. Unfortunately, this fully connected vehicle fleet and digital ecosystem will be called “Volkswagen We.” I guess nobody in VW’s marketing department has read Yevgeny Zamyatin?
By building the Volkswagen Automotive Cloud, VW can leverage various mobility services across its portfolio. Photo: Volkswagen of America, Inc.
Foundation & Infrastructure
Along with building stuff we won’t see, VW is establishing a new automotive cloud development office in North America. These digital headquarters will be near Microsoft’s headquarters. So everybody looking to buy a place in Redmond better hurry up. Housing prices are going to get even more ridiculous in the greater Seattle area.
By having a physical presence so close, Microsoft can provide hands-on support to VW as it dives heavily into automotive cloud development. Microsoft is helping in the hiring process too, with the workforce expected to grow to about 300 engineers shortly. Sure, there’s a technological rationale in this partnership, but Microsoft also provides cloud expertise across their entire organization. Thus, VW’s developers and engineers benefit from Microsoft’s culture of collaboration and agile management systems.
All of this will eventually add up to making Volkswagen’s Automotive Cloud a reality.
Mobility provider? Is that what the kids are calling car companies these days?Click To TweetInternet of Things Will Become Key
Aiming for all this digital vapor to be a reality by 2020, VW wants more than 5 million of its new vehicles per year to be fully connected. Said vehicles will be part of the Internet of Things (IoT) with most of the digital data living in the cloud. Yes, the dreaded Internet of Things. You know, that’s the latest tech panacea meant to make your entire world work like George Jetson’s house. Yet, it only seems to add another layer of frustration.
But I’m just being negative here. Maybe VW and Microsoft will get it to work, cause, honestly, a Jetson’s apartment does sound kind of cool.
Photo: Volkswagen of America, Inc.
This is just an announcement for now. It's too early to tell if this will work, sorta work, be terrible, or somewhere in between.Click To TweetFuture Considerations
Over the long run, what develops here will percolate to other Volkswagen Group brands (think Porsche, Audi, Skoda etc.) in all regions of the world. VW says this will build the foundation for customer-centric services across all its brands, including the upcoming Volkswagen ID. family of electric vehicles.
This is just an announcement for now. It’s too early to tell if this will work, sorta work, be terrible, or somewhere in between. It might make for a cool automotive future. But remember, if your 2021 VW suddenly shuts down, just roll up all the windows, then roll them down again, and then turn the key.
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: Volkswagen of America, Inc.

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