Automotive

Chevy’s 2.7L Turbo Silverado: Does It Pass Muster?

Chevy’s 2.7L Turbo Silverado: Does It Pass Muster? Chevy’s turbo Silverado will hit the market before the end of the year.
The new 2.7L Turbo, according to Chevy, tops comparable Ram and Ford engines.
How will the new turbo hold up in a product line long dominated by 5.3 and 6.2 V8 engines?
While the 6.2 V8 is the biggest and baddest rooster in the Silverado barnyard, Chevy is showcasing a new spring chicken for their 2019 1500 lineup. It’s hard to imagine General Motors – with the mighty 6.2 and evergreen 5.3 – going smaller. And turbo. But alas, as Garfield once observed, the times are always changing.
Meet the new 2.7L Turbo four-cylinder for the 2019 Chevy Silverado.
By The Numbers
When the 2019 Silverado debuted, new engine technologies, advanced manufacturing, and “mixed material strategies” were the core of the discussion. Earlier this year, we received further insight into how the new Silverado came together, after sitting down with Scott Damman, Lead Development Engineer for the 2019 Silverado.
“The engineering team was actually tasked with going and looking at every single part for weight savings,” he explained. “To do that we actually went to our suppliers and our supply base to begin pulling on new technology, which included new processes for building things.”
A 2019 Chevy Silverado with the 2.7L Turbo is 380 lbs. lighter than a current model with the 4.3L V6. As a bonus, the turbo Silverado is still lighter, despite increased interior and cargo space. Standard on LT and RST, the new turbo offers a 14 percent torque increase and a 13 percent bump in city fuel economy versus the 4.3 V6. It’s also a full second quicker when sprinting to 60 mph (6.8 seconds).
EPA fuel economy ratings come in at 20/23 city/highway for rear-wheel drive models. Max towing is 7,200 lbs. with a 2,280 lbs. max payload when properly equipped.
“With up to 23 mpg on the highway, the truck is efficient while still offering plenty of capability to tackle weekend projects and trips to the lake,” said Tim Asoklis, Silverado Chief Engineer.
Chevy’s 2.7L Turbo endured 475,000 validation tests and a million miles of real-world testing. Photo: Chevrolet.
While the 6.2 V8 is the biggest and baddest rooster in the Silverado barnyard, Chevy is showcasing a new spring chicken for their 2019 1500 lineup.Click To TweetBarnyard Brawl
On the nitty-gritty end, Chevy is swinging heat at their fellow Detroit rivals. The bowtie brand says the turbo Silverado delivers 310 horsepower and 348 lb-ft. of torque, topping Ford’s 3.3L V6 and Ram’s 3.6L V6 mild hybrid by 31 and 29 percent respectively. With the 2.7L Turbo, peak torque runs between 1,500 and 4,000 rpm; the engine reaches said peak quicker than the aforementioned Ram and Ford mills, according to Chevy.
Chevy’s 2.7L Turbo should not be confused with Ford’s 2.7L EcoBoost, which is a V6. Same displacement yes, but different class. That engine generates 325 horsepower and 400 lb-ft. of torque by comparison. Ford’s 3.3 V6, which is naturally-aspirated, creates 290 horsepower and 265 lb-ft. of torque.
Still, with Chevy having such an extensive history with the 5.3 and 6.2, how will – or how can – the 2.7L Turbo Silverado find its place? Granted, Ford’s EcoBoost engines are in a different class, but does GM now look like Johnny Come Lately? Is turbocharging half-ton trucks best left to Ford, considering the EcoBoost F-150 launched in 2011?
Hard to say.
Given the extensive number of options and price ranges, it may ultimately boil down to personal preference. One thing for certain though, trucks today are pulling their weight. And not just in payload but in efficiency. As manufacturers stack their truck lines with more advanced powertrains and lighter materials, the long-term benefits are likely more than we realize, according to this recent Detroit Free Press report.

Chevy’s 2.7L Turbo is paired with an eight-speed automatic. Photo: Chevrolet.
With Chevy having such an extensive history with the 5.3 and 6.2, how can the 2.7L Turbo Silverado find its place?Click To TweetPhysical Chemistry
The 2.7L Turbo’s genetic makeup includes a dual overhead cam valvetrain system. This enables high- and low-lift valve profiles, continuously variable valve timing, and Active Fuel Management – or cylinder deactivation. The combination helps strike an optimum balance between performance and efficiency.
The 2.7L Turbo is also Chevy’s first application of Active Thermal Management, which uses heating and cooling advantageously across the entire powertrain system.
Translation: this helps with fuel economy, recovering otherwise wasted exhaust heat so the engine and transmission warm up quicker. Finally a dual-volute turbocharger housing improves response and cuts lag.
“The new Silverado 2.7L Turbo delivers impressive performance and fuel efficiency,” Asoklis added. “It’s fun to drive every day – quick from the start, and pulling hard under acceleration.”
When the 2019 Silverado debuted, new engine technologies, advanced manufacturing, and mixed material strategies were the core of the discussion.Click To TweetAvailability
The 2019 Chevy Silverado 1500 features eight trims and six engine/transmission combinations including the new turbo. Expect the 2.7L Turbo at dealers before the end of the year.
Carl Anthony is Managing Editor of Automoblog and resides in Detroit, Michigan. He studies mechanical engineering at Wayne State University, serves on the Board of Directors for the Ally Jolie Baldwin Foundation, and is a loyal Detroit Lions fan.
Photos & Source: Chevrolet.

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Scare Everyone With This Free Nissan Leaf Pumpkin Carving

Scare Everyone With This Free Nissan Leaf Pumpkin Carving Nothing more terrifying than poor gas mileage . . .
It’s Halloween! A time of sweet treats, costume parties, and repeated spins of Jim Stafford’s Spiders and Snakes and Warren Zevon’s Werewolves of London on local radio. The trick-or-treaters will soon dress up and seek out their respective trove of candy treasures. Some of those trick-or-treaters will even be kids.
College students in Detroit. You know who you are.
Scream For Green
Revving up a big muscle car to rattle the bolts of lesser machinery certinately has its allure. However, equally as terrifying is the bill to keep such a muscle car: fuel, tires, washes, fuel, accessories, performance parts, fuel, insurance, tires, fuel, tires, storage, and the list goes on. Did we mention insurance?
Instead of painting black marks onto the pavement, might we suggest a little more green for Halloween? Like Nissan Leaf green. Instead of doing the same old Jack-o-Lantern patterns – dark castle, scary kitty, freaky spider, flying bats, funky trolls etc. – why not transform this year’s gourd into a green machine?
NissanPartsPlus.com and StoneyKins have created a free, first-generation Nissan Leaf pumpkin carving pattern.
“Sure, you might be able to scare some kids with carving big, jagged teeth or whatever, but what if you make this sensible electric vehicle look really cool to a 10 year-old,” said Steve Ferreira, Director at NissanPartsPlus.com. “This Halloween decoration holds up to tradition while giving a nod to the future.”
The Nissan Leaf. Leafs? Leaves? Photo: Nissan Motor Co., Ltd.
Battery Packs & Raisin Boxes
The 2019 Nissan Leaf has an estimated 150 miles of range with its lithium-ion battery pack. Total output stands at 147 horsepower and 236 lb-ft. of torque, an increase of 37 and 26 percent respectively. Among the top features: ProPILOT Assist, which includes safety tech like automatic braking, and the e-Pedal system to bolster more efficient driving.
According to Nissan, the individual structures of the laminated lithium-ion battery cells have improved, representing a 67 percent increase in energy density versus the original 2010 model. Incidentally, the new Leaf was named “2018 World Green Car” by the World Car Awards in March.
“Beyond this being a cool decoration, it is a way to celebrate your environmental side,” Ferreira said. “I’d like to encourage everyone’s love of nature, but please don’t be the house that gives away raisins.”
Well said. And the part about the environment was good too.
Where To Find The Leaf Pattern
You can grab the free Nissan Leaf carving pattern here.
And if you just can’t shake that performance car vibe, here are two others for you. Both free. Happy Halloween!
2018 Chevy Camaro ZL1 1LE pattern.
2018 Subaru WRX STI pattern.

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Famed Automotive Artist Draws Beautiful Acura NSX Cutaway

Famed Automotive Artist Draws Beautiful Acura NSX Cutaway Acura is showcasing a new cutaway sketch of the NSX, hand-drawn by famed automotive illustrator Shin Yoshikawa. Yoshikawa’s cutaways represent, in fine detail, the powertrain, chassis, and mechanical components of a given automobile. This Acura NSX cutaway sketch took months of perpetration and research, but it was drawn mostly from notes and memory.
Which, given the depth of the NSX, is incredible!
Details Are Everything
For reasons like this, Yoshikawa is among the greatest living automotive artists. However, creating this Acura NSX cutaway sketch was hardly a walk in the park.
“The NSX’s innovative power unit was extremely challenging to draw, making the second-generation NSX the most difficult vehicle I have sketched,” Yoshikawa explained.
The 2019 Acura NSX produces a total system output of 500 horsepower and 406 lb-ft. of torque. The 24 valve, twin-turbo V6 features forged steel connecting rods, a dry sump system, and cast aluminum pistons with integrated cooling channels. Acura measures the turbo boost at 15.23 psi. With a compression ratio of 10.0:1, the NSX cranks out more than 140 horsepower per liter of engine displacement.
“Everything comes down to the details,” Yoshikawa continued. “If you don’t understand the technology that goes into building vehicles, you won’t be able to build them, and you certainly can’t draw them.”
2019 Acura NSX. Photo: Acura.
New & Improved
The 2019 Acura NSX made its global debut during Monterey Car Week. Updates include a new body-color front grille garnish and high gloss treatment for the front and rear fascia mesh. A Thermal Orange Pearl paint, an Indigo blue leather interior, and two new brake caliper colors complete the styling treatments.
Performance enhancements include stiffer stabilizer bars and new software tuning. Acura says the NSX now has a time nearly two seconds faster around the Suzuka Circuit.
Below is a clip of Yoshikawa on Jay Leno’s Garage, along with a full-scale image of his NSX sketch. Yoshikawa has been an automotive artist for the last 50 years.

Acura NSX cutaway sketch by Shin Yoshikawa.
Source: Acura.

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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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