Automotive

Genesis G70: South Korea’s S-Class Response

Genesis G70: South Korea’s S-Class Response

You have to hand it to them. And by them, I mean they. And by they, I mean Hyundai. The Genesis G70 surely isn’t a bad car, not even close to it. And, here’s the first of many rubs confronting the Genesis G70: they want it to be a thing in and of itself. It is The Genesis, not, most definitely not the Hyundai Genesis. Just: Genesis.
And all the press materials go to great lengths to refer to the car as just that. The mentions or uses of the word “Hyundai” tally up to two in over 2,000 words of verbiage. So what is it? What is the Genesis G70? In a nutshell, it’s pretty easy: Hyundai’s answer to the Mercedes-Benz S-Class.
Jack of All Trades
Hyundai, the South Korean mega-corp-conglomo-nopoly, does everything from construction projects to chemicals to electronics to shipbuilding to automobile manufacturing. Hyundai has been making good, solid, dependable yet affordable cars for decades now. In a lot of ways, they have out Toyota’d Toyota and the other Japanese marques whose stock in trade has long been good, solid, dependable yet affordable cars. But what if you want more than that? What if you, as an ambitious mega-corp-conglomo-nopoly, want more for your automobile division? Enter Genesis. Something well built, stylish, solid, safe, with an on-the-road and at-the-curb presence to make people notice. Enter Genesis.
Styling & Design
They describe the Genesis G70 as being “an athletic sedan characterized by its graceful and dynamic exterior styling” with an “elegant and intuitively designed interior.” This is all fair enough and, from a marketing perspective, the G70 completes the Genesis sedan lineup, slotting alongside the G90 flagship and the mid-luxury G80. No, I don’t know exactly what they mean by “mid-luxury” either.
The G70 offers a broad spectrum of color options, both inside and outside. There are ten exterior colors available, and they have come up with a new paint-finishing method: small, evenly distributed aluminum particles and high luminosity colors to maximize the exterior paint. Or, as Ed “Big Daddy” Roth calls it, “metalflake”. The inside has the same “big box of Crayolas” approach for available colors.
The G70 interior is prioritized around superb fit and finish with a focus on simplicity and an importance on real functionality. The overall layout is horizontal with a rather nice sport steering wheel. Since this is a Genesis, premium materials such as aluminum door handles, metal speaker grills, and quilted leather door panels are found throughout the cabin.
Photo: Genesis.
Power & Performance
The Genesis G70 aims to be agile yet safe, dynamic yet quiet, but it all starts from the powertrain. There are three powertrains on offer: a 3.3-liter V6 turbo, a 2.0-liter inline four-banger turbo, and a 2.2-liter inline four cylinder diesel. The engine to pay attention to here is the 3.3-liter V6 turbo – that’s the one found in the “enthusiast-focused” G70 Sport. That 3.3-liter V6 turbo plant cranks out 365 ponies and 376 lb-ft. of torque. All of this is good enough to get the G70 Sport to 60 in 4.7 seconds, with a top speed of 168 mph. The G70 Sport also comes with variable-ratio steering and an electronically controlled suspension for better response and ride and handling.
You also get a number of other fancy-schmancy performance goodies, such as launch control, rack-mounted, motor-driven power steering (R-MDPS), multi-link rear suspension, dynamic torque vectoring, and a mechanical limited slip differential. They have also put in this contraption called Active Sound Design (ASD). This system “creates an aural character that reflects the engine load and driving mode settings.” That’s all they say about the ASD deal, but I cry witchcraft and sorcery, or, at the very least, fakery and I don’t hold with it. Nosir!
Photo: Genesis.

Technology & Safety
The cabin is also drowning in high tech gee-gaws, like a smart posture control system for minimal stress on long journeys. There’s an 8-inch touchscreen display with MirrorLink, Apple CarPlay, and Android Auto. The G70 also comes with server-based voice recognition technology, using Kakao’s artificial intelligence platform Kakao I. A 15-speaker Lexicon system is there when you really want to crank the K-Pop.
The G70 has a buffet of safety doohickeys like pedestrian impact mitigation technology that lifts the hood to absorb shock and minimize injury. There’s Forward Collision-Avoidance Assist, Highway Driving Assist, Blind Spot Collision Warning, and J-Pop Avoidance Assist because we all know that Psy and Exo are totally hot and AKB48 and Arashi are totally not.
Photo: Genesis.
Big Questions
Will this work? Will the G70, along with the G80 and G90, be able to make Genesis into a brand of its own? That’s the obvious goal here, and I’m not saying they can’t do it. A lot of people in the car business have lost a lot of money saying that same thing about South Korean car companies. Perhaps Hyundai can defy the odds?
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.

Photos & Source: Genesis.

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Lotus Evora GT430 Sport Joins The Party

Lotus Evora GT430 Sport Joins The Party

Okay, so I’m starting to see a pattern here. Lotus, as lovely as they are, has been beating the hype machine drum every two or three months about a “new” model. If this were a major car manufacturer, this article would be nothing but calling them out for being stupidly old school and calling a trim package a “new” model.
But this is Lotus, and most importantly, with all these new Evora variants, they actually feature improvements to the car in terms of performance and design.
Reclaiming The Title
When the Evora fist came out, it was a bit of a puzzle to a lot of hardcore sports car types, and especially Lotus fanatics. It came out right in the middle of that whole Dany Bahar era of 100% horse manure (“Lotus cars aren’t about performance, they are about fashion and luxury”), and the overall layout, that 2 + 1 seating thing, struck a lot of people as odd and unnecessary. Then cooler heads prevailed, Bahar was run out of Hethel on a rail, and performance engineers took control and steered Lotus back on a course that benefits us all. Okay, all us gearheads, because to my knowledge, Lotus has never made a grocery-getter or kid picker-upper and if they ever do, we’re going to have a scrap on our hands.
Performance Engineering
As the name implies, the Lotus Evora GT430 Sport is a further variation and improvement on the GT430. There’s some slight nips and tucks here and there to make it prettier (in a way) and some judicious massaging of the drivetrain and chassis to make it do what Lotus cars have always done: Go, turn, and stop much better than you’d expect.
The Lotus Evora GT430 Sport is part of the extended Evora family, which also has the Evora 400, Evora Sport 410, and the recent addition of the Evora GT430. The new Evora GT430 range (that would be the GT and the Sport) includes two body options and a choice of manual or automatic transmission. To some, the thought of a slush box in a Lotus is outright blasphemy, but put down those pitchforks and torches for a second and hold up. We’ll get to why the automatic in the Evora is actually a pretty good deal. Like its GT430 sibling, the Evora GT430 Sport is motivated from county to county by the same 3.5-liter V6 supercharged engine that cranks out 430 horsepower and 440 Nm of torque, or 317 lb-ft.
Photo: Lotus Cars USA Inc.
Weight & Aerodynamics
The Evora GT430 Sport tips the scales at 10 kilos (22 pounds) less, for a total of 1,248 kg or right around 2,750 pounds. Divide that by the 430 horses and you come up with a power-to-weight ratio of 345 horsepower / tonne (that’s a metric ton) which guarantees you this little car is going to flat out fly when you mash the pedal. As a matter of fact, the Evora GT430 Sport has a top speed of 196 mph, making it the fastest Lotus production car ever.
The easiest way to tell the Sport apart from the Evora GT430 is how the Sport has “motorsport derived aerodynamics.” This is a very polite and British way of saying the flips, kicks, spoilers, and such are not Vin Diesel-inspired cake decorations of no performance utility, oh no. There’s a carbon fiber splitter and a large, profiled carbon wing to suck you onto the tarmac. Louvers at the top of each front wheel arch to cut lift and reduce pressure within the wheel well. The GT430 Sport also has wider wheels and tires.
Photo: Lotus Cars USA Inc.

Transmission, Live Wire
Now, about that automatic transmission and why we will not be marching on Lotus HQ for a righteous stoning – at least not today. That automatic transmission will be available for both of the GT430 models. If you opt for the automatic transmission, you will net 10 Nm more torque (for a total of 450 Nm or around 332 lb-ft.). The bottom line is, get this, that the automatic version is even quicker than the manual GT430. 60 mph comes up in a pretty scant 3.6 seconds.
To make a transmission that usually implies less performance actually give you more performance, the Lotus six-speed automatic has an optimized gearbox ECU for ultra-fast changes from cog to cog. Gear selection is made from the driver’s seat via lightweight aluminum paddles mounted to the steering wheel, natch.

Speed Tech
Other go-fast-goodies include standard Öhlins TTX two-way adjustable dampers (which would have given A.C.B. Chapman fits, if he were still with us), J-grooved and ventilated brake discs, AP Racing four-piston calipers at all four corners, a lovely Torsen-type limited slip differential, and an adjustable traction control system in case that Torsen isn’t good enough for you, and you have a right foot closer to a ham than what Jimmy Clark had on the end of his leg.
The GTs, both the Sport and “normal” are available now. They are more than most of us can afford, but I, for one, still want one of these . . . or two. Life is too short for boring cars.
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.
Photos & Source: Lotus Cars USA Inc.

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2018 Nissan Versa Note Pricing Announced, New Features Added

2018 Nissan Versa Note Pricing Announced, New Features Added

Nissan recently announced U.S. pricing for the 2018 Versa Note, which comes in three levels: S, SV, and SR. Nissan customers may be delighted to know that starting MSRPs for the 2018 Versa Note did not increase over the current 2017 model, despite new features being added.
Style & Comfort
The Versa Note hatchback SR, at the top of the range, stands out the most with its more sporty character. Fog lights, a rear spoiler, and 16-inch machine-finished aluminum alloy wheels decorate the exterior. Suede-like seats and a leather wrapper steering wheel provide further interior comfort. The SR also adds Intelligent Key with Push Button Ignition, the Nissan Vehicle Immobilizer System, and Easy Fill Tire Alert.
Design & Functionality
Regardless of model, the 2018 Nissan Versa Note features the automaker’s signature “V-Motion” grille. The design is found on a range of Nissan vehicles including the Sentra, Altima, and Maxima. Interior volume is 112.9 cubic feet, cargo space is 18.8 cubic feet, front headroom is 40.8 inches, and rear legroom is 38.3 inches. Nissan says their goal was to make everything comfortable and family friendly.
Power & Performance
The 2018 Versa Note is powered by a 1.6-liter DOHC 16-valve 4-cylinder, paired with a next-generation Xtronic transmission. The combination nets the Versa Note an EPA-estimated 39 miles per gallon on the highway. The transmission features a retuned D-step Logic Control, which simulates shifts, for a more natural feel.
The 2018 Nissan Versa Note is available now.
Carl Anthony is Managing Editor of Automoblog and resides in Detroit, Michigan.
Versa Note 1.6 S Xtronic
$15,480 USD
Versa Note 1.6 SV Xtronic
$16,380 USD
Versa Note 1.6 SR Xtronic
$17,980 USD
Photo & Source: Nissan Motor Co., Ltd.

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2019 Toyota 4Runner Nightshade Edition: All About Dat Traction

2019 Toyota 4Runner Nightshade Edition: All About Dat Traction The 2019 Toyota 4Runner receives a new Nightshade Special Edition trim.
Fox Internal Bypass Shocks are available for the 4Runner along with terrain control features.
Toyota calls the 4Runner a “Sherpa among SUVs.” Sherpa? Really? Sure, why not. You do you Toyota.
There’s a new Toyota 4Runner out, and I suppose that’s a good thing, but it also makes me ask: Why build new ones, don’t the originals last forever? I live in rural farm country, and the biggest slice of the vehicle ownership pie out here breaks down into two vehicles: full-sized pickups (F-150s, Rams, and such) and Toyota 4Runners.
4Runners are everywhere, and why not? They have room, they have versatility, they can be seriously modified (if you want to get into off-roading) and they last forever, near as I can tell. So what gives? What does the 2019 Toyota 4Runner have to offer us, in the off-road and durability department?
Night Moves
For starters, there’s a new Nightshade Special Edition available, and the cool stuff is actually performance oriented. The TRD Pro package gets you a Fox Suspension (cool!), roof rack, and JBL Premium Audio for that “west coast sound.” TRD Off-Road and Off-Road Premium Grades get you even more capability with a 270 horsepower V6 and a hefty 5,000-lb. towing capacity. That’s more than enough for a trailer and your fave weekend track toy.
The 2019 Toyota 4Runner is still a truck, with a body-on-frame construction. So yeah, it will twist and flex, but in all the right ways for off-roading.
Buyers get their choice of 2WD, part-time 4WD with a two-speed transfer case, or, in the Limited models, a full-time multi-mode 4WD with a two-speed transfer case and a locking center diff. All of the 4×4 models offer 9.6 inches of ground clearance. Sweet!
2019 Toyota 4Runner Nightshade Special Edition. Photo: Toyota Motor Sales, U.S.A., Inc.
It will twist and flex, but in all the right ways for off-roading.Click To TweetBadges & Markings
All 4Runners come with projector beam headlights and LED rear combination lamps. SR5 and TRD models have 17-inch alloy wheels in three designs: six-spoke, seven-spoke or matte black. The TRD Off-Road and TRD Off-Road Premium are separated from the pack by color-keyed bumpers and overfenders, hood scoops, and silver-painted front and rear bumper accents. “TRD Off-Road” badges adorn the C-pillars.
The top-kick Limited is the only 4Runner you can get with a chrome-plated grille insert and exterior trim. And, more importantly for some, 20-inch machine-finished wheels and boss P245/60R20 tires.
The 20-inch wheels are black, natch. Photo: Toyota Motor Sales, U.S.A., Inc.
Back Is The New Black
Now, this whole Nightshade Special Edition deal. Sigh, here we go. “Black is the name of the game for the new Nightshade Special Edition,” says Toyota, taking themselves far too seriously. The Nightshade Special Edition is based on the Limited grade, but offers black accents all throughout the vehicle. The front and rear bumpers, outer mirrors, door handles, window moldings, rockers panels, roof rails – even the exhaust tip.
On the inside, there’s black trim on the steering wheel, center cluster and console panels, shift knob and shifter panel, and inner door grips. However, for some reason, the Nightshade comes in more than black: Magnetic Gray Metallic and Blizzard Pearl, for example. Kinda defeats the whole “black is the name of the game” thing, don’tcha think?
2019 Toyota 4Runner interior layout. Photo: Toyota Motor Sales, U.S.A., Inc.
Traction Jackson!
All of the 4WD 4Runners are powered by a 270 horsepower 4.0-liter V6 with 278 lb-ft. of torque. Toyota’s VVT-i variable valve timing deal is on-board too. A five-speed ECT-i automatic transmission with sequential shift mode is there for gear selection. There are a bunch of chassis goodies that actually seem useful too. For example, Hill-Start Assist Control for steep inclines, and Downhill Assist Control for the exact opposite.
TRD Off-Road, Off-Road Premium, and TRD Pro models add an electronic-locking rear differential and Toyota’s Crawl Control. Think of it as a factory rock crawler setting, and you’ll get the point. CRAWL (as Toyota calls it) adjusts engine speed and braking so the 4Runner keeps moving forward or backward in one of five driver-selectable low-speed settings. Trick!
Ultimately, CRAWL allows the driver to focus on steering without having to modulate the throttle or brake pedal. Toyota calls this “The Added Attraction of Added Traction” which I am totally stealing.
The 2019 Toyota 4Runner Nightshade Edition is easily recognizable by its distinctive front end. Photo: Toyota Motor Sales, U.S.A., Inc.
Toyota calls this The Added Attraction of Added Traction, which I am totally stealing.Click To TweetSuspension Tech
Suspension-wise the 4Runner TRD Off-Road models have a Kinetic Dynamic Suspension System available for extended wheel travel at slow speeds. The TRD Pro kicks it up a notch, with 2.5-inch Fox Internal Bypass Shocks with precise compression damping in both high-speed and low-speed situations.
The front Foxes are paired with TRD-tuned coil springs and an additional inch of lift; the rear 2.5-inch Fox shocks have remote reservoirs.
Toyota also points to the “Cross Linked Relative Absorber System” or X-REAS suspension. This system automatically adjusts the damping force of the shocks when driving on rough roads or through corners. A center control absorber cross-links the shock absorbers on opposite corners of the vehicle, reducing pitch and yaw by offsetting opposing inputs.

Does it pass muster? Our full review of the 2018 Toyota 4Runner.

Considering a pre-owned model? Our full review of the 2017 4Runner.

Pricing
According to Kelly Blue Book, the 2019 Toyota 4Runner Limited starts at $43,225 with the Nightshade theme starting at $44,965. Destination charge is $1,045.
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: Toyota Motor Sales, U.S.A., Inc.

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Letter From The UK: Are We Ready For Autonomous Cars?

Letter From The UK: Are We Ready For Autonomous Cars?

As a motoring writer of long-standing and an old-school petrol-head through to my bones, I have to admit to being ambivalent about autonomous cars. What can you expect from a guy who still has AC/DC compact discs in the car? I’ve tried, really I have; I have listened to knowledgeable people and nodded sagely as they described the technology, but sorry, I can’t really get interested if I’m totally honest.
I don’t want to relinquish control.
I’m also getting tired of the vanilla cars being produced today for the mainstream market generally. They are mechanically sound certainly but where’s the flair; where’s the daring design? I’m not expecting something out of Isaac Asimov, just something that’s . . . fresh. Once upon a time, you could tell a car simply by silhouette. Bet you can’t now.
Land of Confusion
I’ve thought about this and yes, I have concluded it’s probably an age related thing. The simple fact is that older people are more resistant to change. A recent survey by Continental Tyres in the UK produced the same result as the one I mentioned in a previous letter a couple of weeks ago. We still have a bit of a “boy racer” (grown men loving The Fast and the Furious cars) culture here in the UK, but young people generally are not really engaged with driving. They prefer others to do it for them, hence Uber and the like. It costs a lot to learn and, although cheap first-timer cars are plentiful, insurance costs are through the roof.
They see the traffic jams and general traffic chaos, plus the running costs and just can’t be bothered.
Rural Challenges
This is especially true of urban dwellers. Now that all our public transport is in private hands, profit is always the only motive. Thus many towns and cities have brilliant internal transport hubs. Even the town I live, in the beautiful county of Wiltshire, the “around town” bus service is excellent.
Our UK main-line train service is very good too, but very expensive at peak times. Small branch lines have been shut down so for rural dwellers it is a different picture. If transport routes lose money, the companies don’t want to know. As a consequence, virtually everyone needs a vehicle in the countryside and this is another area likely to be problematic for autonomous cars. Our rural routes are often nothing more than country lanes with no road markings, blind bends and summits, and a very good chance of rounding a corner and locking headlights with an agricultural machine.
Human drivers are used to this; how will autonomy cope?
Autonomous cars in rural areas will face different challenges than those in urban settings.

Generational Gaps
Older drivers, in my view, see the current technological advances – autonomous emergency braking, hands-free cruise control, matrix LED headlights, surround reversing cameras, and the like as generally good things. They accept them as being available now. What they don’t like is letting go. It’s the loss of something they have always had – control over their destiny. That’s the perception that has to change. They see it like being on an aircraft with a drunken pilot.
They don’t know what is going to happen and there’s nothing they can do if it does. Autonomous cars should have the fail-safe for drivers to take over the autopilot at a moment’s notice.
Rooftop Shouting
Standards of driving are so bad here in Britain that a mix of autonomous and driver-controlled cars WILL lead to disaster. Right now, in my view, autonomy cannot possibly calculate the variables of stupid people unless it runs in special traffic lanes, which makes sense, but that won’t happen here on our antiquated road system. It seems to me that the approach being taken by the industry AND government is what’s at fault here. A positive message is fine but the enthusiasm for something not yet tried and tested, in the layman’s view, is too overwhelming. Proponents are far too pushy and prone to over-egging the pudding.
The answer, in my opinion, is for there to be a “softly, softly” approach. Stop shouting it from the rooftops. Move the technology forward slowly, taking time to introduce it into the cars we are encouraged to buy; EVs, hybrids, and the like. Get people used to the idea, like encouraging children to eat their vegetables. It takes time. There is nothing that upsets us more than people flagrantly waving things in our faces. Slow down the flood of information. Tell us when the feast is ready, not when it’s cooking.
General Motors became the first automaker to assemble driverless test vehicles in a mass-production facility when a fleet of self-driving Chevrolet Bolt EV test vehicles began coming down the line at Orion Township Assembly in January. Photo: General Motors.
Autonomy Levels
There are, we are told, six levels of autonomy:
Level Zero: No Automation:
In other words, the driver drives. As it has always been: acceleration, braking, and steering are all controlled by a real human at all times, even if they’re assisted by warning sounds or safety intervention systems. If your car has automated emergency braking, for example, it can still be viewed as Level Zero.
Level One: Driver Assistance:
Hands on the wheel. In certain driving modes, the car can either take control of the steering wheel or the pedals. The best examples of Level 1 automation are adaptive cruise control and park assist. The computer is never in control of both steering and acceleration or braking.
Level Two: Partial Automation:
Now it begins: Hands off the wheel if you dare but keep your eyes on the road. A Level 2 vehicle has certain modes in which the car can take over both the pedals and the steering wheel, but only under certain conditions, and the driver must maintain ultimate control over the vehicle. Tesla’s Autopilot is an example of this.
Level Three: Conditional Automation:
You can take your hands off the wheel and eyes off the road – sometimes. This is going to take some getting used to. In a Level 3 vehicle, the car has certain modes that will fully take over the driving responsibilities, under certain conditions, but a driver is expected to retake control when the system asks for it. The car can decide when to change lanes, and how to respond to dynamic incidents on the road, but uses the human driver as the fallback system. This is where it starts to get a bit tricky, where insurance liability is concerned, for example.
The 2018 Cadillac CT6 features Super Cruise which utilizes a driver attention system and LiDAR map data. These systems are added to the network of cameras and radar sensors already in the CT6. Photo: Cadillac.

Level Four: High Automation:
Hands off, eyes off, mind off – sometimes. A Level 4 vehicle can be driven by a human, but it doesn’t ever need to be. It can drive itself under the right circumstances, and if it encounters something it can’t handle, it can ask for human assistance, but will park itself and put its passengers in no danger if human help isn’t forthcoming. Essentially, this is the first stage of a truly driverless motor. “For goodness sake Pops! Let go of the wheel!”
Level Five: Full Automation:
Do we even need a steering wheel? The interior might just as well be your parlour because the vehicle neither needs nor wants your help, thank you very much. It means full-time automation of all driving tasks on any road, under any conditions, whether there’s a human on board or not. The question is, “are we ready for this?”
Put simply like that we can see a natural progression, but enthusiasts for the technology won’t shut up about it. This in turn stirs up dormant politicians with the inevitable consequences. The technology is nowhere near ready yet and right now the onus is on the industry to prove it when it is, IF they want to convince the car buying public.
Leave It To The Young
As with any technological advances, it is young people who will pick up the challenge simply because they know nothing else. My seven-year-old granddaughter can work her way around an iPad as if born to it. They are not the problem. It’s the silver surfers; they won’t let go of their motoring past. The solution, of course, is to just wait the old ones out. That way, over the next 30 years, the herd of anti-autonomy aged will be thinned out by process of natural erosion. Then the world can be as autonomous as they like, but I’ll bet they won’t have so much fun.
Geoff Maxted is a motoring writer, photographer, and author of our Letter From The UK series. Follow his work on Twitter: @DriveWrite

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Ford Motor Company, Mahindra Announce Strategic Partnership

Ford Motor Company, Mahindra Announce Strategic Partnership

Ford Motor Company and Mahindra Group are in the opening stages of a possible long-term strategic alliance. Both companies would benefit from each other’s experience and expertise, in particular Ford’s global reach and Mahindra’s operational model in India.
“The agreement between the two companies will allow each to leverage their mutual strengths during a period of unprecedented transformation in the global automotive industry,” reads a joint statement from Ford and Mahindra.
MultiFaceted Approach
The collaboration will run for three years and examine a multitude of opportunities for both companies, including mobility programs, connected vehicle initiatives, and electrification strategies. The partnership will also explore sourcing and commercial efficiencies, plus product development in general. Ford hopes to gain traction in India, an emerging automotive market.
“Ford is committed to India and this alliance can help us deliver the best vehicles and services to customers while profitably growing in the world’s fifth largest vehicle market,” said Jim Farley, Ford Executive Vice President and President of Global Markets.
Farley unscored the importance of the collaboration and believes working with Mahindra will help Ford capitalize on the forthcoming changes in the automotive industry.
“Our two companies have a long history of cooperation and mutual respect,” he said. “The enormous growth potential in the utility market and the growing importance of mobility and affordable battery electric vehicles are all aligned with our strategic priorities.”
Growing Base
Ford entered India in 1995 and remains as one of the country’s largest exporters. Ford manufactures and exports vehicles and engines from facilities in Chennai, Tamil Nadu and Sanand, Gujarat. India is also the second-largest Ford employee base globally, with more than 14,000 working across the Ford India or Global Business Services operations in New Delhi, Chennai, and Coimbatore.
As Ford is looking to expand in India, Mahindra wants additional traction outside the country. Mahindra has topped the utility vehicles segment in India for the last 70 years, and continues as a leader in clean, affordable transportation. Currently, Mahindra is the only manufacturer with a full line of electric vehicles in India, but the company believes such a portfolio is necessary today.
“The changes facing the automotive industry globally are triggered by the accelerated rise of new technologies, sustainability policies, and new models of urban shared mobility,” said Dr. Pawan Goenka, Managing Director, Mahindra and Mahindra Ltd.
Ford EcoSport, Goa, India. Photo: Ford Motor Company.
New Trends
Mahindra has already extended their global footprint as majority owners in Ssangyong Motor Company in Korea. To meet the needs of future automotive customers, Mahindra has invested in ride sharing platforms in the United States and the development of GenZe, the world’s first electric connected scooter.
“Given these changes we see the need to anticipate new market trends, explore alternatives, and look for ways to collaborate even as we compete and build powerful synergies that will allow rapid exploitation of the exciting new opportunities,” Dr. Goenka added.
At the end of the initial three year collaboration, Ford and Mahinda will then determine if the partnership is to continue.
Carl Anthony is Managing Editor of Automoblog and resides in Detroit, Michigan.
Photos & Source: Ford Motor Company, Mahindra.

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2020 Lincoln Navigator Price and Release Date

Many rumors which deal about the latest news from 2020 Lincoln Navigator. You need to remember that this is all a rumor. The latest model of the Lincoln Navigator will be released in mid-2019. Lincoln entered in luxury car manufacturers so the selling price of the car is high as for Range Rover Evoque can exceed his selling points of this car. the plug-in hybrid will be available on this model. release date and price for the Lincoln Navigator will be our main discussion in this article.

2020 Lincoln Navigator Price

2020 Lincoln Navigator Interior and Exterior

When it comes to 2020 Lincoln Navigator exterior, there’s no spot for surprises. The luxury SUV include a comprehensive styling final year, heavily based mostly about the 2016 idea edition. Compared to the former generation, it’s very easy to recognize considerable improvement regarding styling. In addition to new aesthetics, this redesign has brought an entirely new platform. Once yet again, it can be a derivate of your far more famous P platform. Badged as a T3 platform, this architecture is in use for your new Ford Expedition also. Both versions are characterized by superior capacities, especially in relation to towing. When effectively outfitted, the 2020 Lincoln Navigator is going to be ready to tow up to 8.700 lbs.

The interior design and general luxury had been normally the strongest points of this SUV. The 2020 Lincoln Navigator will carry on inside the exact same way for confident. The first thing you will discover is hi-quality resources. The dashboard seems incredibly desirable, filled with horizontal lines. Additionally, it includes a bunch of tech features. A lot of the highlights are 10-inch touchscreen, 14-speaker audio process, three-zone automated climate manage, satellite radio and so on. Points like 20-speaker audio program, wireless charging, and panoramic sunroof can also be accessible. This sounds somewhat far better compared to the versions biggest rival Cadillac Escalade. Still, you must consider that GM’s flagship SUV is about an entirely redesigned upcoming year. With the time 2020 Lincoln Navigator arrives, the Escalade might be very fresh.

Engine Performance

The approaching 2020 Lincoln Navigator includes a single drivetrain option. A 3.5-liter twin-turbocharged EcoBoost will be the only option. This V6 unit brings a lot of electrical power and efficiency. It generates 450 horsepower and 500 lb-ft of torque. This output is incredible and more than the Expedition model. The sole transmission option is really a 10-speed automated. Though even now far through the sports-car quickness, this car even now demonstrates exceptional acceleration.

Release Date and Price

Rumors are circulating about the price and the release date of 2020 Lincoln Navigator many circulating on the internet. We strongly believe that this car will be released in mid-2019. For the price of more than $. 72,500 for the highest trim level car trim as it includes Premiere, Select, Reserve, Black Label. competition for Lincoln Navigator will get many challenges ranging from the Infiniti QX80, Range Rover Evoque, the Cadillac Escaladee.

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Letter From The UK: When Speed Isn’t Everything

Letter From The UK: When Speed Isn’t Everything With so much to do in a given day, we often drive with purpose instead of for pleasure.
Maybe it’s time to take a road trip? A slow drive with someone special to just enjoy the scenery?
Geoff Maxted packs up a modest Ford Galaxy with his wife for a journey into the UK’s rich history.
Great Britain is a country of contrasts. From blue remembered hills to golden shores; the dangerous, rocky coasts to rugged open moorland, there is so much to explore on a relatively small island and, crucially, almost all of it is accessible by road. From Lands End in the South to Cape Wrath at the Northernmost point, the car is an essential tool for getting about.
This begs the question:
Which Car?
You see, for most of my time I am yearning tragically for high-performance experiences I will probably never have. Recently I have written about the new Porsche Speedster and the Aston Martin Valkyrie, for example. Both hugely desirable, neither are at all suitable for exploration along the broken minor roads and tracks of the UK. Furthermore, at the opposite end of the scale, a full-blown four-wheel drive mud-munching behemoth is also totally pointless.
A good all-rounder, that’s the answer.
The Journey
On this trip via the north coast of the Counties of Somerset and Devonshire and taking in the low, bucolic Quantock Hills, our ultimate destination was Exmoor National Park. It was the two of us for just a few days but to make allowances for the amount of luggage my beloved Lady requires (“You can never have too many accessories”) the chosen vehicle was Ford’s capacious Galaxy.
In this country, cars of this type are known as MPV’s (multi-purpose vehicles) and very useful they are. Ideal for moving small items of furniture as much as families, vehicles like the Galaxy make the ideal touring machine. Not quick but full of purpose, the Ford did all we required of it without pausing for breath.
Photo: DriveWrite Automotive.
It was the two of us for just a few days but to make allowances for the amount of luggage my beloved Lady requires, the chosen vehicle was @Ford’s capacious Galaxy.Click To TweetThe Car
Our Galaxy came with a 2.0L diesel engine; just the right powerplant for this trip. Thrifty, yet producing 148bhp, this engine took everything in its stride thanks to a chunky 350Nm of torque.
To be honest, this car is getting a bit long in the tooth now and must soon be in line for replacement. The slow demise has already started as some catalogued colours, including the splendid “Deep Impact” blue you see before you, have been de-listed.
In typical Ford style, the dashboard was adequate with all the usual technology, but doesn’t come near the luxury of, say, an Audi. This is however reflected in the price of £30,000, which in this country makes this motor a real bargain. With seven seats available (at the expense of trunk space) this people carrier is both comfortable and reliable.
We recorded over 50 miles for the precious gallon in mixed driving. Yet, when the occasion demanded, the car was entirely up for a bit of spirited overtaking. You can take the man out of the performance car but you cannot take the performance car out of the man. You can quote me on that.
Photo: DriveWrite Automotive.
You can take the man out of the performance car but you cannot take the performance car out of the man.Click To TweetThe Terrain
Approaching our first destination, the small coastal village of Lynmouth, involved first tackling Porlock Hill. From the East side the hill starts with a sharp u-bend at an inclination of 25 percent, requiring diligent use of low gears. The road up the hill sometimes narrows dangerously to one car’s width while passing through tiny hamlets. It varies from really steep to OMG!
Historically, that is to say in the last century, it was often the case that passengers had to alight and assist the engine with a hefty push. This is why a strong diesel with a decent amount of torque was called into action. Even today, our tiny modern blown engines could struggle, especially in the hands of a novice.
Okay, it’s not like driving up the side of some mighty eminence but it’s enough.
It is worth it too. The views of the coast and of the expanse of Exmoor are superb from the top of Porlock Hill. Or rather they would be if it wasn’t for persistent low-rolling clouds obscuring the view. At some points, it becomes so dense that you can’t see the dozy sheep wandering about in the road until the last second.
Photo: DriveWrite Automotive.
The Funicular
Finally though, the sun broke through as we descended down into the steep gorge where, at the confluence of the East Lyn and West Lyn rivers, we arrived at Lynmouth. This charming little coastal village twins with the village of Lynton way up on the other side of the gorge.
You can walk or drive up but the true tourist takes the Funicular railway, the highest and the steepest totally water-powered railway in the world. Going strong since 1890, it’s the easiest way up but the faint-hearted should not look down.
The Village On Exmoor
The main purpose of our trip was to visit the small Church in the village of Oare, deep in the heart of the Doone Valley and the setting for R.D. Blackmore’s famous novel Lorna Doone. Born in Oxfordshire, Blackmore’s origins were from a local family. He later returned to the area to research the novel, writing it in 1867. The real-life Doune (original spelling) brothers were a band of brigands who terrorised travellers on this remote part of Exmoor.
Blackmore’s grandfather was Rector of Oare church, which in the novel is used as the setting for the marriage between Lorna Doone and John Ridd, the hero of the story.
Sadly, I am unable to offer images as, again, the mists descended. We viewed the area as if through a thick veil. Look it up; this area is very beautiful. On top of the moors, however, the views were spectacular. I only managed to bog the Galaxy down once, forcing me to risk a steep downhill reverse to a sheep track via which we finally escaped.
Maybe a 4×4 would have been useful after all?

I only managed to bog the Galaxy down once, forcing me to risk a steep downhill reverse to a sheep track via which we finally escaped.Click To TweetSunday Driving
The fact is we can’t go fast all the time. Sometimes driving for purpose should be replaced by driving for leisure, especially with someone special by our side. Speed isn’t everything. The Ford Galaxy took us where we, and all of our luggage, wanted to go.
Slowing down means that even from the driving seat we can see more of our world. Sometimes it really is okay to stop and stare.
Geoff Maxted is a motoring writer, photographer, and author of our Letter From The UK series. Follow his work on Twitter: @DriveWrite

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Telematics And The Auto Experience

Telematics And The Auto Experience

Based on past driving records, “safe driver” discounts offered by auto insurance companies have delivered welcome benefits for both drivers and insurers. Now insurers are taking things a step further, tapping into real-time driving data to optimize rates and discounts. Known as “telematics,” this transmission of vehicle data can give auto insurance companies a more accurate read on what kind of drivers their customers really are – and the potential costs to cover them.
Mixed Emotions
While insurance companies have much to gain from leveraging real-time automotive telematics, the majority of consumers aren’t eager to cooperate. In a recent Deloitte report, 74 percent of survey respondents said they would be somewhat reluctant or outright refuse to allow their driving behavior to be monitored. 31 percent of individuals said they would be open to sharing data with the caveat that they received a discount greater than 20 percent – a tall order for insurance companies looking to use driver data.
This consumer hesitancy, along with associated regulation, is hindering insurers from taking full advantage of the data provided by telematics. Instead, insurers are developing “opt-in” programs to capitalize on willing participants and further explore how this data can influence their current business models.

Promising Avenues
Additionally, insurance isn’t the only sector of auto services that stands to benefit from telematics. Providers of service contracts and roadside assistance plans can also employ these data insights to optimize customer experiences; using GPS to target and locate a vehicles, or tracking vehicle use and driving distance to optimize protection levels, are just a few examples. These kinds of data applications aren’t commonplace yet, but with around 70 percent of auto insurers expecting to use telematics by 2020, they will be soon.
Why the optimism? Well, as we look to the future of telematics and the auto industry, Millennial drivers are projected to open up new opportunities for insurers and service providers. Over 60 percent of drivers in their 20s, according to the Deloitte report, are willing to share data with the auto insurance industry in some form – and Gen Z’s comfort with data sharing should lead to an even larger audience for real-time, data-dependent offerings in the future. “Opt-in” programs are just the start of what’s sure to be a fascinating area to watch.
Scott McLaren is the Chief Marketing Officer of Fortegra with a background in business and communications. He once flew the Saturn VUE Lightship and awarded a Saturn Sky to Travis Pastrana for the first double back flip in the history of the X Games.

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