Automotive

Aston Martin Valkyrie Engine: Your Greatest Dream Or Worst Nightmare

Aston Martin Valkyrie Engine: Your Greatest Dream Or Worst Nightmare The new Aston Martin Valkyrie engine is a work of scientific art.
The redline is through the roof and the horsepower ratings are off the charts.
Developed in conjunction with Cosworth using proven F1 materials and methods.
Look, I don’t know what kind of drugs the engine department at Aston Martin is on, but I think they’re close to overdosing in the most positive way possible. Here we have the new V12 for the upcoming, Adrian Newey-designed Aston Martin Valkyrie hypercar, and it’s just mind-boggling.
The specs are stratospheric as is the redline.
And it sounds like Eddie Van Halen playing around with a chainsaw.
Fully-Stressed & Completely Insane
We still don’t know much about the chassis or aero specs for the Valkyrie, but you could probably put this plant in an AMC Pacer and wax a Porsche 911. Well, you’d have to stuff it into the “trunk,” since this Valkyrie V12 engine (mid-engine by the way) is a “fully stressed” member of the chassis. This has been standard racing practice since the first Cosworth DFV, but rarely has it been seen in a road-going car. The only one that springs to mind is the V12 Ferrari put into the F50.
Like the F50, the Valkyrie will have its V12 bolted directly to the carbon fiber tub. This makes perfect sense from a packaging and performance standpoint. From an everyday usability standpoint, it’s kinda iffy. All the vibrations, buzzes, shudders, and such are transmitted directly to the part of the car you’re sitting on and, therefore, right into your spine.
For a lot of people, this was seen as a huge flaw. For people like me (and I’m guessing people like Adrian Newey and the nut-jobs that made the F50) this is an added bonus. But I’ll keep any further discussions on this between me and my team of therapists.
The Aston Martin Valkyrie engine is “fully stressed,” meaning if removed, nothing connects the front wheels to the back. Aston Martin says keeping the engine’s weight down was a challenge. Photo: Aston Martin The Americas.
If Looks Could Kill
Anyway, that’s why this V12 looks rather strange. The cam covers, for example, have these odd buttresses and such, because that’s how the front of the engine bolts to the tub. The rear also has lots of odd features, but here we have an incomplete story. This is where the Valkyrie’s mill connects to the hybrid drive system/transaxle.
Yes, it’s a hybrid.
Yes, we can makes some jokes here about Toyota’s Prius.
Even though the engine is a fully-stressed chassis member, that means adding more weight to support the loads. The whole thing weighs just 206kg, or around 420 lbs. Kinda heavy, but not all that bad. It’s a narrow angle engine too, with a 65 degree angle between the banks. Since Newey is supremely aero-oriented, that leaves a designer with much more room under the car and around the engine so the ground effects tunnels can be that much larger.
The @astonmartin Valkyrie Engine sounds like Eddie Van Halen playing a chainsaw.Click To TweetAston Martin Valkyrie engine. Photo: Aston Martin The Americas.
Power Figures: Off The Charts
Even though the thing is naturally-aspirated, the 6.5-liter V12 still cranks out a spectacular 1,000 bhp according to Aston Martin. That’s a very high and specific output: 153.8 bhp-per-liter. Also 6.5-liters is a pretty big displacement, which means its redline of 11,100 rpm is very notable. The pistons on a 6.5-liter plant are the size of your fist, so getting them moving in one direction, stopping them, then having them move in the opposite direction at high engine speeds is not easy.
Peak torque is just as inspiring with 546 lb-ft. being the mark you’re going to be concerned with. And keep in mind, these are the horsepower and torque specs for the engine by itself. The engine is just part of the entire powertrain. Added to that will be the power and torque (lots and lots of tasty, tasty torque) of the electric motors and quick-discharge batteries from the hybrid package.
Put another way, these horsepower and torque ratings are just the start for the Valkyrie.
I don't know what kind of drugs the engine department at @astonmartin is on, but I think they're close to overdosing in the most positive way possible. Click To TweetPhoto: Aston Martin The Americas.
Alexa? Find Me More Steel!
As I mentioned, this was not done all in-house at Gaydon. Cosworth had their say, adding in things like titanium conrods and F1-spec pistons hogged out from solid billet stock. The crankshaft is another fine example of Cosworth’s wizardry. It starts out as a big chunk of solid steel bar stock, then it’s roughed out, then heat treated, finish machined, heat treated again, gear ground, final ground, then superfinished.
Over the course of this process, 80 percent of the original bar stock is reduced to little metal shavings on the shop floor.
And like I said, this is just the engine part of the Valkyrie. Odin only knows what the rest of this beast will be like, but I bet it’ll be a killer.
“To anyone with a drop of petrol in their blood, a high-revving naturally aspirated V12 is the absolute pinnacle,” said Dr. Andy Palmer, Aston Martin Lagonda President and Group Chief Executive Officer. “Nothing sounds better or encapsulates the emotion and excitement of the internal combustion engine more completely.”
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. Follow his work on Twitter: @TonyBorroz.
Aston Martin Valkyrie Engine Gallery

Photos & Source: Aston Martin The Americas.

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2020 Toyota Corolla Sedan: Still A Corolla, But Better

2020 Toyota Corolla Sedan: Still A Corolla, But Better The 2020 Toyota Corolla sedan represents the 12th-generation of Toyota’s small car namesake.
Overall performance and efficiency increases with Toyota’s optional Dynamic Force engine.
Since its introduction in 1966, over 46 million Toyota Corollas have been sold globally.
The Toyota Corolla is the Coca-Cola of the automotive industry; it is easily recognizable around the globe. The Corolla was able to achieve all this not by being fast or sporty, but by being practical, solidly reliable, and relatively cheap to maintain.
Hot on the heels of the Corolla hatchback is the new 2020 Toyota Corolla sedan. Needless to say, if the Corolla hatchback is a bit too youthful and exuberant for your refined taste, your ride has arrived in the form of the 2020 Toyota Corolla sedan.
Is It True? The Corolla Is Finally Sportier?
The Corolla is a solid and dependable vehicle. It always was and always will be. But chief among my biggest complaints is the sanitized driving experience. Yes, Corollas have learned to be more refined over the years, but Toyota did little to address the tepid driving experience.
Until now.
The 2020 Toyota Corolla sedan is based on the same TNGA (Toyota New Global Architecture) platform as the hatchback. This means the new sedan is wider and sits lower to the ground. But if you still think the new car looks eerily similar to the outgoing model, that’s because the new sedan is riding on the same 106.3-inch wheelbase.
Toyota shaved off the hood height by 1.3 inches and lowered the overall body height by 0.8 inches. This also means the new engine sits lower to reduce the center of gravity by 0.39 inches. The new Corolla sedan also benefits from a wider front and rear track, which explains the wider overall stance.
In order to make the 2020 Corolla sedan more engaging and nimble, Toyota shortened the front overhang by 1.3 inches while extending the rear overhang by more than half an inch. All of these changes are necessary to give the 2020 Corolla sedan a sportier and more engaging driving experience. Think of it as a new Corolla hatchback with more room (and a trunk) and you won’t be far off.
2020 Toyota Corolla. Photo: Toyota Motor Sales, U.S.A., Inc.
Feel The Rush: Dynamic Force Engines
I must admit, “Dynamic Force” is a weird name for an engine. But with D4-S fuel injection (combining direct and secondary port injectors), electronically-controlled VVT-iE (intelligent variable-valve timing), and a 13:1 compression ratio, Toyota’s new 2.0-liter motor churns out 169 horsepower and 151 lb-ft. of torque.
However, this engine (known in Toyota-speak as “Dynamic Force M20A-FKS”) is only available in the XSE and SE trim.
The base L, LE, and mid-level XLE is powered by the familiar 1.8-liter 2ZR-FAE four-cylinder, with 132 horsepower and 128 lb-ft. of torque. In truth, the smaller displacement motor is enough for conventional urban driving. But it’s hard to resist the allure of the bigger Dynamic Force engine, right?
Related: An in-depth look at the 2019 Toyota Corolla Hatchback.
Transmission Tech: Two Options, One Additional Gear
Both are connected to a 10-speed continuously-variable transmission with a sport mode. Unlike older CVT units, this one is equipped with a physical first gear. You know what this means right? Having a physical gear improves acceleration and response. From this alone, Toyota is serious about injecting some much-needed athleticism into the new 2020 Corolla sedan.
Also worth mentioning is the optional six-speed iMT or intelligent manual transmission as Toyota calls it. The new transmission features an automatic rev-matching downshift control feature that allows you to manually shift gears like pro.
The 2020 Toyota Corolla features a two-discharge port oil pump and a variable cooling system with an electric water pump. According to Toyota, this maximizes engine performance and efficiency. Photo: Toyota Motor Sales, U.S.A., Inc.
New Legs For A New Ride
Lower, wider, and sportier platform? Check. New 2.0-liter Dynamic Force motor? Check. New CVT with a physical first gear? Check. In order to further improve handling and stability, the 2020 Toyota Corolla sedan is also fitted with (rejoice!) a new multi-link independent rear suspension.
The old torsion beam rear suspension is getting a bit long in the tooth. It may provide better comfort (albeit floaty at times), but it doesn’t respond well to abrupt changes in speed and direction. Toyota addressed this by installing multi-links in the rear for sharper handling without ruining the ride quality. Bravo, Toyota!
@Toyota did little to address the tepid driving experience of the Corolla. Until now.Click To TweetSportier & More Aggressive Fascia
I’m not a fan of the Hoover-inspired front air dam on the new 2020 Corolla sedan, but it does give the car a more menacing vibe. The Toyota badge is now affixed in the lower hood opening to differentiate it from the hatchback. Higher trim models also receive a body-color chin spoiler and aero stabilizing fins to further emphasize the gawking front end.
Also new are J-shaped Bi-beam LED headlamps that wrap deeply into the front fenders. The SE and XSE trim receive triple J-shaped LED clearance lamps and LED turn signals as well. The rear features narrow combination taillights and a diffuser.
Combined with newly-sculpted fender tops, more powerful fender flares, and the available 18-inch alloy wheels, the 2020 Toyota Corolla sedan definitely looks more purposeful than the outgoing model.
2020 Toyota Corolla Sedan interior layout. Photo: Toyota Motor Sales, U.S.A., Inc.
Better Ergonomics & Interior Comfort
The 2020 Toyota Corolla sedan’s dashboard layout looks familiar. If you think it resembles the larger and more luxurious Toyota Avalon, you’re right. The base L trim gets a seven-inch touchscreen while higher trims receive a bigger eight-inch center touchscreen with the Entune 3.0 multimedia system.
It also comes standard with a 4.2-inch TFT multi-information display in the instrument console. Optional is a seven-inch display that sits between the speedometer and tachometer. If you tick the box for the larger display, you can choose between a traditional analog or modern digital display.
Toyota is also emphasizing how quiet the new Corolla is, since it now contains a one-piece floor silencer pad and additional sound deadening material in the dash and powertrain. The result is a Corolla with luxury car levels of comfort and refinement.
Related: A different sort of compact car. Our full review of the 2018 Corolla XSE.
Toyota Safety Sense Comes Standard
The 2020 Toyota Corolla sedan will come with Toyota Safety Sense 2.0 as standard. This includes lane departure alert with steer assist, a pre-collision radar system, radar cruise control, automatic high beams, and road sign assist. CVT models also get a lane tracing assist system that helps keep the car in the center of the lane at all times.
Pricing & Availability
The 2020 Toyota Corolla sedan will arrive at dealerships this coming spring. Toyota has not announced pricing as of this writing.
Alvin Reyes is the Associate Editor of Automoblog. He studied civil aviation, aeronautics, and accountancy in his younger years and is still very much smitten to his former Lancer GSR and Galant SS. He also likes fried chicken, music, and herbal medicine.
2020 Toyota Corolla Gallery

Photos & Source: Toyota Motor Sales, U.S.A., Inc.

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2020 Porsche 911: An Engineering Marvel Considering . . .

2020 Porsche 911: An Engineering Marvel Considering . . . The 2020 Porsche 911 represents the 8th generation of the automaker’s iconic nameplate.
It’s wider and more aggressive looking with a new version of Porsche’s flat-six engine.
Expect a multitude of driver assist systems when the new 911 hits the market next year.
The 2020 Porsche 911 just rolled out at the L.A. auto show, and it further cements, and further dilutes what the quintessential Porsche is. It’s bigger, heavier, more complex; it cranks out more power and gives you more performance. That Porsche can keep doing this, despite ever rising levels of weight and complexity, is an engineering miracle.
However, that they have to do it this way is a disaster.
Simple & Effective
The 911 started out as a brilliant response to a simple question: “How can we make the 356 better?” The 356, for all its fun and capability was, at it’s heart, a hot-rodded VW Beetle in better clothing. The first 911, for all its flaws (they had to weld pig iron to the front bumpers, the chassis tuning was so far off) answered that question in so comprehensive a manner that the 911 “worked” for decades.
Then, right about 1998, Porsche realized you can only push air and oil cooling so far, and the 911 changed. Then changed some more. And it changed even more from there.
Related: Enthusiasts will appreciate this book, which chronicles the history of Porsche.
Which leads us to this, the 2020 Porsche 911; bigger, longer, wider, heavier, bloated and, thanks to the dedicated application of Engineering, the “best” 911 ever. The 2020 911 is loaded with everything the modern “sports” car shopper demands (and Porsche shamelessly kowtows to). And yet, it still delivers sparkling performance.
What do we get for 2020 (besides that smug satisfaction)? Lots of everything!
2020 Porsche 911. Photo: Porsche Cars North America, Inc.
Styling & Design: Some History, Some Necessity
The new body design is bigger all around, with wider fenders over staggered wheels (20-inch at the front and 21-inch at the back). The flared fenders of the sportier 911s are now seen on all models. New LED headlights flow into the fenders and aim for that round shape of the original 911. The door handles are now flush and the outside mirrors are meant to reduce wind noise.
The rear has that same “light bar” as found across the Porsche range.
Of course, there’s a big honking spoiler that’s appreciably wider with variable positions. Best of all, apart from the front and rear fasciae, the entire outer skin of the car is now made of aluminum. A nice, classic touch but also an engineering necessity because 911s are getting fat.
Related: The 2019 Porsche 911 GT3 RS sounds like something NASA would build.
Interior Treatments: The Wild West
The interior has undergone a thorough redesign, but still manages to be an ergonomic nightmare. I can only chalk this up to “tradition” and the fact that Porsche people actually like when button placement and such comes across as a total afterthought. The tach is still front and center (thank you) but now we have the Porsche Communication Management (PCM) system front and center in the middle console.
The seats are a complete redesign, with significantly improved lateral support at the shoulder.
However, Porsche really trumpets the new assistance systems, said to increase safety and comfort.
2020 Porsche 911 interior layout. Photo: Porsche Cars North America, Inc.
Assistance Systems: Tech Nannies & Babysitters
Those of us that are cynical enough to say it will mention that, yeah, you’re going to need all the “assistance systems” you can find to overcome the physics of having all that weight waaaay back there. Porsche now how the “Wet Mode” as standard equipment for the 2020 Porsche 911. Wet Mode detects water on the road, preconditions the stability control and anti-lock brake systems accordingly, and warns the driver.
You can call up vehicle settings particularly suited for wet roads via a button, or by means of the mode switch on the steering wheel. You know, so that way you don’t spin your brand new 911 off into the weeds like overconfident 911 owners since time immemorial.
There’s also a camera-based warning and brake assist system, standard, and Night Vision Assist with a thermal imaging camera. The Adaptive Cruise Control comes with automatic distance control, stop-and-go functionality, and an Emergency Assist function.
Photo: Porsche Cars North America, Inc.
Power & Performance: No Worries Here
Yes, yes, I hear you shriek: what about the engine? Here, we have no worries or concerns. The next gen turbocharged flat-six engine has a primary focus on performance. New, larger turbochargers with electrically-controlled wastegate valves, a completely redesigned charge air intercooler, and piezo fuel injectors all help this 911 engine be the best engine it can be.
Everything is better with the 2020 Porsche 911: responsiveness, power, torque characteristics, the whole enchilada. Bottom line: 443 horsepower at 6,500 rpm (23 horsepower more than the previous model), 390 lb-ft. of torque (22 lb-ft. up from the previous model), and a comfortably-wide powerband from 2,300 to 5,000 rpm.
Meaning you should be able to work this thing all day and night.
Pricing & Availability
The 2020 Porsche 911 Carrera S starts at $113,200, which is not unreasonable. You can order yours now but the new 911 should be in U.S. dealers by this summer.
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. Follow his work on Twitter: @TonyBorroz.
2020 Porsche 911 Gallery

Photos & Source: Porsche Cars North America, Inc.

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Letter From The UK: Goodwill To All Men?

Letter From The UK: Goodwill To All Men? Exercising safety and patience is important this holiday season.
DriveWrite Automotive Magazine founder Geoff Maxted with a perspective.
The original purpose of this, my last ‘Letter From The UK’ of the year, was to update Automoblog readers on the latest Brexit (Britain leaving the European Union) information as it relates to the global motor industry. The ramifications of this could ripple around the world, including the USA, if the free-trade flow of cars is disturbed by trade tariffs and the like.
It is not as if the situation for the motor industry in Europe is especially healthy. Ford, for example, is discussing job losses at their German Saarlouis plant right now.
Despite some EU economies appearing to be doing well, there are dark, foreboding undercurrents. The Mediterranean countries, for example, are experiencing very high unemployment.
The Final Decision
The final momentous decision on the Government ‘deal’ was to have been voted on in the UK Parliament. Unfortunately, nobody likes the deal and the British Prime Minister decided to delay the final vote until she has a chance to get a better offer from the difficult, obstructive, and unelected suits in Europe. At the time of this writing, the PM has returned from the EU summit, seemingly empty-handed. Thus there is no change of circumstance.
We still do not know what is going to happen.
So instead I am going to discuss, as it is Christmas, the season of goodwill to all men, what it is like to travel around here by car doing the last of the Christmas shopping.
What are the holidays really about? Goodwill for all? Or has it become about something else entirely?
Christmas In The UK
Like Brexit, Christmas in Great Britain is kind of a big deal. Essentially, it starts in October; that’s how much we love it. Plump men (generally, but not necessarily), often with a hint of alcohol on their breath, dress up in red suits and white beards and pretend to be Santa Claus.
I remember, as if it were yesterday, when my parents told me Santa Claus was not real. I recall being very upset and very emotional. Distraught, I jumped straight in the car to drive home and tell my wife before going to my ‘wellbeing’ room.
Christmas has become something of a greed-spree these days; a time of excess. Any relation to any sort of religious festival is purely coincidental. Jesus Christ is an epithet. It’s also a bit of a hair-raising funfair ride on the roads. Astonishingly, despite many deaths caused by an excess of booze over the holiday period throughout the past decades, some drivers have still not learned that drinking and driving do not go together.
The lack of traffic police on our roads thanks to ‘cut-backs’ (what happens when your police force is run by accountants) has meant that erring motorists are rarely caught. And there has been a rise too in street violence.
According to the National Institute on Alcohol Abuse and Alcoholism, alcohol is a factor in 40 percent of all fatal motor vehicle crashes.
The More We Know, The Less We Learn
You would think, wouldn’t you, that drivers, fully experienced on our crowded highways, would know better and yet the accident rate has actually risen. Clearly, this demonstrates that the general public have to be compelled to behave; they cannot be trusted to do it themselves.
As my wife and I travel around to the local towns and shopping malls, we see astonishingly bad driving. We see people irresponsibly using devices they know to be illegal; we read that more than half of the people stopped by police for traffic violations are under the influence of, not drink, but drugs. People park poorly without any consideration for other road or sidewalk users. Imagine what it is like for a wheelchair user to have to venture into the road to get around a parked car.
Related: The Dead Don’t Lie: It’s time to take road safety seriously.
Being safe and cordial this holiday season will spread a lot of Christmas cheer to your fellow road users.
At Christmas time you would think we would care more for our fellow man but that seems increasingly not to be the case.Click To TweetGoodwill For All
In our supposed civilised world we are behaving badly and it is hard to know why. What is happening to our societies and our communities? At Christmas time you would think we would care more for our fellow man but that seems increasingly not to be the case. I wonder if we deserve cars at all?
Maybe, for us, here on our small islands on the other side of the pond, it is the uncertainty Brexit brings. As a nation I personally believe that no matter how well-to-do we might be in other ways, we fear for our family and our future, and this is reflected in our selfish behaviour.
It also stems, in my view again, from a government that is inept, disorganised, self-regarding, and completely out of touch with what the people want. You can see it all over Europe. Will 2019 show an improvement? Somehow I doubt it.
The best thing we can do is to ignore all this trivia and get on with enjoying Christmas and bringing in the New Year with our family and friends. Instead of emailing or posting a greetings card, why not get in the car, sober, and go and see them?
Have a very happy and peaceful Christmas and a prosperous New Year America!
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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5 Reasons Why The Rivian R1T Should Make Tesla Nervous

5 Reasons Why The Rivian R1T Should Make Tesla Nervous The Rivian R1T is an all-electric truck from the Illinois-based manufacturer.
One powertrain option cranks out 700 horsepower and over 800 lb-ft. of torque.
At the moment, Rivian is unchallenged in this venture. Other automakers should take note.
The 2018 Los Angeles Auto Show saw the unveiling of the Rivian R1T all-electric pickup truck. The U.S.-based automotive startup also showcased the R1S all-electric SUV. The company says both are the world’s first electric adventure vehicles.
And while electric SUVs are becoming commonplace (do the Tesla Model X, Jaguar I-PACE, and Audi e-tron ring a bell?), the big car makers have yet to showcase an all-electric pickup truck – not even Tesla, mind you.
And while Tesla is currently developing their very own electric pickup, Rivian has beaten them to the chase. Feast your eyes on the Rivian R1T. It is the first-ever electric utility vehicle or EUV. And from the looks of it alone, this pickup truck is sure to make a splash when it arrives in late 2020.
Here are our top five reasons why the Rivian R1T is probably making Tesla nervous as we speak.
#1: The Rivian R1T Looks The Part
Rivian began in 2009 behind the vision of Robert Scaringe. The company unveiled their first plan to build electric cars in 2011. This gave them more than enough leeway to do it right the first time. And instead of building a humdrum electric hatchback, Rivian is pulling our heartstrings with what is purportedly the first production all-electric truck.
And boy, did they really nail it with the design! However, I have apprehensions on the front-end styling. There’s a thin illuminated stripe that runs across the width of the front fascia, which is nice touch. But if you add the pair of “stadium” LED taillights and the undramatic front bumper, it sort of looks like a hippopotamus in heat. But Rivian has a point. The front design makes the R1T easily recognizable.
Thankfully, things get better as you gaze your eyes to the sides and rear of the truck. In fact, you will find the same design cues in the R1S SUV. With short overhangs, a higher ground clearance, and commendable approach and departure angles, the Rivian R1T is screaming for adventure.
Barring the weird front styling, the Rivian R1T is a handsome-looking truck. The rear is simple yet elegant with just a thin LED light that runs across the width of the tailgate. It still has the familiar boxy look of a conventional pickup truck, but the edges are more rounded to give the truck a sleeker and modern look. Good job, Rivian!
Rivian R1T interior layout. Photo: Rivian.
#2: It’s An Active Lifestyle Vehicle
Yes, Tesla vehicles are a lifestyle choice, too. But they cater to a different sort of clientèle. On the other hand, Rivian is seriously targeting the active lifestyle niche. You know, the sort of people who buy an SUV or pickup and actually take it off the beaten path.
Let’s start with the interior. Tesla vehicles have minimalist cabins. I personally appreciate this approach to keep the dashboard clean and elegant. But the interior materials and build quality are not the strongest points of any Tesla vehicle, which Rivian is willing to address with the R1T.
“Although the exterior of the vehicle is what first attracts you, the interior is where you spend the most of your time, so we really focused on creating a transformational space inside our vehicles,” said Jeff Hammoud, VP of Vehicle Design at Rivian. “The biggest challenge was creating an interior design that delivered a premium experience.”
@Rivian is seriously targeting the active lifestyle nicheClick To Tweet#3: More Than A Pretty Face
Without a doubt, the Rivian R1T benefits from a beautiful cabin that seats up to five adults. The center display measures 15.6-inches and is oriented horizontally instead of vertically like in a Tesla. The instrument cluster is replaced with a 12.3-inch display like modern Audi and Mercedes-Benz vehicles. The dashboard is flanked with sustainable wood and polished metal. The seats, steering wheel, and door panels are covered in leather to further add a touch of refinement.
Even the high-wear areas in the interior benefit from materials inspired by sportswear and active gear, which basically means everything is durable and easy to clean.
But the Rivian R1T is special because it’s an EV that can handle some pretty intense weather and off-road conditions. The battery pack is encased in carbon fiber and ballistic shields for maximum toughness. The vehicle can wade through river crossings up to three feet deep. The maximum tow rating is 11,000 lbs. It even comes with an adjustable air suspension that can be configured for highway and off-road driving.
Unless Ford, GM, or Tesla makes an electric truck, it looks like Rivian will go unchallenged in this segment.
The Rivian R1T is an active lifestyle vehicle. Photo: Rivian.
#4: Quad-Motors: Balanced & Linear Power
Why have two or three electric motors when you can have one at each wheel? That’s what we get with the Rivian R1T. This means the truck is riding on a quad motor, all-electric, all-wheel drivetrain. When paired with the massive 180 kWh battery pack (which is way more than what Tesla is offering right now), the Rivian R1T claims a 400-mile range on a single charge!
In that configuration, the Rivian R1T is churning out 700 horsepower and a mind-boggling 826 lb-ft. of torque. This is good for a zero to 60 mph time of 3.2 seconds.
But if you’re planning to tear down the dragstrip in your Rivian R1T, go for the mid-range option with the 135 kWh battery pack. It has a maximum power output of 750 horsepower, which reaches 60 mph in three seconds flat and provides a range of 300 plus miles. When was the last time a gasoline or diesel truck came with so much power?
The “smallest” version of the Rivian R1T comes with a 105 kWh battery pack. This is good for 400 horsepower and 413 lb-ft. of torque. But this version is no slouch, either. It can scoot to 60 mph in 4.9 seconds. All versions of the Rivian R1T have a top speed of 125 mph.
Photo: Rivian.
#5: Skateboard Platform: Stable & Secure
The Rivian R1T is built on a foundation the startup calls a Skateboard Platform. This means all the essential components (the battery pack, electric drive units, suspension, braking, and thermal management systems) are mounted below the height of each wheel.
“The beauty and elegance of our quad-motor setup isn’t just about brute power,” explained Mark Vinnels, Executive Director of Engineering and Programs at Rivian. “This architecture provides instantaneous torque with extremely precise control at each wheel, which is completely game-changing from a dynamics perspective, both on- and off-road.”
Pricing & Availability
Rivian will build the R1T pickup and R1S SUV at their 2.6-million square-foot manufacturing plant in Normal, Illinois. Deliveries will begin in late 2020. Pricing for the Rivian R1T starts at $61,500 and $65,000 for the R1S after federal tax credits.
Alvin Reyes is the Associate Editor of Automoblog. He studied civil aviation, aeronautics, and accountancy in his younger years and is still very much smitten to his former Lancer GSR and Galant SS. He also likes fried chicken, music, and herbal medicine.
Rivian R1T Gallery

Photos & Source: Rivian.

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Would You Drive This Vintage Aston Martin EV?

Would You Drive This Vintage Aston Martin EV? Take your favorite classic car and fit it with a modern EV powertrain.
That’s exactly what Aston Martin has done with a 1970 DB6 MkII Volante.
The reversible “cassette” powertrain concept is still sympathetic to the original car.
Aston Martin’s Heritage models are now part of their overall electrification strategy.
Here’s a lovely idea, and I mean that both figuratively as well as literally. Take a cool old car, in this case an Aston Martin 1970 DB6 MkII Volante, take out the old drivetrain, and replace it with a completely new electric one. Not only is it an interesting engineering exercise, but a much more elegant EV than anything else currently on the road.
Aston Martin isn’t the first car company to do this. Jaguar produced a limited run of E-Types that were converted over to EVs. Meghan Markle and Prince Harry drove one from their wedding to the reception.
So, if anything, that shows you can teach an old dog new EV tricks.
Side A & Side B
Created as part of Aston’s wider EV strategy, this electric DB6, part of the Heritage electrification concept, was developed in-house at the Newport Pagnell Works. It is built around a so-called “cassette” EV powertrain, meaning all the electrical stuff “plugs in” to where the old ICE stuff used to. Since it’s nearly a plug-and-play deal, you can take out all the EV gear and put back that silky, smooth straight six vintage Astons are known for. In other words, Aston Martin has future-proofed these exquisite machines by creating the world’s first reversible EV powertrain conversion.
Aston Martin started this project during the final development phase of the Rapide E, the EV version of their four door luxo sedan. Work on the Rapide E also dovetailed into planning for the new range of Lagondas, as well as the Aston Martin Works’ Heritage EV conversions.
By using this approach, Aston really thinks they’re on to something.
@astonmartin shows us you can teach an old dog new EV tricks.Click To TweetThe Aston Martin Works’ Heritage EV conversion program employs an “EV cassette” and key components from the Rapide E platform. Aston Martin says the car’s original integrity will remain, despite a modern EV powertrain. Photo: Aston Martin The Americas.
First Recorded Version
A 1970 DB6 MkII Volante, first hand-crafted at Newport Pagnell, is the first to receive the new cassette system, although the original engine and gearbox mountings are still in place. Enclosed within its own self-contained cell, umbilical cords from the power unit feed the car’s various electrical systems. Power management (i.e. how much juice and range you have) is taken and monitored through a new screen in the cockpit.
However, since this is not just an Aston Martin, but a vintage Aston Martin, that screen is “discreetly fitted to the car’s interior.”
Contemporary Yet Vintage
Aston was very picky, meaning the EV conversion should support the integrity of the original car. Aston Martin feels this trick cassette system offers the perfect solution, future-proofing the car in a socially responsible way, yet still being a genuine Aston Martin; with the option of returning its original powertrain if preferred.
Given the historical significance of these collector cars, it’s hard to argue with this philosophy.
And yes, in case you’re interested (and have the cash) this is most definitely not a one off. Now that they are done with this proof-of-concept DB6 Volante, Aston Martin Works’ will move forward with more customer Heritage EV conversions. They are expected to start sometime in 2019.
Photo: Aston Martin The Americas.
Negative Energy
There are, of course, downsides to this. Cost is the first one. Any Aston Martin is not cheap, especially old ones, and future cars like this DB6 Volante will likely cost you a pretty penny. The other downside is that even though this is an electric vehicle, it was not designed and built around where battery packs would go.
So the number of batteries, and hence, the all up range of these things, probably won’t be as good as a car designed from the ground up as an EV.
Positive Vibes
The real upside, though, is that if Aston Martin can do this, so could other car companies. I have long advocated this. Take the early 60s Kennedy Continentals. Big, massive, stylish – the perfect candidate for going with a full EV conversion. The trunks are huge (for a start). You can easily fit four Jimmy Hoffas in there. If you line the floor with batteries, you’d still have lots of room left over.
Weight? Who cares! Stock those things weigh two-and-a-half tons, so how bad could adding a slew of batteries make it. And throw some up in that yawning engine bay while you’re at it. Electric motors don’t take up much space, right?
Photo: Aston Martin The Americas.
Now Imagine This . . .
If it were up to me, every car company worth its steel would be doing this. Imagine roads with EV Chevy Nomads and shoebox Fords, Chrysler Imperials, and Jag Mark 2s – only EVs! Silently wooshing down our streets and being demonstrably better cars than Nissan Leafs on class alone.
Until then, all I can say is thank you Aston Martin.
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. Follow his work on Twitter: @TonyBorroz.
Aston Martin Heritage EV Concept Gallery

Photos & Source: Aston Martin The Americas.

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2019 Jeep Cherokee Hits The Scene In Detroit

2019 Jeep Cherokee Hits The Scene In Detroit
The 2019 Jeep Cherokee just debuted in Detroit, Michigan at the North American International Auto Show. Jeep says the 2019 Cherokee will feature a more premium design overall, but stay true to its original Jeep styling, which they note as “icnonic.” Given that “iconic Jeep styling” is essentially a box on four wheels that can sustain incoming fire from a Wehrmacht MG 42, this is a good thing.
New Suit
Styling is new all around for the 2019 Jeep Cherokee. The front fascia is entirely new as are the hood, the headlamps, which are LED units, the daylight running lamps, and the fog lamps. There is a new and lighter power liftgate that provides hands free operation. Wheels? Those are new too. There are five new wheel designs, including a set of premium 19-inch wheels on the Overland models. Jeep also says you can experience “open-air freedom” thanks to the available dual-pane sunroof (which is kinda pretentious, but I also bet the view is pretty nice).
The interior has also gotten the premium treatment. Functionality and design has been refined with new Satin Chrome and Piano Black, high-gloss accents that really let you know how far we’ve come from the motorized U.S. Army mule of the 1940s. The rear cargo volume has improved and there is more convenient storage space available.
The modern conveniences extend to such niceties as a fourth-generation Uconnect system that includes Apple CarPlay and Android Auto. You also get your choice of either a seven or 8.4-inch touchscreen with pinch-and-zoom capability.
Photo: Gino D’Orazio for Automoblog.net.
Power & Performance
Under that big, flat-ish hood sits a completely new 2.0-liter turbocharged inline four-cylinder engine with direct-injection. Said four-banger cranks out 270 horsepower and a healthy 295 lb-ft. of torque. Both of those figures are noteworthy given they are coming from only 2.0-liters of displacement. The new, 2019 Jeep Cherokee is also fitted with engine stop-start technology (ESS) to optimize your fuel economy and to minimize greenhouse gas emissions.
I know stop-start tech kind of got a bad rap when it first came out, but it seems like most of those criticisms have been dealt with over the years. So really, having engine stop-start technology isn’t that big of a deal any longer. That engine is mated to an enhanced TorqueFlite nine-speed automatic transmission, tuned to match the performance of the new turbocharged inline four-pot.
The 2019 Cherokee also has two other power plants to choose from. There’s a 3.2-liter Pentastar V6, also equipped with ESS technology. That mill puts out 271 horsepower and 239 lb-ft. of torque with a towing capability of 4,500 lbs. Very nice. Jeep says this towing figure is best-in-class. The other engine is a 2.4-liter Tigershark MultiAir2, delivering 180 horsepower and 170 lb-ft. of torque (also quipped with ESS).
2019 Jeep Cherokee on display at the North American International Auto Show, Cobo Center, Detroit, Michigan. Photo: Gino D’Orazio for Automoblog.net.

Off-Road Prowess
Jeep says the 2019 Cherokee, with its enhanced four-wheel drive systems, is the benchmark for mid-sized SUVs. Which all follows, given that Jeeps are famed the world over for their off-road capabilities. And to that end, the new Cherokee features the next-generation of Jeep’s Active Drive I. The rear drive module is fully automatic and goes in and out of four-wheel drive at any speed without any driver input needed. Jeep also cut nearly 17 lbs. from the Active Drive I setup to increase fuel efficiency and performance.
Jeep Active Drive II includes a two-speed Power Transfer Unit with special torque management capabilities, and low-range gear reduction. This is available if you’re going to get into more serious, mixed, and unpredictable terrain. A perfect bit of kit for those of you that own fishing cabins, do a lot of skiing, or live in places like the Upper Peninsula of Michigan. Thanks to the Jeep Selec-Terrain traction control system, you have up to five customized modes – Auto, Snow, Sport, Sand/Mud, and Rock – available from your dashboard. Oh, and speaking of Rock Mode, this thing has a crawl ratio of up to 51.2:1, which means it could probably climb the Washington Monument.
2019 Jeep Cherokee Trailhawk. Photo: FCA US LLC.
Production & In Person
Yes, it’s all shiny and new, but you don’t have to look very deep to see it’s still a Jeep. The new Cherokee is on display at the North American International Auto Show at the Cobo Center, downtown Detroit. The show officially opens to the public on Saturday, January 20th.
The 2019 Jeep Cherokee is manufactured at the Belvidere Assembly Plant in Belvidere, Illinois. It will arrive in Jeep showrooms in the first quarter of this year.
Tony Borroz has spent his entire life racing antique and sports cars. He is the author of Bricks & Bones: The Endearing Legacy and Nitty-Gritty Phenomenon of The Indy 500, available in paperback or Kindle format.
2019 Jeep Cherokee Gallery

Photos & Source: FCA US LLC.

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2019 Kia Forte Arrives With Hints of Stinger DNA

2019 Kia Forte Arrives With Hints of Stinger DNA
The 2019 Kia Forte recently debuted at the North American International Auto Show, highlighting the Korean company’s efforts to evolve it into a more refined compact car. The Forte picks up design cues from the Stinger, which is probably a good call, given how well the Stinger has been received. The Forte is also Kia’s first car with the in-house designed and built Intelligent Variable Transmission. The 2019 Kia Forte also introduces their new line of Smart Stream technologies to help increase fuel efficiency.
Sweet Spot
Kia seems to want to straddle the line with the Forte by trying to keep it sporty and youthful while moving it toward a more sophisticated appearance, thanks to a number of styling cues inspired by the Stinger. Peter Schreyer, President & Chief Design Officer, Hyundai Motor Group, and his team incorporated ingredients of the Stinger’s DNA into the Forte to give it a commanding road presence: Long hood, short deck, and that traditional, overall fastback-like shape, only applied to a sedan. The cowl point was pushed back a healthy five inches to create a more athletic stance and to give the 2019 Forte a more planted look.
Hood creases contribute to the Forte’s muscular appearance, which flows through the front fascia as well. A new slant to the grille and an aggressive black lower valance are nice touches. The front bumper also has the neat little trick of doubling as air curtains to improve aero performance; even the headlamp design and layout is said to be “Stingeresque.” The rear bumper gets the same treatment with separate reverse and turn signal indicators beneath available LED taillights that are connected by a sleek, horizontal trim piece.
2019 Kia Forte on display at the North American International Auto Show, Cobo Center, Detroit, Michigan. Photo: Gino D’Orazio for Automoblog.net.
Power & Performance
The 2019 Kia Forte is powered by a second-generation 2.0-liter Nu four cylinder Atkinson Cycle engine. The engine uses a cooled EGR system to boost fuel efficiency. Power and torque figures are not expected to change over the 2018 Forte: 147 horsepower and 132 lb-ft. of torque, but fuel efficiency is up by 3 mpg.
Transmission-wise you can choose from either a six speed manual or Kia’s aforementioned Intelligent Variable Transmission. The Intelligent Variable Transmission is Kia’s own improved version of a continuously variable transmission (CVT). The new IVT unit gets around the old rubber-band-like feel of a CVT, thanks to adaptive style shift logic and a chain type belt instead of a push belt. KIA’s IVT is also much quieter than a CVT thanks to wrapping the transmission case in a sound insulating cover. This move dropped NVH levels by 5dB.
Interior Treatments
The interior is just as well thought out and whittled down to what works. Going with a fastback shape reinforced the Forte’s exterior appearance, but it also gave engineers an opportunity to increase the passenger compartment in key areas for greater comfort, especially on longer journeys. The dashboard is all about openness and avoiding clutter, for example. There’s lots of clean lines and minimal buttons, which are intuitively placed below an eight-inch color touchscreen.
Photo: Gino D’Orazio for Automoblog.net.
Bigger & Easier
The Forte is bigger in lots of key areas; length is up by 3.2 inches to 182.7 inches, so there’s more legroom and cargo space in the trunk. That trunk now holds 15.1 cubic feet of your stuff. The overall width is up by 0.7 inches which gives Kia a little more visual width to play with. All occupants will appreciate easier ingress and egress, plus improved outward visibility, according to Kia.
Safety & Handling
With a Top Safety Pick Plus rating, the 2019 Forte is stronger than before thanks to additional hot stamped components and a structural content of 54 percent Advanced High-Strength Steel. The seat frames are stronger and lighter in weight with increased lumbar support and denser seat foam.
Noise, vibration, and harshness has been improved thanks to an increase in body stiffness. That increased body stiffness also plays a major role in better handling too. There’s a new subframe design to improve lateral responsiveness, and steering feel is better than the Forte’s predecessor thanks to enhancements within the Motor Driven Power Steering system.
Photo: Gino D’Orazio for Automoblog.net.
Tech Galore
And of course, since the model year is 2019, the new Forte is swamped with high-tech goodies. The 2019 Forte comes standard with an eight-inch color touchscreen compatible with Android Auto and Apple CarPlay. The screen is neatly integrated into the dash and within the driver’s line of sight. With the right smartphone devices, the system also has the capability to read SMS texts aloud through Bluetooth, and you can even wirelessly charge your compatible Android and Apple devices. A premium sound system developed with Harman Kardon cranks out an impressive 320 watts of power.
Pricing & In Person
Once again, Kia shows that it knows how to build cars that buyers want at a very (low) specific price point. Although pricing was not announced, don’t expect the 2019 Kia Forte to break the bank when it arrives later this year. When it does, the whole shootin’ match comes in three trims: LX, S, and EX. In the meantime, the new Forte is on display at the North American International Auto Show at the Cobo Center, downtown Detroit. The show officially opens to the public on Saturday, January 20th.
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.

Cover Photo & Source: Kia Motors America.

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2019 RDX Prototype Represents Acura’s Most Extensive Redesign

2019 RDX Prototype Represents Acura’s Most Extensive Redesign
The 2019 Acura RDX Prototype made its world debut at the 2018 North American International Auto Show. The reveal gives us a look at the new design, advanced technology, and luxury features of the five-passenger SUV expected to launch later this year. The 2019 Acura RDX is a clean-sheet, top-to-bottom remake and will be the first Acura model to fully exemplify the brand’s new design language seen in the Acura Precision Concept.
Lighter & Larger
The third-generation RDX has been engineered on a lighter platform with a stiffened body. The 2019 RDX will mark the return of Acura’s Super-Handling All Wheel Drive (SH-AWD) to the RDX, giving it a slick torque-vectoring all-wheel drive system. The new system provides a 40 percent increase in maximum torque capacity versus the current SH-AWD system.
“Combine it with our new powertrain, the stiffer body and chassis, and the improved steering and you have, hands down, the quickest, best-handling RDX ever,” said Jon Ikeda, Vice President & General Manager of the Acura Division of American Honda Motor Co., Inc.
The RDX Prototype also boasts a wider track (increased by 1.2 inches), a longer wheelbase (gaining 2.5 inches), and a shortened front overhang. The wheels have been pushed to the corners, according to Acura. In addition, the 2019 RDX will be the first Acura SUV presented in A-Spec trim for sportier styling inside and out.
Power & Performance
Motivating the RDX is a new 2.0 liter, 16-valve direct-injected plant. The engine features a low-inertia, mono-scroll turbo, a DOHC VTEC valvetrain, and a Dual Variable Timing Cam (Dual VTC) system. All that alphabet soup translates into 40 percent more low-end torque than before. Mated to the new engine is a segment-first, 10-speed automatic transmission. If you go with all-wheel drive for your RDX, you’ll get the next generation of Acura’s aforementioned SH-AWD, complete with a new rear differential and a 150 percent increase in maximum torque capacity, compared to the older RDX.
An Adaptive Damper System is available and is tied into the NSX-inspired Integrated Dynamics System. The IDS system comes with four distinct drive modes: Sport, Sport+, Comfort, and Snow. There’s a drive mode dial placed high in the center console.
Photo: Honda North America.
Interior Design
Speaking of the interior, it’s more spacious, more sophisticated, and more tech-savvy than before. The center console is a floating design, inspired by the Acura Precision Cockpit. The sport seats are powered affairs with a matching sports steering wheel. The interior detailing is “contemporary” with authentic, high-grade materials throughout, including Nappa leather, brushed aluminum, and open-pore Olive Ash wood.
The passenger cabin is larger thanks to the RDX’s longer wheelbase with room for five. Acura claims the cabin space is class-leading as is rear legroom and cargo space. The front seats are heated and ventilated, and Acura used a softer and more durable full-grain Nappa leather. 16-way power adjustments for both the driver and front passenger are standard, and all models come equipped with a panoramic sliding moonroof.
“Our engineers conducted thousands of hours of research to create a driver-centric approach that is the first of its kind and distinctly Acura,” explained Toshiaki Mikoshiba, President & CEO of American Honda Motor Co., Inc. “This new RDX is the most extensive Acura redesign in more than a decade and a powerful indication of things to come.”

Cabin Technology
Everything is controlled by Acura’s new True Touchpad Interface. It has an Android-based operating system projected onto a dual-zone, 10.2-inch full-HD display. The True Touchpad Interface combines the advantages of conventional touchscreens and remote-based approaches, according to Acura. Also debuting is a new natural language voice recognition system. It is said to improve the ease and intuitiveness of voice commands in the vehicle. An interactive heads-up display (HUD) is also available.
“Acura’s new user interface will be a huge leap forward for our customers,” Mikoshiba noted. “But this is just one aspect of an incredibly rich and premium new cabin experience.”
And to cap it all off, there’s a totally boss stereo system. The 2019 RDX Prototype uses four ultra-thin, ceiling-mounted speakers connected to a 16-channel 710-watt Acura ELS Studio 3D system. The stereo was developed by Panasonic and tuned by Grammy-winning music producer and longtime Acura partner, Elliott Scheiner.
2019 Acura RDX Prototype at the North American International Auto Show, Cobo Center, Detroit, Michigan.
Production & In Person
All RDX models for the North American market will be built in East Liberty, Ohio, with the engines produced in Anna, Ohio, and the 10-speed automatic transmissions being manufactured in Tallapoosa, Georgia. Designed, developed, and built right here in America, the 2019 RDX will hit dealers mid-2018.
In the meantime, the vehicle is on display at the North American International Auto Show at the Cobo Center, downtown Detroit. The show officially opens to the public on Saturday, January 20th.
“What you’re about to see is not just the right product for where we are taking the Acura brand, it’s the right product at just the right time for today’s market,” Mikoshiba said.
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.
2019 Acura RDX Prototype Gallery

Photos & Source: Honda North America.

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