Automotive

2018 Acura RLX Arrives With Emphasis On Safety, Performance

2018 Acura RLX Arrives With Emphasis On Safety, Performance

The 2018 Acura RLX has arrived with a more simplified lineup and a reduced MSRP for perspective buyers. The RLX now offers only two models, although both are well equipped: The RLX P-AWS starts at $54,900 while the Sport Hybrid SH-AWD starts at $61,900. Hybrid buyers will see a $4,050 starting price reduction when compared to the outgoing model with the Advance Package.
Styling & Design
Acura says the 2018 RLX reflects their latest design direction, particularly in the front and rear. The new RLX carries the signature diamond pentagon grille with a more sculpted hood and new wheel designs. At the rear, the 2018 RLX is characterized by newly designed LED taillights, a gloss black rear diffuser, and dual exhaust. There are seven total exterior colors and two new premium colors: Brilliant Red Metallic and Majestic Black Pearl.
Power & Performance
The 2018 Acura RLX P-AWS (Precision All-Wheel Steering) is powered by a 3.5-liter SOHC V6 engine. The plant features direct injection, an idle-stop feature for increased fuel efficiency, revised cam timing, and the evergreen i-VTEC technology. When mated to a new 10-speed automatic transmission, this RLX variant delivers 310 horsepower and 272 lb-ft. of torque to the front wheels. EPA fuel economy ratings are 20/29 city/highway and 23 combined.
The 2018 RLX Sport Hybrid SH-AWD (Super Handling All-Wheel Drive) shares much of its engine architecture with the RLX P-AWS. However, in this variant, the V6 combines with three electric motors and the aforementioned SH-AWD system to enhance acceleration on dry surfaces while providing additional traction in bad weather. The RLX Sport Hybrid delivers 377 total system horsepower and 341 lb-ft. of total system torque. EPA fuel economy ratings are 28/29 city/highway and 28 combined.
The 2018 RLX Sport Hybrid shares a handful of concepts and components with the NSX supercar.
2018 Acura RLX Sport Hybrid. Photo: Honda North America.

Interior Treatments
Drivers will see newly updated touch-points, redesigned Milano leather seats with contrast piping and stitching, and a new Expresso interior theme. Standard features for the RLX Sport Hybrid include a heads-up display, 14 speaker Krell audio, Surround View Camera, front and rear parking sensors, remote engine start, ventilated and heated front seats, heated rear seats, and a heated steering wheel.
Safety & Security
Both RLX models come with AcuraWatch which now includes Traffic Jam Assist. The feature works with Adaptive Cruise Control and Low Speed Follow to reduce stress and fatigue in congested traffic. Traffic Jam Assist helps keep the RLX centered in its lane at a specific interval from the vehicle ahead. AcuraWatch also includes Collision Mitigation Braking, Lane Keeping Assist, and Road Departure Mitigation among others.
Arguably the car’s most vital safety feature is the ACE (Advanced Compatibility Engineering) body structure. The vehicle architecture uses interconnected front frame members to absorb and redirect crash energy around the occupants in the event of a frontal collision.
Availability
The 2018 RLX is now available at Acura dealerships nationwide.
Carl Anthony is Managing Editor of Automoblog and resides in Detroit, Michigan.
Photos & Source: Honda North America.

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Examining 40 Years of The VW Golf (aka Rabbit)

Examining 40 Years of The VW Golf (aka Rabbit)

In 1975, Volkswagen needed a minor miracle in the United States, especially in terms of a compact car. At the time, their primary models were the Beetle and Bus, but sales for both had slowed since 1970. The economy was in recession and Toyota and Honda loomed on the horizon. Regardless, VW shipped the European Golf to the U.S. as the Rabbit. This “new” hatchback would offer American drivers premium options, front-wheel drive technology, and a 70 horsepower 1.8-liter engine. The Rabbit, later becoming the Golf, was intended as the successor to the original Beetle.
Through The Years
A new infographic from our friends at VWPartsVortex.com shows how VW Golf pricing has changed since 1975, when adjusted for inflation. Interesting enough, between 1975 and 2015, pricing didn’t vary that much. Rocco Demas, Manager at VW Parts Vortex, says the Golf really boils down to three things.
“First, the cars have always been economical. Second, the cars have always been designed with an emphasis on premium features and quality,” he explained. “Three, the cars have always been fun to drive.”
By 1977, a diesel variant was offered for around $550 more but with fuel mileage in the mid to upper 30s. VW billed the engine as a more durable option than a gasoline counterpart. Eventually, the U.S. market would see both Cabriolet and hot hatch models along with the 90 horsepower GTI. By 1985, a new version of the GTI’s engine was utilized for the MKII generation – the wheelbase was extended and the Rabbit effectively became the Golf.
“The Rabbit was one of the nicest, most advanced compact cars you could buy in the 70s and 80s, with an awesome GTI option in the mid-80s that was a blast to drive,” Demas said. “Unlike most of the competitor’s cars, the Rabbit was consistently considered fun to drive and high performing by critics.”
Photo: Volkswagen of America, Inc.
Comparing & Contrasting
In 1975, when the Rabbit 2-Door Hatchback arrived the MSRP was $3,330; $15,629 today when adjusted for inflation. By comparison, the 2017 Golf TSI S with a manual transmission starts at $19,895; the more appointed TSI Wolfsburg Edition with an automatic starts at $22,695. In 1983, the Rabbit GTI 2-Door Hatchback ran $7,990 or $19,977 when accounting for inflation today. By contrast, the current S trim 2-door GTI with a manual transmission lists for $25,595. Currently, the Golf lineup includes the R, Sportwagen, Alltrack, and a fully-electric version.
“While they haven’t always been the least expensive car on the road, they’ve always been well regarded by consumers and critics alike,” Demas said.
VWPartsVortex.com provides an extensive look at the Golf through the years, including the reaction from journalists when it first appeared. We have included their infographic below. Enjoy!
Carl Anthony is Managing Editor of Automoblog and resides in Detroit, Michigan.

Cover Photo: Volkswagen of America, Inc.

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2017 Lexus NX 300h Review

2017 Lexus NX 300h Review

Toyota is a leader in hybrid vehicles and the Lexus NX 300h is another example of what their luxury brand has to offer. Consumers often switch to hybrids for their fuel-saving ability, and this compact luxury SUV has a lot to offer. It comes with a quiet cabin, elevated ride height, plenty of backseat space, and easy maneuverability in the city. The NX’s driving experience strikes a good balance between comfort and driver involvement.
What’s New For 2017
The NX 300h is now offered in all-wheel drive only. It also receives a standard Scout GPS Link navigation app that streams from a smartphone.
Standard Features
The Lexus NX 300h ($39,720) includes 17-inch wheels, automatic LED headlights, LED fog and running lights, heated mirrors, keyless ignition and entry, a rearview camera, automatic dual-zone climate control, eight-way power-adjustable front seats with two-way driver lumbar adjustment, a power-adjustable and leather-wrapped tilt-and-telescoping steering wheel, and a 60/40-split folding and reclining backseat.
It also comes with Bluetooth, a 7-inch Lexus Display Audio knob-and-screen interface, one USB port, and an eight-speaker sound system with a CD player. HD and satellite radio, an auxiliary audio jack, and a media player interface are also included.
Optional Packages
The Luxury package ($4,545) adds a power lift gate, automatic wipers, leather upholstery, and a heated steering wheel. A power-folding rear seat can be added to the Luxury package. The Navigation package ($1,815) adds the full Lexus navigation system, the Remote Touch infotainment interface, a variety of smartphone apps, and two additional speakers. Additional options include front and rear parking sensors (Intuitive Parking Assist $500), upgraded LED headlights ($1,116), and wireless smartphone charging ($220). Total MSRP including destination: $50,433.

Interior Highlights
Stepping inside the Lexus NX 300h cabin reveals a cool, modern interior with soft leather seats and dark Umber trim. The quality of materials is top-notch, with soft-touch surfaces that look and feel rich. Lexus pays attention to detail with features like the contrasting stitching, wood trim, and the modern analog clock. The center stack and console have a distinctive Z-shape profile, which adds a sense of sportiness to the crossover.
What we didn’t like was using the Remote Touch pad that controls the information display. It’s hard to use and draws attention away from the road. It’s also harder to use than the joystick-like touch controller in the Lexus RX.
In the rear, passengers will find generous room despite the vehicle’s modest overall dimensions, but cargo space is less than many other compact crossovers. With the seats up, the NX 300h offers 17.7 cubic feet, making it less spacious than many competitors. With the seats folded flat, it gets 53.7 cubic feet of total volume.

Engine & Fuel Mileage Specs
The 2017 Lexus NX 300h features a gasoline-electric hybrid powertrain that combines a 2.5-liter four-cylinder engine with three electric motors, supplied by a nickel-metal hydride battery pack. Together, they produce a maximum output of 194 horsepower. It comes mated with an Electronically Controlled Continuously Variable automatic transmission. All-wheel drive is now standard for 2017 making the crossover a capable all-weather vehicle.
The NX 300h gets an EPA-estimated fuel economy rating of 33/30 city/highway and 31 combined.
Driving Dynamics
We drove the majority of our miles this weekend on the highway, so we didn’t enjoy the fuel mileage benefits city commuters would. On the road, the cabin of the NX 300h is quiet and comfortable. The only noise we heard was the drone of the CVT. The power and acceleration are typical of a Toyota hybrid with rather slow but relaxed driving dynamics. It’s not a powerhouse, but it will get you onto the highway without an issue when you step on the gas. It’s also small enough to maneuver in urban traffic and will navigate tight city streets with ease.
A snow storm hit the mountains of Colorado west of Denver and we had the opportunity to try out the standard Torque Control all-wheel drive system. It relies solely on one of the electric motors to drive the rear wheels, making it less capable than other AWD systems. We experienced some wheel slippage on the slick, snowy streets and felt it didn’t give us the maximum traction needed for these types of situations.
Conclusion
With the emphasis on going green these days, the NX 300h delivers above average fuel economy for a compact luxury SUV. The NX 300h is the only compact luxury SUV on the market that’s also a hybrid. The luxury model offers a high-quality interior, sharp styling, and a quiet ride. If you don’t need to haul a lot of cargo, it will be an excellent urban commuter you can maneuver with ease.
Denis Flierl has invested over 25 years in the automotive industry in a variety of roles. Follow his work on Twitter: @CarReviewGuy
2017 Lexus NX 300h Gallery

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Lexus NX 300h Official Site.
Photos: Toyota Motor Sales, U.S.A., Inc.

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Extensive, High-Power-Charging Network Announced For Europe

Extensive, High-Power-Charging Network Announced For Europe

A new joint venture announced by BMW Group, Daimler AG, Ford Motor Company, and the Volkswagen Group with Audi and Porsche will bring 400 fast charging stations to Europe by 2020. The venture, known as IONITY, aims to make long distance travel easier for EV owners in Europe. BMW Group, Daimler AG, Ford Motor Company, and the Volkswagen Group have equal shares in the venture, although other automakers are welcome to join in the network’s expansion.
Upward Trajectory
IONITY plans to open 20 stations yet this year throughout major arteries in Germany, Norway, and Austria. Through 2018, the network will expand to over 100 stations, thanks to ongoing partnerships with Autobahn Tank & Rast, Circle K, and OMV. The stations, placed roughly every 75 miles, will accommodate electric vehicles from different manufacturers with a capacity of up to 350 kW per charging point. IONITY is seeking new locations, and working with infrastructure initiatives supported by the participating companies and political institutions.
“The investment underlines the commitment that the participating manufacturers are making in electric vehicles and relies on international co-operation across the industry,” a statement from the joint venture reads.
Universal Approach
The network will use the Combined Charging System to cut charging times compared to prior systems. The joint venture also hopes the indifference toward one specific brand will encourage growth and bolster the appeal of EVs. IONITY is based in Munich, Germany and the team is growing with reports saying the staff will reach 50 by the beginning of next year.
Carl Anthony is Managing Editor of Automoblog and resides in Detroit, Michigan.
Photo & Source: BMW Group, Daimler AG, Ford Motor Company, Volkswagen Group.

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2018 Nissan GT-R Arrives With New Trim Levels & Packages

2018 Nissan GT-R Arrives With New Trim Levels & Packages

The 2018 GT-R arrived at select Nissan dealerships this week, building on the significant changes made last year to the car. The 2018 model sees the addition of the Pure trim, the inclusion of Apple CarPlay, and a new black Kuro Night color for the Premium Interior Package.
Pricing for the 2018 GT-R lands roughly between $100,000 and $175,500, depending on the variant.
GT-R Grades
The GT-R Pure is billed by Nissan as the most affordable in the range with a starting MSRP of $99,990. Next is the Premium grade with Bose audio, Active Noise Cancellation and Sound Enhancement, and a Titanium exhaust system. The GT-R Track Edition adds a bit more performance, borrowing elements from the NISMO version. Naturally, the GT-R NISMO sits at the top of the mountain, with a number of performance-oriented enhancements for handling, aerodynamics, and power output. The GT-R NISMO will see limited North American production for 2018 as well.
Photo: Nissan North America.
Power & Performance
Vehicle design was paramount when it came to the new GT-R; any and all visual changes were intended to increase downforce, reduce drag, and boost aerodynamic efficiency overall. For example, engineers worked specifically to eliminate “hood deformation” to improve aerodynamic performance at high speeds. Looking a bit closer, the “curving profile” of the front under spoiler is worth noting. That was slightly extended and lowered a few millimeters to improve airflow at its lower edge. Furthermore, every GT-R is characterized by Nissan’s “V-Motion” grille for more effective engine cooling.
Pure, Premium, and Track Edition GT-Rs are equipped with Nissan’s 3.8-liter DOHC 24-valve V6. The engine is mated to a dual-clutch sequential 6-speed transmission and electronically controlled ATTESA E-TS all-wheel drive system. In total, it creates 565 horsepower and 467 lb-ft. of torque. By comparison, the GT-R NISMO is rated at 600 horsepower and 481 lb-ft. of torque. Each engine is hand-assembled in a special clean room by highly skilled technicians known as Takumi craftsmen. An aluminum plate revealing their name is added to the front of the engine.
Photo: Nissan North America.
Options & Pricing
An All Weather Package with Dunlop all-season tires and a unique coolant to water ratio is avaialbe for the Pure and Premium trims. The Premium can also be decorated with the (ideally named) Premium Interior Package. It includes hand-stitched semi-aniline leather with the aforementioned Kuro Night interior appointments. Below is a complete pricing chart for the 2018 Nissan GT-R. If you end up getting a new one, do send us a photo via Twitter: @Automoblog.
Carl Anthony is Managing Editor of Automoblog and resides in Detroit, Michigan.
GT-R Pure
$99,990
GT-R Premium
$110,490
GT-R Track Edition
$128,490
GT-R NISMO
$175,490
2018 Nissan GT-R Gallery

Photos & Source: Nissan North America.

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Memory Lane: The Milkman Mentor

Memory Lane: The Milkman Mentor

I always had an independent streak. From an early age, I wanted to blaze my way into the world. First, it was the paper route, which was pretty boring and the pay wasn’t great. Even small tips were hard to come by. During my rounds, I would wave to the man who delivered bread and baked goods for Weston, and wave to the Borden milkman. My earliest memory of a milkman dated back to early childhood. The milk was delivered by horse and wagon. Can I be that old? I remember looking at that great big creature wearing blinders, wondering what kind of beast it was.
Little did I know that one day, I would work for a milkman; one with a truck.
Promising Prospects
And so, I quit the newspaper business. I found work with the milkman on Saturdays and when school was out. The years must have been 1968 and 1969. Somewhere Ken Kesey’s 1939 International Harvester school bus was making its way to Woodstock. The summer of love had come and gone, but being too young, I hadn’t been able to partake in it anyway.
The milkman wasn’t very tall and had curly hair oozing out from under his cap. He wore his uniform proudly. He was strong, thanks to handling all those milk jugs day in, day out. Great with customers, he was often able to “up sell” since he had items on hand other than milk. And he wasn’t condescending toward me. I tried to emulate him. I didn’t have a uniform. Being a kid, I had a pass.
His truck was a bit rough; not that I cared. If memory serves right, it was a Divco-Wayne. It had a manual transmission and accordion doors, one on each side. There was a big, heavy wooden door at the back. Behind the driver’s seat was a wall the width of the truck with a metal sliding door. The truck had the unmistakable Borden graphics and colors, which included Elsie the Cow. This was one busy bovine, Borden arguably being the largest dairy product distributor at the time. I never once saw a competing milkman on the road.
Early Riser
The milkman left around 5am every morning, six days a week, and drove about an hour to the Borden plant. He picked up his supplies for that day and drove back to his territory. We lived in a suburb of a large metropolis. Not only did he sell milk, but he had an assortment of light and heavy cream, butter, eggs, chocolate milk, and even juice. Eggnog at Christmas time. If I’m ever at death’s door, all they need to revive me is an IV of eggnog in my arm. That’ll snatch me back from the Grim Reaper’s bony grip.
There was a folding seat on the passenger side. The seat itself folded up into the back-rest. When the truck was overloaded during the holidays, crates were stacked inside the cab and I had to sit on them. Thankfully, I had a cushion for such occasions to put on top. The milkman had something like 400 customers listed in his gray hardcover ledger. The ledger had become swollen over time, although the spine remained unbroken. He noted everything in pencil and each client had a page or half a page. Not that he had to visit each one of them every day, but during Easter, Thanksgiving, and Christmas, we had to step it up and see nearly all his customers. That’s when crates of extra goods were piled inside the cab.
A restored 1948 Divco Hull’s Dairy truck on display at the 2015 Shenandoah Antique Automobile Club of America (AACA) meet. Photo: Christopher Ziemnowicz.
Daily Grind
On his way back from the plant, he would pick me up around 7am in front of my friend’s house. I remember one time getting up when it was still dark. There was a woodstove in the basement where I slept. I proceeded to put a log on the fire as the room felt a bit chilly. Half asleep in the early dawn, I noticed a log in front of the stove, wondering what it was doing there. I quickly brushed that thought aside and went to pick it up. It got up on its four legs and walked away. It turned out it was the cat. Smart cat. I would eat a quick breakfast and grab my lunch bag which consisted mostly of sandwiches my mother prepared. I was very grateful when noon rolled around as I was always famished.
Saturday was the busiest day of the week, and I would put in a 12-hour shift; longer during the holidays. I loved it. In addition to delivering dairy products, we often collected money for the purchases each customer made during that week. I was a bit of a stickler, and once in a rare while argued with customers who didn’t want to settle what they owed. I reasoned the milkman was paying me to do my job. I was never mean, simply business-like.
Tricks of the Trade
Back then, the milk crates were made of heavy gauge metal wiring with small loops at the top for stacking. Unfortunately, they would get bent from a lot of handling and often get tangled, much to our displeasure. One time, he got angry. We were at the back of the truck and he struggled to untangle a couple of stuck crates. He politely asked me to step away from the door opening. He eventually pried the top crate off, jumped onto the pavement with the crate, and threw it as far as he could (which was pretty far). If milk crate tossing had been an Olympic event at the 1968 Mexico City games, he would have won gold. He didn’t say a word as he put the crate back in the truck and we drove off.
This took place in the parking lot of a high school where he was supplying coffee cream and milk. We had to check the milk dispensers in the cafeteria and if they were out, we had to remove the empty bag, and install a five gallon bag of milk. Milk, like water, is heavy. When I first started, the gallons of milk were in glass bottles, not plastic, which would become available around 1969 along with plastic milk crates.
Living up north, we had to contend with the changing seasons. Winter could be a challenge. The truck windows would frost over as we constantly opened and closed the doors. We scraped the windows more on the inside than the outside. The heater was next to useless and the wipers were vacuum operated, if I’m not mistaken. There was a small fan inside a metal cage, but it did nothing. Not in winter. Not in summer. Despite ridges, the metal steps leading in and out of the truck would become very slippery when wet or iced over.
Photo: Christopher Ziemnowicz.

Unsteady Greenhorns
A couple of days before Christmas, fearing an extremely busy day, the milkman hired an extra helper. He was a bit older and taller than me. He was rearin’ to go. At one point, he was next in line to make a delivery. The boss explained to him where to go and what to take, which was a gallon of milk in one of the new plastic containers. It was snowing heavily. The door was open and the new hired hand was ready to make his delivery just around the next corner.
As the milkman turned left, the new guy slipped off the icy step and fell flat on his ass in the middle of the intersection. The milk jug hit the pavement and the impact pushed the cap open, spraying milk all over the unsuspecting kid. Luckily, there was no traffic. The milkman and I looked at each other briefly, and realizing that the ejected delivery man was no worse for wear, we burst out laughing. The slush had cushioned his fall. He got back in the truck, his ego bruised more than his derriere. We continued on. He made his delivery and completed the day’s work, but I never saw him again.
Beautiful Girls
Summer was more fun. We’d ride around with the doors open, taking in the scenery. The oil crisis hadn’t hit yet and it was the heyday of muscle cars. The big three were churning them out; even AMC was in the mix. You had GTOs, Mustangs, Barracudas, AMX. And all divisions within those companies were producing pavement-tearing machines like Camaros, Chargers, Cobras, and Marlins. The list goes on.
It was around that time I became interested in girls. I liked one in particular. She had an afro. She was into teen magazines. I recall seeing on one of the covers a photo of The Monkees. They were older and hip. How could I compete with her fantasies? Ironically enough, her father drove the ice cream truck. The jingle was the magic rallying call for all the neighborhood kids to gather ‘round.
“I’ll have a soft ice cream cone dipped in chocolate, please.”
Hearing that jingle all day long would have driven me bonkers had I been the ice cream man.

Bittersweet Work
Besides the usual seasonal woes and crappy crates, delivering milk wasn’t always a bed of roses. I remember a German Shepherd jumping out from behind a fence, barking his head off. He scared the living daylights out of me. The milkman made my delivery that time. At the end of the day, we would restack the empty crates at the back and keep what was left over at the front, behind the sliding door. The truck was ready for the next day. After a job well done, the milkman would drop me off at my friend’s house, less than a block away from mine. Cash in my pocket; I would admire his uncle’s car. He was an accountant and drove an orange Corvette, a convertible at that. That put a gleam in my eye.
My father was transferred out of town because of his work and so regrettably, it was the end of my career delivering milk.
Farewell Elsie
The meandering roads we enjoy traveling are about more than just passenger cars. They are also about big rigs and little rigs delivering most, if not all the goods we take for granted in life. Sure, we often find it annoying to be stuck behind a semi or slow moving van for any length of time. That being said, a lot of us have wondered what it would be like to drive a 16-speed Kenworth or Peterbilt and talking on the CB.
“Papa bear is hiding behind the billboard.”
Are CBs still in use? Or have they all been replaced by cell phones?
The days of people delivering baked goods and dairy products are gone. The name Borden remains here and there but the company I knew is no longer. Bits and pieces of what survived were sold off or scooped up by other businesses. Borden Dairy ended up in Texas, but is nowhere near the size it once was. I cherish the time I spent working for a milkman and I am happy to see there are a few old Borden trucks still in existence, showing off their bright, yellow accented paint schemes and graphics. If you see a funky old bus or an old delivery truck zoom by, wave at it. Its occupants will be thrilled.
As Spock would say: “Live long and prosper, Elsie.”
Michael Bellamy is the author of our Memory Lane series. He enjoys driving his 1997 Lincoln Mark VIII LSC and 2003 Dodge Dakota.
More photos of the 1948 Hull’s Dairy Divco truck by Christopher Ziemnowicz can be found here.

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Jeep Electrifies Renegade & Compass With Plug-In Hybrid Powertrains

Jeep Electrifies Renegade & Compass With Plug-In Hybrid Powertrains The Jeep Renegade and Compass are going green in 2020.
However, Jeep isn’t exactly jumping on the typical EV bandwagon.
Both plug-in hybrids feature a revolutionary electric all-wheel drive system.
Jeep found a better way to make a lasting impression at the Geneva International Motor Show recently. The brand unveiled two new plug-in hybrid versions of the Jeep Renegade and Compass for all the world to see.
Yes, you read that right.
After dominating last year’s headlines with the all-new Gladiator pickup truck, Jeep is taking a different route. I never thought I’d get a chance to say this. But soon, you can order a new Jeep Renegade or Compass with a plug-in hybrid powertrain.
But wait! Before you storm FCA’s headquarters with pitchforks in hand, listen up.
Capturing A Slice of The Growing EV Market
Jeep and Fiat-Chrysler Automobiles (FCA) are on a roll. FCA reported a 14 percent increase in U.S. sales for 2018. The Jeep brand enjoyed a 17 percent increase in sales alone. The Jeep Wrangler, in particular, is a best-seller with 240,032 units sold.
Believe it or not, this has something to do with the rugged, go-anywhere appeal of Jeep vehicles. Mind you, other SUVs are faster, more comfortable, and have more usable space. However, only a select few can offer the clobbering off-road abilities of a Jeep. And a Jeep like this won’t cost more than a loaded midsize sedan.
Naturally, the next step is to go green. In this ever-changing automotive landscape, it’s either go green or go bust. Who would have thought a Jeep would come with an electric motor and battery pack straight from the factory? This is not a surprising move. In fact, Jeep is doing the right thing. If the brand wants to capture a slice of the growing EV market, something needs to be done instead of just harking back to the past.
But rather than jumping straight onto the EV bandwagon, Jeep made the wiser move by engineering a brilliant plug-in hybrid powertrain for the most affordable vehicles in their lineup: the Renegade and Compass. Consider this for a second: both the Jeep Renegade and Jeep Compass have low base prices of $18,000 and $21,000 respectively. Throw in an electric motor and battery pack, raise the base price by $3k to $5k, and you got yourself an eco-friendly, off-road capable, and affordable plug-in hybrid electric vehicle (PHEV).
Still not convinced? Wait until we get to the juicy parts.
Jeep Compass PHEV. Photo: FCA US LLC.
Evolutionary Powertrain
Jeep remains tight-lipped on battery specifications, but the new Renegade and Compass PHEV promise to deliver high power and long range. Similar to other PHEVs, the battery pack is rechargeable from an external power outlet. Both vehicles will have a pure electric range of approximately 31 miles (50 kilometers) and an electric top speed of 80 mph (130 kph).
The electric motor works in unison with a new 1.3-liter turbocharged gasoline motor. Power output for the Jeep Renegade PHEV is around 190 to 240 horsepower. The Jeep Compass PHEV is good for 240 horsepower as well. The result is zero to 60 mph in around seven seconds for both the Renegade and Compass.
Considering a 2017 Jeep Compass Sport 4×4 only musters a zero to 60 time of 8.4 seconds, while a Jeep Renegade 2.4 Sport 4×4 does the same in nine seconds, the PHEV versions offer faster acceleration, better engine response, and cleaner CO2 emissions.
Photo: FCA US LLC.
Related: On the road (and off the road) with the 2019 Jeep Cherokee Trailhawk 4×4.
New Electric Drivetrain: Off-Road Capable
What good is a Jeep if it can’t hack it off-road? Fortunately, the Jeep Renegade and Compass PHEV come with an entirely new electric all-wheel drive system or eAWD. This is the kind of stuff you can find on the Audi e-tron SUV. But since the Audi is a full EV, Jeep threw in something different for the PHEV versions of the Renegade and Compass.
Torque in the rear axle comes courtesy of the electric motor (in the rear of the vehicle) while the front axle is turned by the turbocharged gasoline motor. Due to this setup, there is no need to employ a propeller shaft.
As an added bonus, the torque between the two axles is controlled independently as you forge over rocky terrain or snow-covered roads. The eAWD system will not only benefit you off-road, but on the daily drive as well. But since a fully-charged battery pack is good for 31 miles of pure-electric driving, you can tackle the most extreme off-road trails in total silence. And you can do it while basking in the rugged appeal of your Jeep Renegade or Compass.
Photo: FCA US LLC.
As an added bonus, the torque between the two axles is controlled independently as you forge over rocky terrain or snow-covered roads. #JeepClick To TweetPricing & Availability
The new Jeep Renegade and Jeep Compass PHEV will arrive at Jeep dealers in early 2020. Pricing is yet to be announced for either vehicle. If you want to experience hybrid technology in a Jeep, the Wrangler with the mild hybrid eTorque system is available now.
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.
Jeep Renegade Plug-in Hybrid Gallery

Jeep Compass Plug-in Hybrid Gallery

Photos & Source: FCA US LLC.

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2019 Toyota Camry Receives Updates Across The Board

2019 Toyota Camry Receives Updates Across The Board The Camry, one of Toyota’s best-selling cars, soldiers on with new updates for 2019.
Toyota’s Safety Sense P suite provides a number of advanced driver-assistance systems.
Three powertrain choices are available, including a hybrid with an updated Power Control Unit.
If you’re looking for a car that is the automotive equivalent of a manila envelope stapled to a beige wall, then the new 2019 Toyota Camry is for you. Oh sure, Toyota seems to be serious when they say the Camry has an “Exciting Style” and “Sport Performance” but I’m not ready to believe them. This is a Camry after all. This is solid, dependable, reliable transportation.
Fun and excitement and sportiness have no real place here.
That isn’t a bad thing, per se. If someone were to say that about the latest Porsche, it would be terrible news. We’re talking about Toyota’s bread and butter, middle of the middle-of-the-road vehicle here. In this realm, lack of personality is a good thing. And, in this realm, the latest Camry is packing. Even with its new on-board tech, it gets great gas mileage and is still as reliable as an anvil.
Styling & Design: Some Sporty Elements
The 2019 Toyota Camry carries over the same body design as last year, so there’s not really much to talk about on the styling front. It’s still somewhat sharper, a little wider and lower than you’d first expect, but no one is going to mistake this for an Alfa Romeo Giulia. The SE and XSE are the sportier versions with special rocker panels, 19-inch machined-finish alloy wheels (standard on XSE), a subtle rear spoiler lip, more aggressive front bumper, and a rear bumper with a lower diffuser.
2019 Toyota Camry XSE. Photo: Toyota Motor Sales, U.S.A., Inc.
Interior Treatments
Likewise the interior has been tarted up here and there, but the main improvements are to the displays, infotainment, creature comforts and the like. And yet again, when you look at what you get in this arena, the Camry comes in as a great value. The passengers, and most importantly, the driver, receive information through three displays: a 10-inch color Heads-Up Display (HUD); a seven-inch multi-information display within the instrument cluster itself, and an eight-inch audio/navigation/HVAC control panel integrated into the center console.
Toyota says it’s all intuitive in how it operates, and I assume they’re right, because they better be right. Steve Jobs made intuitive operation a by-word of modern day living, and people are used to it now, so Toyota better deliver.
Related: Camry and Avalon get the TRD treatment for 2020.
Further Emphasis On Technology
The new Camry gets the latest Entune 3.0 multimedia system, with Apple CarPlay compatibility and Amazon Alexa. Four-cylinder and hybrid models come with Entune 3.0 Audio, Toyota’s App Suite, and Scout GPS Link. The audio end includes an optional JBL system (nine speakers plus a 10.1-inch subwoofer) complete with Clari-Fi. Toyota describes Clari-Fi as something that “un-compresses” music to help restore an audio track’s dynamic range.
Speaking of dynamic, Camry V6 models offer a Dynamic Navigation system with wireless map updates and over-the-air map downloads for recently added roads and points-of-interest.
There is also Remote Connect, which gets you a remote start and door unlock capability, vehicle status notifications, a guest driver monitor (I bet this is for you nervous parents out there), and a vehicle finder. Service Connect provides up-to-date information on fuel levels, maintenance alerts and that sort of thing. Wi-Fi? Why yes, there’s Wi-Fi Connect powered by Verizon, so you can hook up five mobile devices.
Introduced in Japan in 1982, the Camry was Toyota’s first mass-produced vehicle with a transverse engine layout. Photo: Toyota Motor Sales, U.S.A., Inc.
Safety & Security
Would you expect the latest Camry to look the other way on safety measures? No, you wouldn’t, and here we are treated to a buffet of safety goodness. There’s the Pre-Collision System with Pedestrian Detection, Dynamic Radar Cruise Control, and Lane Departure Alert with Steering Assist. There’s a Blind Spot Monitor, Rear Cross Traffic Alert, Intelligent Clearance Sonar, and a Rear Cross Traffic Braking system.
Other safety measures include 10 standard airbags, Toyota’s Star Safety System with Enhanced Vehicle Stability Control, Traction Control, Electronic Brake-Force Distribution, Brake Assist, Anti-lock Braking System, and Smart Stop Technology. There’s even a standard backup camera.
Powertrain & Transmission Options
There are three powertrain choices for the 2019 Toyota Camry, including a hybrid option.
The “normal” engines are hooked up to a Direct Shift eight-speed automatic. The ratios are new as is the torque converter with a wider range of lock-up for improved fuel efficiency. For the Hybrids, Toyota says their Sequential Shiftmatic technology allows the driver to “shift” the electronically-controlled, continuously variable transmission via paddle shifters (SE grade) or with the console-mounted shift lever.
Really, I can’t say which powertrain is better. They all work, and they will all work well for daily driving. It’s up to you which one you pick. However, let’s take a quick look at each of them a little further so you can decide.
Toyota employs Laser Screw Welding at key junctures throughout the 2019 Camry’s body and platform for increased joint rigidity. A special, high-rigidity urethane adhesive is also applied to both the windshield and rear window where they meet the vehicle’s body. The Camry’s body includes additional gussets for the front/rear door frame (B-pillar) that increase overall frame and joint strength. Photo: Toyota Motor Sales, U.S.A., Inc.
Gasoline Engines
The 2.5-liter, inline-four-cylinder (D-4S) gasoline engine, is a solid and reliable choice. Peak horsepower is estimated at 206 at 6,600 rpm (176 horsepower at 5,700 rpm in the hybrid configuration) with torque estimated at 186 lb-ft. at 5,000 rpm (163 lb-ft. at 3,600-5,200 rpm for the hybrid). Fuel economy for 2.5-liter gas models is an EPA-estimated 29/41 city/highway and 34 combined mpg.
The 3.5-liter V6, with D-4S Fuel Injection, is the more powerful choice with an enhanced variable valve timing system to provide optimum torque at all engine speeds. The V6 delivers 301 horsepower at 6,600 rpm, 267 lb-ft. of torque at 4,700 rpm, and an EPA-estimated 22/33 city/highway and 26 combined mpg. This marks an increase of eight percent for combined mpg versus the Camry’s previous V6.
Hybrid Drive
The 2019 Toyota Camry Hybrid comes in at 51/53 city/highway and 52 combined mpg on the LE grade. By comparison, the SE and XLE grades come it at 44/47 city/highway and 46 combined mpg. Toyota says the updated and more compact Power Control Unit (PCU) of the hybrid system plays a key role in improving efficiency. Improvements in the conversion efficiency of the PCU and the transaxle/electric motor reduce energy loss by nearly 20 percent.
Furthermore, Toyota says cooling system improvements now reduce energy loss by 10 percent.
The 2019 Toyota Camry’s front suspension tower brace is embedded within the cowl body, and now makes use of a “closed cross-section construction” to increase handling and stability. At the rear, a body frame of “annular construction” enhances structural rigidity, and is joined by additional braces in the rear suspension to withstand higher levels of lateral force. Photo: Toyota Motor Sales, U.S.A., Inc.
Pricing & Availability
The 2019 Toyota Camry starts at $23,945 with the hybrid starting at $28,150. But really, does it matter? No, it doesn’t. Toyota has sold 18 million Camrys, so they will keep selling them, even if the price is up or down by a point or two.
The 2019 Camry Hybrid is available in three grades: LE, SE, and XLE. The traditional Camry comes in five grades: L, LE, XLE, SE, and XSE. If color is important, the 2019 Toyota Camry comes in Wind Chill Pearl, Ruby Flare Pearl, Brownstone, Galactic Aqua Mica, Super White, Celestial Silver Metallic, Predawn Gray Mica, Midnight Black Metallic, Blue Streak Metallic, and Supersonic Red. Some trim levels give you an optional Midnight Black Metallic roof.
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.
2019 Toyota Camry Gallery

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

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Lagonda All-Terrain Concept: The EV With The Floating Key

Lagonda All-Terrain Concept: The EV With The Floating Key Aston Martin Lagonda aims to be the world’s first zero-emission luxury brand.
The company will leverage electrification and autonomous driving technologies.
The Lagonda All-Terrain Concept is set for production in 2022 and includes a floating key.
It’s called the Lagonda All-Terrain Concept, and its name is the most uncreative thing about it. Basically, it’s an uber-luxo SUV crossover thingo from Lagonda (i.e. Aston Martin), powered by equal parts electricity and style, and the owners smug sense of entitlement. Aston Martin Lagonda says they’re serious, and they’re really going to make it at a new facility in St Athan, Wales.
Lagonda says it will enter production in 2022, but that sounds rather ambitious. I’ll believe it when I see one on the road. Then again, I said that about Bentley making an SUV, and then I actually did see one, in rural Arizona, of all places, so what do I know?
Near-Future Study & Forces of Gravity
Lagonda calls the All-Terrain Concept “The Future of The Luxury SUV,” and in a certain way, they’re right. By going the EV route, Lagonda is betting that future, rich SUV buyers are going to pay a premium for luxury EVs. If you take the mode of motivation out of the equation, the All-Terrain Concept does give that market segment what they’re looking for.
The Lagonda All-Terrain Concept is, as Lagonda puts it, a “near-future” study. That means it’s just a bunch of renderings, drawings, and ideas lashed together around this “vision” of what rich people in the near future will want. Then again, that motivation could come in the form of growing regulations, coupled with the growing sense of environmental doom wrought at the hands of engine emissions. In fact, a growing number of people believe EVs are the way of the future.
They are totally over the top when trying to explain the styling, saying it drew inspiration from the likes of the Concorde SST and the world of super yachts. Lagonda uses terminology like “relaxed elegance” and “rear-leaning gesture of the belt line” and “forms and shapes that look like they have been created by the huge, planetary forces of gravity fields,” without a hint of irony.
Lagonda All-Terrain Concept. Photo: Aston Martin The Americas.
That motivation could come in the form of growing regulations, coupled with the growing sense of environmental doom wrought at the hands of engine emissions.Click To TweetStyling & Design: Red Carpet Treatment
I’m not saying the thing looks ugly, far from it. It’s rather pleasing overall, but just try to imagine the Lagonda All-Terrain Concept splattered with mud, carrying a couple of bales of hay and spools of barbed wire. Funny, no? Then again, you’ll never see a Bentley Bentayga or a Rolls Cullinan doing that either, so I guess the guys in marketing shouldn’t worry.
Auto designers are starting to clock to the fact that EVs really do free up a lot of design possibilities. The Lagonda All-Terrain Concept is no different. Its batteries are located in the stiffened floor, lowering the center of gravity and opening up a lot of interior space. The interior space is further amplified by the rear-hinged back doors that not only give you a “spectacular ‘red carpet’ moment as the interior and its occupants are revealed” (no seriously, they said that), but also that cool factor that suicide doors always have.
The “tailgate” of the All-Terrain is a wide clamshell rear hatch affair which might work, practically; but if nothing else, it does look spectacular. That’s also aided by the slick light strip that hides the LEDs and only lets you see the beam.
The rear shelf/loading area slides out from the floor, which is nice, and functions sort of like a slide-out shelf in your kitchen. When not in use, it’s hidden flush with the body and stowed. When not used for loading and unloading, you can sit on it and watch the polo match; or bet on which of your servants will survive this fortnight’s battle to the death. There’s also lots of glass so the All-Terrain’s occupants can “survey the landscape.”
Lagonda All-Terrain Concept interior layout. Photo: Aston Martin The Americas.
Related: Turning a classic into an EV: check out this electrified 1970 DB6 MkII Volante.
Floating Keys
The interior has a limousine atmosphere with a lack of visible vents and speakers. There’s tons of space, and although no dimensions were given, this thing looks to be the size of a tank. Which makes the available seating (four) seem like some sort of joke. The biggest, flashiest show piece is, of all things, the key. The Lagonda All-Terrain does have one, but you don’t slide it into a lock, oh no; when placed in position, the key floats, levitating between the front seats, thanks to the wonder of electromagnets. Sheesh.
And if you take the mode of motivation into the equation, then the All-Terrain Concept gives rich people the sheen of being eco-conscious and green and all that sort of thing. In a lot of ways, the All-Terrain Concept is the green icing on the cake.
Production & Manufacturing
The aforementioned St Athan facility, once a Ministry of Defence Super Hangar, is undergoing renovations. St Athan will be Aston Martin Lagonda’s second facility and will become their electrification hub.
The St Athan site will commence with Aston Martin DBX production, with the Lagonda All-Terrain Concept following in 2022. Over 70 Welsh employees have now joined the already 100-strong St Athan team. Those employees spent the last two-and-a-half years at Aston Martin Lagonda’s Gaydon Headquarters.
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.
Lagonda All-Terrain Concept Gallery

Photos & Source: Aston Martin The Americas.

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