AutoSens Returning To Detroit: Conference Plays Vital Role In Autonomous Tech

AutoSens Returning To Detroit: Conference Plays Vital Role In Autonomous Tech AutoSens, a leading and influential global summit on autonomous driving, is returning to Detroit.
Technical sessions and presentations from from Microsoft, Sony, General Motors, and MIT are planned.
AutoSens takes aim at the biggest challenges facing autonomous driving by encouraging collaboration. 
Not long ago, self-driving cars were figments of science fiction; the ideal centerpiece of a quasi-Utopian yet technologically-advanced society in the far away future. For over a century, we humans have piloted our own automobiles to theaters and bookstores alike to indulge our imaginations with these stories of a distant time. Yet, the reality is different. Self-driving cars? “Not in my lifetime,” one might say.
But you’d be surprised what you might see in your lifetime.
Big Dreams & Grand Visions
Autonomous cars are no longer science fiction but science fact. They are coming to our roads; it’s only a matter of time. However, the decisions we make now as an industry beforehand are vitally important. Because once they’re here, they’re here. And consumers are already skeptical of the technology. We either get it right now or we pay a substantial price in the long run. Indeed, there are many concerns, from the supply chain and infrastructure, to the legal and financial. Yet the biggest should be this: if our autonomous cars miscalculate, someone dies.
When our goals, as an industry, include zero traffic fatalities, it’s not hard to see why right now matters. And one of the best ways to achieve such a remarkable goal? By working with and learning from each other.
Content & Collaboration
These are central themes of AutoSens, and why it remains the world’s most influential summit on autonomous driving. When AutoSens returns to Detroit on May 14th, the conference will explore the biggest challenges facing autonomous cars. By combining cutting-edge academic research, industry R&D, and OEM insights, AutoSens is an invaluable resource for the engineering community.
“Engineers can ‘take the boxing gloves off’ for three days and just be engineers and scientists working on shared challenges and pursuing high-quality technical work,” said Robert Stead, Managing Director, Sense Media, the parent company of AutoSens. “We strive for high-quality technical presentations at AutoSens every year, so all attendees will go back to their office or lab with some new solutions, food for thought, or novel information.”
Organizers say returning to Detroit is essential when it comes to facilitating those types of outcomes.
“From sensors to software; systems to simulation, hardware, testing and services; there’s plenty to see over the three days,” Stead continued. “Detroit has the dual advantage of its history and future potential; recent developments combined with the scale of the existing automotive expertise in the region makes it the perfect melting pot for discussions driving the future of automotive product development.”
Cognitive scientist Dr. Mónica López-González, Co-Founder and Scientific & Artistic Director of La Petite Noiseuse Productions, speaking at AutoSens Detroit last year. Photo: Alex Hartman for Sense Media.
Robust Agenda
The Michigan Science Center will host AutoSens Detroit for the second year with another robust agenda. Highlights include the opening plenary with presentations from the U.S. Highway Loss Data Institute on the impact of current ADAS technologies on road safety. Technical workshops include a session from Osram about infra-red sensing and a hands-on demonstration from 3M regarding material-sensor interaction systems. Microsoft will host a tutorial on the Robot Operating System, while DeepScale will present energy-efficient approaches to autonomous driving.
“The technical presentations focus on these topics, but we also cover the wider issues facing development of ADAS and autonomous vehicles in the conference plenary sessions that open and close the event,” Stead said. “This might include the regulatory, financial, or legal context for the development of vehicle perception systems.”
“I would say the biggest challenge for people is trying to understand the different technologies,” explained Phil Magney, Founder and Principal Advisor, VSI Labs, during AutoSens Detroit last year. “This conference has been good for us because we meet like-minded people that are facing similar challenges; we talk, we exchange our views, and we learn from each other.”
During a past AutoSens event in Brussels, Belgium, Senior Applications Engineer Edel Cashman (right) from SensL Technologies demonstrates how the company’s sensors can be utilized for LiDAR applications. Photo: Sense Media, © Bernal Revert/BR&U.
Going Deeper
Those curious to learn more about the inner-workings of an autonomous car will be in good company. For example, the Detroit Autonomous Vehicles Group is planning a hackathon for future engineers to learn the basics of self-driving cars. As is common at AutoSens, attendees can see how an autonomous car works, piece by piece.
“By this we mean the sensors, cables, processors, other hardware and software that give a vehicle’s computer a picture of its environment so it can make decisions,” Stead explained. “These technologies are applied in many currently available road-going models, but they are also used in R&D for more advanced systems that will hit the market in the future, including fully autonomous vehicles.”
“We wanted to talk to the sensor companies because cars are getting a larger chunk of sensors now, especially for advanced driver assistance systems, autonomous applications, and for next-generation cockpits,” said Soshun Arai, Director of ADAS and Automated Driving Platform Strategy for the company. Arai and his team attended AutoSens Detroit last year to look more specifically at the individual components that affect their overall business.
“We came to AutoSens because we wanted to understand the technology and trends of sensors,” he said.
Attendees sit in during one of the many technical presentations that took place at AutoSens Detroit last year. The conference will return to the Michigan Science Center beginning on May 14th. Photo: Alex Hartman for Sense Media.
For Engineers, By Engineers
Keynote for AutoSens Detroit this year is Ed Bernardon, VP of Strategic Automotive Initiatives at Siemens. Bernardon will examine how autonomous technology will impact the future of transportation. In preparation, he and his team interviewed experts working on 3D-printed autonomous shuttles, intelligent traffic systems, and even flying cars. In addition, technical presentations from General Motors, Changan, Aptiv, Daimler, NVIDIA, Valeo, Sony, and TomTom are planned. Academic sessions include those hosted by Wayne State University, University of South Carolina, and MIT.
“AutoSens exists simply to support and help engineers and scientists, and when we hear stories from attendees about the new people they met, the things they learned, the business connections made – that’s what keeps us motivated,” Stead said. “It’s about creating a meeting place and community that can be a catalyst for others, in their pursuit of good science.”
For conference organizers, sometimes it’s about what attendees won’t experience.
“I’ve run more conferences than I can remember during my 14-year career in this sector, and sadly I’ve seen some of them suffer from an overly protective and pushy sales approach,” Stead continued. “I can understand the individual motivations for this, but it’s counterproductive at learning and networking events like this.”
“It’s a great community and we are very happy to be part of this ecosystem; it’s an excellent event,” added Paul Fleck, Founder of Dataspeed.
Dataspeed Founder Paul Fleck (black shirt, jacket, middle) talks with AutoSens Detroit attendees in May 2018. Dataspeed showcased the company’s ADAS Kit which helps engineers maximize their development of autonomous systems in the field. Fleck, an engineer himself, lost a loved one in an auto accident. The experience led him to develop technology he believes will save lives. Photo: Alex Hartman for Sense Media.
Tickets, Location & More Information
AutoSens Detroit 2019 begins on Tuesday, May 14th at the Michigan Science Center and runs through the 16th. Organizers say they are happy to see so many returning exhibitors alongside plenty of new brands. A demonstration event is also planned for the 14th, where attendees can take laps in vehicles equipped with autonomous technology.
Tickets, including discount packages for females in the engineering community, are available now.
“AutoSens is all about nurturing the global community of bright minds who are driving forward this revolution in automotive,” Stead said. “A truly international audience will assemble in downtown Detroit to collaborate and learn from each other’s experiences, meet new people, and catch up with old friends.”
Carl Anthony studies mechanical engineering at Wayne State University, serves on the Board of Directors for the Ally Jolie Baldwin Foundation, and is a loyal Detroit Lions fan. Before returning to school, he simultaneously held product development and experiential marketing roles in the automotive industry. 



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Longest-Lasting Vehicles: New Data Reveals 14 of Them

Longest-Lasting Vehicles: New Data Reveals 14 of Them A study from iSeeCars on the longest-lasting vehicles to reach 200,000-miles is an eye-opener for potential car buyers. If you’re in the market for a new vehicle, this study might be of huge help. It not only covers SUVs, sedans, and pickups, but also offers insight on the longest-lasting luxury vehicles and sports cars. The study ultimately shows that while vehicles today benefit from modern advances in technology and manufacturing, some are simply better than others.
SUVs, for example, are among the most reliable vehicles today.
“A few patterns stood out when we completed this study,” explained Julie Blackley, iSeeCars Communications Manager. “The first is the dominance of full-size SUVs with body-on-frame or truck-based platforms. Also, American vehicles have a strong showing on the overall list, with six full-size SUVs earning the distinction of the longest-lasting vehicles.”
And if you think squeezing 200,000 miles out of your car is absurd, the study also includes the highest percentage of vehicles likely to reach 300,000 miles. Yes, these cars do exist. They are out there somewhere, churning more miles than Forrest Gump on a depression-fueled running binge. Let’s take a closer look.
Combing Through The Data
The study involved over 13.8 million cars sold last year. Using that data, iSeeCars found 14 vehicles most likely to eclipse the 200,000-mile mark. The average nameplate has .8% of its vehicles achieving 200,00 miles or more, but car shoppers can increase their odds by considering one of the 14 entries on the list.
“This is a very important topic, because regardless of if you plan on keeping your car for 200,000 miles, most car shoppers want a reliable and durable vehicle,” Blackley said. “It’s important for consumers to have unbiased information to help them make an informed purchasing decision, which is why we analyzed over 13 million listings to develop this study.”
Big SUVs Stand Out
Earning the top spot is, unsurprisingly, the Toyota Sequoia full-size SUV. The study shows 7.4 percent of Sequoias have logged 200,000 or more miles on the odometer. Tied in second and third place respectively are the Chevy Suburban and Ford Expedition. Next is the GMC Yukon XL (4.0%), Toyota 4Runner (3.9%), Chevy Tahoe (3.8%), and Toyota Highlander Hybrid (3.1%).
Further down the list we see the Honda Ridgeline (3.0%), GMC Yukon (2.8%), Toyota Tacoma (2.6%), and Tundra (2.6%). Also included are the Toyota Avalon, Honda Odyssey, and Lincoln Navigator.
iSeeCars analyzed over 13.8 million vehicles sold in 2018 to find which ones are most likely to hit 200,000 miles. The top 14 have at least 2.2 percent (almost three times the overall average) of their vehicles reaching 200,000 miles. According to the data, SUVs are among the longest-lasting vehicles.
Longest-Lasting Vehicles: Pickup Trucks
According to the study, the top five trucks are the Honda Ridgeline (3.0%), Toyota Tacoma and Tundra (2.6%), Chevy Silverado 1500 (1.9%), and Ford F-150 (1.8%). The Nissan Titan, GMC Sierra 1500, Ram 1500, Chevy Colorado, and Nissan Frontier each bring up the rear. The Silverado ranks higher than the Sierra, something we find odd since both come from the same Fort Wayne, Indiana assembly line. Suffice to say, both trucks are mechanically identical, albeit targeted at different buyers.
“We were surprised by this too,” Blackley said. “The Chevrolet Silverado is more of a working truck, while the GMC Sierra markets itself as more luxurious. As such, the Silverado may log more miles since it’s more likely to be used for work purposes.”
A Steel Horse
On this particular list of tough workhorses, the Honda Ridgeline sticks out like a sore thumb. It is the only one with a unibody (unit-body in Honda speak), or a car-like platform. And yet, it manages to be the study’s top truck, besting its more rugged body-on-frame competitors.
“While we weren’t surprised to see this vehicle on the list as Honda has a strong reputation for reliability, we found it interesting that the unibody Ridgeline was the longest-lasting pickup,” Blackley said.
The Honda Ridgeline utilizes six different grades of steel, including high-strength and ultra-high-strength steel in the unit-body. An aluminum hood and front bumper-reinforcement beam combines with a cast-magnesium steering hanger beam. These materials and their placement were determined by strength, safety, and overall performance, according to Honda. Versus the prior generation, the new Ridgeline has 28 percent greater torsional rigidity, meaning it’s more rugged than it looks.
“The success of the Ridgeline has paved the way for other automakers to develop similar pickup trucks,” Blackley added. “These vehicles fill a void by attracting a consumer who wants the function of a pickup truck with the comfortable handling of a crossover.”
The Honda Ridgeline utilizes six different grades of steel, a contributing factor to its longevity. Photo: Honda North America.
Truth In Toyota’s Pudding
Six of the 14 vehicles in this longevity study carry a Toyota badge. The results mirror a similar study conducted by iSeeCars that focused on ownership; specifically cars that original owners were most likely to keep for 15 years or more. After analyzing over 750,000 vehicles sold last year, iSeeCars found that Toyota owners went the distance in terms of ownership. Although revealing, these findings are not exclusive to research conducted by iSeeCars either. Toyota vehicles remain the creme of the crop in other similar studies.
“Toyota performs well in most of our studies related to longevity and reliability,” Blackley said. “These rankings are consistent with other vehicle reliability rankings from other companies like J.D. Power and Consumer Reports.”
“Honestly, I think this is about resale value as much as it is anything else; reliable cars have a higher resale value with all things being equal,” added Tom Blackman, Parts Director at Olathe Toyota Parts Center in Olathe, Kansas. “I also think a lot of older Toyotas are on the road because people have more invested in them.”
Toyota was named for a third year as the Best Brand in Kelley Blue Book’s Best Resale Value Awards. Kelley Blue Book said of the award that Toyota has a reputation for building high-quality vehicles. On KBB’s list, the Tacoma received top honors for resale.
“You don’t scrap an old Tacoma that needs work. The same can’t be said for an old Ford Ranger or Chevy Colorado,” Blackman explained. “If you buy an old Ford Taurus for $1,200, and it needs a $1,000 repair, you probably just scrap the car; but if you buy an old Toyota Camry for $3,500 and it needs a $1,000 repair, you fix it.” 
2007 Toyota Camry. Photo: Toyota Motor Sales, U.S.A., Inc.
Engineering Innovations & Customer Commitments
Perhaps one reason why Toyota tops this study from iSeeCars (and other similar ones) is the company’s commitment to quality and innovation. In 2017, for example, Toyota opened their $80 million, 235,000 square-foot Production Engineering and Manufacturing Center (PEMC) in Georgetown, Kentucky.
The facility serves as a home base for more than 600 Toyota production engineers with a 50/50 split between desk and collaboration space. All desks are sit-to-stand and engineers regularly meet with other teams. The goal? All 600 boffins are there to brainstorm and solve problems before a potential issue becomes a huge headache to the consumer.
“Our production engineers are at the top of their game and help shape the future of Toyota,” said Jim Lentz, Chief Executive Officer of Toyota Motor North America. “They push the limits every day on what’s possible in manufacturing to produce ever-better vehicles.”
Blackman believes Toyota “sweats the little stuff” and will always go the extra mile.
“I’ve worked in this business for 30 years, and Toyota is the only automaker I know of that sends engineers out into the field to ask questions,” he said. “If a Toyota vehicle or part has a problem, Toyota sends engineers out to see for themselves. They ask questions and listen to the response. Most of the other brands I’ve worked with are too cheap or too arrogant to send engineers out to look at something.”
“This not only speaks to the quality of Toyota vehicles, but also to the consumers who buy them,” Blackley added.
In addition to production engineering, supporting teams at PEMC include indirect purchasing, information systems, strategic business management, human resources, and talent development. Photo: Toyota Motor Sales, U.S.A., Inc.
Longest-Lasting Vehicles: Sedans, Hybrids & Minivans
iSeeCars examined passenger cars, green vehicles, and minivans, where Toyota again held most of the list. The Toyota Avalon is first, then the Honda Odyssey, Accord, Toyota Sienna, and Prius. Rounding out the top ten are the Chevy Impala, Ford Taurus, Toyota Camry and Hybrid, and the Honda Civic. The Toyota Highlander Hybrid, Lexus RX 450h, and Lincoln MKZ Hybrid also made the list of longest-lasting vehicles.
We’re not surprised to see the Impala and Taurus here. Both are common fleet/rental cars and are more likely to pile up the miles. With regard to everyday family vehicles, Honda takes the gold.
“The Honda Odyssey represents the vehicle segment most commonly associated with family hauling,” Blackley said. “If they do choose to keep a minivan for the long haul, it is most likely to be the Odyssey.”

Tips & Advice: Keep It Simple
There’s a general consensus that – compared to older ones – newer vehicles are less prone to breaking down. But whether old or new, every vehicle has the potential to reach 200,000 miles with proper care and diligent maintenance. While the iSeeCars study points overwhelmingly to Toyota, there are things you can do to keep your vehicle running like clockwork, regardless of make and model. Basic things like regular oil, fluid, and filter changes, and checking the tire pressures and tread depths will benefit your vehicle in the long haul.
“Regardless of whether or not they appeared on this list, every vehicle made today has the potential to reach 200,000 miles with the proper maintenance and care,” Blackley said. “Routine oil changes and following the manufacturer’s suggested maintenance schedule are behaviors that can help a car last longer.”
Tips & Advice: Seasonal Factors & The Power of DIY
Varying weather conditions also affect the longevity of your vehicle. As the seasons change, certain parts in your vehicle can wear faster than others. It’s important to be aware of these top seasonal car repairs to help you cope with the unexpected. The more you know about car maintenance, the more likely your car will stay running for 200,000 miles and beyond.
“My advice is always the same: do the scheduled maintenance, drive it like you want it to last forever, and do as much work as you can yourself,” Blackman said. “It can be a hassle to change your own oil or replace your spark plugs, but it helps you stay on top of things.”
“Don’t forget regular car washes either,” Blackley added.



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Nissan IMQ Concept: The Future of Hybrid Crossovers Is In Good Hands

Nissan IMQ Concept: The Future of Hybrid Crossovers Is In Good Hands The IMQ concept is Nissan’s vision for the future of transportation. 
The concept’s styling and design is inspired by Japanese kumiko woodwork.
Invisible-to-Visible (I2V) technology is one of the IMQ concept’s top safety features. 
Nissan is riding high on the success of the Nissan Leaf. We give credit when it’s due, so kudos to Nissan for being one of the EV pioneers in the industry. And while the Nissan IMx and IMS electric vehicles are still fresh in the minds of Nissan lovers alike, the Japanese car maker is singing a different tune with the IMQ concept hybrid crossover.
Yes, it’s a hybrid. And a pretty one at that.
Taking The Stage
The Nissan IMQ concept made quite an impression during the 2019 Geneva International Motor Show. Because unlike other concept vehicles with ridiculous features and polarizing designs, the IMQ concept feels – for lack of a better word – closer to reality. Now, we all know how concepts turn from good to not-so-good when the production version hits the shelves, so it’s better to calm your appetite until we get to the juicy parts.
But if by some stroke of magic Nissan infuses the design cues of the IMQ in the production model, then I’m all in. From the looks of it, it seems the future of hybrid crossovers is in good hands.
Nissan IMQ concept. Photo: Nissan Motor Co., Ltd.
Related: Connecting your literal brain to the Nissan IMx KURO concept.
Stealth Attack Fighter
This is where it gets interesting. Where the Nissan IMx crossover and IMS sedan carry the familiar V-motion grille, the IMQ Concept is brandishing a different face; and it’s all for the better. I find nothing wrong with the front face of the IMx and IMS, but the IMQ Concept is the most desirable among the three.
And it has to be. The IMQ Concept marks a bold new direction in Nissan’s design language. The new V-motion grille is more subtle and blends vertically into the sharper hood. It also wraps in the front bumper horizontally, creating outer edges similar to what you see in the F-117A Nighthawk stealth attack fighter. The windshield wraps around the body with ultra-thin A-pillars and no B-pillars, which necessitates the use of rear suicide doors.
On some angles, the Nissan IMQ looks like the lovechild of a Nissan GT-R and Lexus RX Hybrid. From the rear, it manages to resemble the BMW X6, but in a better way. There’s a vertical character line that drops from the “boomerang” light clusters to literally split the air as it passes down the side. This not only improves aerodynamic performance, but it gives the crossover the gait of a much sportier vehicle.
See those darkened lower sections in the body? Those are detailed layers called “lamellas” and are splattered all over the exterior. Not sure if this feature makes it to production, but it shows the traditional Japanese side of Nissan.
Three-dimensional ridges on the darkened lower sections, known as “lamellas,” signify traditional Japanese design. Photo: Nissan Motor Co., Ltd.
If by some stroke of magic @Nissan infuses the design cues of the IMQ in the production model, then I’m all in. From the looks of it, it seems the future of hybrid crossovers is in good hands.Click To TweetDriven by e-POWER
The Nissan IMQ concept may be a hybrid, but it’s a different breed of hybrid. For one thing, it comes with Nissan’s next-generation e-POWER electric motor drive system. Now we can nerd on this tech all day, but I’ll make it simple: e-POWER allows you to experience the sensation of driving an EV without worrying about charging the damn thing.
The vehicle comes with four electric motors at each wheel. Nissan claims a combined output of 335 horsepower and 516 lb-ft. of torque. It also comes with a 1.5-liter turbocharged gasoline mill to charge the battery pack, although why you’ll need a turbo for this purpose is beyond me – maybe to “super-charge” or “turbo-charge” the charging, perhaps?
And since all four wheels have their respective motors, the power is channeled directly to a new multi-motor all-wheel drive system. This allows the IMQ concept to deliver precise and independent control of each wheel. This means conquering snowy, rocky, or rougher patches of tarmac; because nobody said you can’t go off-roading in a hybrid. The upcoming Jeep Renegade and Compass plug-in hybrids are proof of that.
Of course, no concept SUV is complete without a set of evocative 22-inch alloy wheels and smart tires. If the Imagine by Kia Concept came with Goodyear Intelligrip EV concept tires, the Nissan IMQ makes do with bespoke Bridgestone Connect tires. The rollers transmit data to the vehicle ECU to precisely calibrate the performance of the vehicle. Cool stuff, but I’m wondering how much it costs to fix a puncture in these tires?
Each seat is finished in a two-tone 3D technical fabric inspired by Japanese kumiko woodwork. The pattern is replicated on the instrument panel, door trim, parcel shelf, and on the seat back’s metallic finish. Photo: Nissan Motor Co., Ltd.
e-POWER allows you to experience the sensation of driving an #EV without worrying about charging the damn thing.Click To TweetTechnological Showcase: A Throwback
If the exterior emanates a high-tech presence, wait until you get inside. The controls and displays are clearly oriented toward the driver. It has a humongous 33-inch digital display (take that, Tesla!) along with a secondary screen above the center console. Even the steering wheel is not spared from the modern touch. Just look at that thing. It’s like piloting the Millennium Falcon in there, which 40-year-old kids will surely appreciate.
Technological Showcase: Innovative Safety
But the biggest tech showcase in the Nissan IMQ concept is not the outrageously huge display or the funky tiller. The distinction belongs to Nissan’s Invisible-to-Visible (I2V) Technology. It merges the real world with the virtual one. It allows the driver to see through buildings, obstacles, and larger objects. This helps you see better around corners and intersections to prevent and reduce accidents. Again, we can salivate like geeks, because this is space-age tech.
Nissan’s innovative safety feature utilizes Omni-Sensing technology to collect “real-world sensing information,” both inside and outside the cabin. The vehicle also benefits from Nissan’s ProPilot Assist system via the barrage of sensors, radars, and cameras located throughout the vehicle.
Nissan’s Invisible-To-Visible (I2T) Technology detects hidden obstacles on the road ahead. Photo: Nissan Motor Co., Ltd.
It's like piloting the Millennium Falcon in there, which 40-year-old kids will surely appreciate.Click To TweetNext-Generation Nissan Crossover
So far, so good. The Nissan IMQ Concept is clearly targeted at a different niche. It’s a hybrid crossover for those who aren’t ready to take the full-EV plunge. Whether all this makes it to production is the million dollar question.
We’ll just have to wait and see.
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. 
Nissan IMQ Concept Gallery











Photos & Source: Nissan Motor Co., Ltd.



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2018 BMW M3 CS: The Bavarian Powerhouse

2018 BMW M3 CS: The Bavarian Powerhouse

BMW’s M3 has sort of been the benchmark performance sedan since its inception. And BMW continues to bang that drum, even though their 3 Series has grown over the years, and their original hot rod, something that’s light and tossable and small and agile, has grown sizably over the years. And I mean that literally. In comparison to where it started, the current BMW 3 Series is about where the 5 Series was decades ago. Ever thus is that trend for auto manufacturers; slightly bigger, an inch here, ten pounds there, year over year. And what was once small and logical is now bigger and fatter.
To make this even weirder, here we have the new BMW M3 CS, a special edition model that delivers a “fine blend of high performance and complete everyday practicality.” Wait, I thought that’s what the M3 already was? What gives?
Abundantly Speaking
What gives is, essentially, marketing speak. Oh sure, the M3 CS has more. More power, more torque, more gee-gaws and such, but essentially it’s “just” this year’s M3, only more so. Why the Bavarians didn’t take all the CS stuff and simply call it the “2018 M3” is beyond me, but BMW gets funny sometimes. So that weirdness aside, the BMW M3 CS is everything we’ve come to expect from an M3. It’s quick, it’s fast, it’s powerful (and I mean really powerful), it has tons of tech, but not so much tech that it gets in the way of the overall driving experience (hopefully). And it is screwed together by members of a society that have a real fetish designing and screwing things together “right.”
Weight Loss
The CS has lots of carbon fiber, even more than you’d normally find on an M3. The widespread use of carbon fiber, carbon fiber-reinforced plastic to be accurate about it, keeps this first-ever BMW M3 CS much lighter than the “normal” M3. Around 110 lbs. less than a normal M3, so that’s worth paying attention to. Large portions of the body are also made from carbon fiber, like the hood, which drops 25 percent of its weight in comparison to the regular M3. The roof panel is made of carbon fiber and that alone is more than 13 lbs. lighter than a conventional steel version. Plus, that weight savings comes from way up high on the body, so the center of gravity will drop, handling will improve and such. The front splitter? Carbon fiber. Even the “Gurney Flap” hanging out back is done up in exposed carbon fiber.
According to BMW, the engine’s crankcase has a “closed-deck” design to make it more rigid, thus allowing for higher cylinder pressures. The sleeveless cylinder walls have a twin-wire, arc-sprayed coating to reduce weight. Photo: BMW of North America, LLC.
Power & Performance
And all this lightness is a good thing. Regular readers know I’ve got a fixation for lightweight cars, but what the M3 CS is really about is power. Lots of it. Bags of it. For BMWs, it all seems to come down to what that “M” stands for, which is motor. And boy does the 2018 M3 CS pack a whopper of a mill. To wit, it’s an M TwinPower Turbo inline 6-cylinder that cranks out 453 horsepower at 6,250 rpm (28 more than the “normal” M3), with 443 lb-ft. of peak torque, available from 4,000 to 5,380 rpm (37 lb-ft. more). Great googly-moogly, that’s a lot of power!
Some would say that’s too much power and, let’s be frank here, those people are morons. 453 + 443 sounds like f-u-n fun to me. And I mean mathematically verifiable fun. 60 mph comes up in a scant 3.7 seconds and the top speed has increased to 174 mph. See? F-u-n fun. All of that power and torque is put to the bahn through the 7-speed M Double-Clutch Transmission with Drivelogic.
Naturally, the suspension is tweaked to deal with the higher engine output. The M3 CS comes standard with BMW’s Adaptive M Suspension that offers a choice of three modes: Comfort, Sport, and Sport+ with different damper settings in each of the three modes. Three different settings for the precisely tuned M Servotronic electromechanical steering can also be selected at the touch of a button.
The BMW M3 CS is outfitted with an Active M Differential, an electronically controlled limited-slip differential to enhance traction and stability. The control unit communicates with the DSC (Dynamic Stability Control) system, and factors in the accelerator position, rotational wheel speeds, and yaw rate to deliver the maximum torque to the rear wheels while still maintaining traction. Photo: BMW of North America, LLC.


Noteworthy Points
Also adding to the fun is a nice, throaty sounding M sport exhaust system. It’s specially tuned for the CS with a quartet of stainless steel tailpipes blending perfectly into the carbon fiber diffuser. Point of parliamentary procedure: BMW uses the term “rear diffuser.” Most car companies do. Rear diffuser? That’s idiotic and redundant. Of course it’s a rear diffuser. Have you ever seen a diffuser at the front end of something? No. No you have not.
That’s like saying, “the new rear feathers of this arrow . . . ” Duh! You don’t put feathers on the front of an arrow no more than you’d put a diffuser anywhere but on the rear of a car. So knock it off, it’s starting to bother me.
Interior Treatments
The inside is drenched in Alcantara and two-tone full Merino leather in Silverstone/Black. There’s a new red start/stop button and the passenger compartment is pared down to the essentials for significant weight savings, but still graced by the presence of lightweight M sport seats. There is, however, such niceties as automatic climate control and a Harman Kardon surround sound system.
Pricing & Availability
You like? Of course you do. And if you really like, you better get to your local BMW dealer. Production of the M3 CS is limited to approximately 1,200 units worldwide, with only 550 of them coming to the United States. Pricing has not been announced but BMW will start taking orders in May.
Tony Borroz has spent his entire life racing antique and sports cars. He means well, even if he has a bias toward lighter, agile cars rather than big engine muscle cars or family sedans.
2018 BMW M3 CS Gallery














Photos & Source: BMW of North America, LLC.



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Lamborghini Terzo Millennio: When Crazed Italians Hang With Hyper-Geeks

Lamborghini Terzo Millennio: When Crazed Italians Hang With Hyper-Geeks

The Lamborghini Terzo Millennio is, to me, a prime example of what has been Lambo’s Achilles’ Heel for decades: Styling. Ever since the Countach, Lamborghini basically gave up on giving their cars any sense of grace or elegance and have gone for brute presence and hard edges and gaudiness with all the subtly of a 25 minute heavy metal guitar solo. Automobili Lamborghini got together with not one, but two laboratories at the Massachusetts Institute of Technology (aka MIT) and asked, in so many words, “hey, what would a possible future Lamborghini electric super sports car be like?”
The answer is this: The Lamborghini Terzo Millennio. A car that looks like something a 13-year-old would draw on the back of his notebook.
Central Command
MIT, the Massachusetts Institute of Technology, is arguably the best engineering school in the known universe (that’s right Vulcan Science Academy, you heard me). You know the MIRV, the Multiple Independently Targetable Reentry Vehicle for atomic warheads? That was dreamed up and invented at MIT. By graduate students. Stroboscopic photography? That was invented, single-handedly, by Harold “Doc” Edgerton, an MIT professor who taught freshman chemistry. The people that roam the halls and wander the MIT campus sit at the top of the Everest of geekdom. You ask MIT for “help” on your transportation project, and a byproduct might turn out to be a mass-driver that can sling ore from the asteroid belt back to planet Earth.
And Lamborghini, bless their hearts, decided to ask, and the result is the Terzo Millennio which, styling aside, packs about as much performance as a cruise missile on final approach. Bear witness.
Photo: Automobili Lamborghini.
Breaking Down The Beast
At its heart, this is a moon-shot of a car. If it happens at all in anything close to what we see here, it will happen many years (decades) down the road. Lamborghini flat-out states: “The concept physically imagines design and technology theories of tomorrow.” Theories? Wow, equivocate much? Lamborghini has chosen to focus on five different dimensions: energy storage systems, innovative materials, propulsion, visionary design, and emotion. Or, to put it in layman’s terms so you don’t have to be Florence LaRue: where the fuel goes, what it’s built from, how that fuel is dispensed to the tarmac, what it looks like, and . . . er, emotion? Really, they went with emotion? What does that even mean?
Energy Storage Systems
THUS SPAKE LAMBO!!: “The strategy of creating super sports cars with uncompromising performance generates Lamborghini’s motivation to revolutionize the approach to . . . SAVE ME!!! SAVE ME!!! Please don’t make me read this stuff. No need to get lost in all that MarComm drivel. The Energy Storage System, effectively the gas tank is a, in one word, supercapacitor. Which is (I hear some of you asking) just like yer run of the mill capacitor, only super. Essentially, a battery that is quick to discharge, quick to charge, and holds “enough” stored energy to “practically” use. Think of a much larger electric go-kart with a bodyshell and a license plate.
Photo: Automobili Lamborghini.


Innovative Materials
What is it built from? Answer: cloth and glue (aka carbon fiber). Cloth and glue that are used all over the place in structures and parts and the bodyshell, and also in interesting ways: like that same bodyshell acting as an accumulator for energy storage. Swift, eh? Lambo and MIT closely monitor the bodyshell to look for and predict cracks and structural failures, and self-fix them via micro-channels filled with “healing chemistries.”
To which I say, that’s cool and all, but couldn’t you just make the skin a little thicker and a little tougher and not even worry about “monitoring” it?
Propulsion System
Works like this: each wheel gets its own engine/generator, a pretty standard layout for an EV drivetrain. It’s so much easier to do this with electric motors, because even very powerful versions are also relatively small. And since all of these motors are controlled by enough computing power to make Seymour Cray tear up, that means you can automatically build in (and tweak on the fly) things like differential anti-lock braking based on accelerator data and steering wheel angles to optimize traction through mid-corner out to corner exit. To name just one of the simpler sub-routines anyway.
It’s not just that the car, with tons of electrical power delivered to the pavement near-instantaneously, can go and turn and stop, it can potentially do two or even three of those simultaneously.
Photo: Automobili Lamborghini.
Design
Let us just be Gorn-like, quick and merciful, and say this thing’s styling – regardless of how much aerodynamic sense it makes – looks like 13-and-a-half axe heads randomly attached to a big magnet. This car, the Terzo Millennio, does not look graceful or animated or lithe or agile. No, it looks stocky and apathetic and rigid and clumsy. Seriously. I’ve seen more aesthetic doorstops in Leningrad.
Emotion
Yeah. Yeah . . . no. Just, no.
Chances are the Lamborghini Terzo Millennio will hit the streets right about the time the mid-engine, quad rotor Wankel-powered Corvette is arriving (i.e. right around the time Gloria Steinem marries Harvey Weinstein). It’s a neat idea though.
Tony Borroz has spent his entire life racing antique and sports cars. He means well, even if he has a bias toward lighter, agile cars rather than big engine muscle cars or family sedans.
Lamborghini Terzo Millennio Gallery











Photos & Source: Automobili Lamborghini.



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2018 Buick LaCrosse Avenir Debuts, Signals New Direction

2018 Buick LaCrosse Avenir Debuts, Signals New Direction

Buick recently unveiled the 2018 LaCrosse Avenir, a more premium option when compared to the traditional model. Avenir is Buick’s new sub-brand, meant to expand their product line into more luxurious territory. The move may well usher in a new chapter for Buick, an automaker seeking to redefine themselves. Last year, we sat down with Buick’s Marketing Director, Molly Peck to gain some insight as to where they are headed in the future. Part of that conversation included the Avenir sub-brand, which made its official debut in October with the release of the 2018 Enclave.
Avenir is, interestingly enough, the French word for future.
Above & Beyond
In short, Avenir is Buick’s way of delivering more for their customers: more styling cues, more standard features, more premium materials – and so on. The idea is to make Buick resonate with those who desire a luxury vehicle unique to their lifestyle.
“Nine out of ten LaCrosse buyers are choosing one of the top two trim levels – customers are signaling they want more from Buick,” explained Duncan Aldred, Vice President of Global Buick and GMC. “With even more content and an elegant look, Avenir adds a unique name and appearance for those who want the best of our attainable luxury.”
2018 Buick LaCrosse Avenir. Photo: Buick.
Styling & Design
The Avenir’s design was ultimately inspired by Buick’s concept cars and employs a more dramatic, three-dimensional look. This is seen especially on the LaCrosse’s upper and lower grilles and chrome wings. Avenir script badging on the front doors and exclusive 19-inch Pearl Nickel or 20-inch Midnight Silver wheels are also characteristic of the LaCrosse Avenir. Inside, driver’s will find a Chestnut interior theme, embroidered first-row headrests, and Avenir-scripted sill plates.
Buick’s intent is for the design cues to create a truly memorable automobile.
“Exterior styling is very important to LaCrosse buyers, and its sculpted beauty withstands passing trends,” said Bob Boniface, Global Director of Buick Exterior Design. “For Avenir, we focused on maintaining the timelessness of the LaCrosse, while giving these customers subtle and tasteful details that elevate this car to a new level.”
2018 Buick LaCrosse Avenir interior layout. Photo: Buick.
Power & Performance
The 2018 Buick LaCrosse Avenir has a 310 horsepower V6 engine mated to a nine-speed automatic transmission. Intelligent Twin-Clutch All-Wheel Drive and Dynamic Drive with real-time dampening control are both optional. A suite of active and passive safety features will also be available.
Pricing & Availability
The 2018 Buick LaCrosse Avenir will arrive at dealerships early next year. Pricing and the vehicle’s complete specifications are forthcoming.
 
Carl Anthony is Managing Editor of Automoblog and resides in Detroit, Michigan. 
2018 Buick LaCrosse Avenir Gallery








Photos & Source: Buick.



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2018 Ram 1500 Hydro Blue Sport Revealed

2018 Ram 1500 Hydro Blue Sport Revealed

Today, at the San Antonio Auto and Truck Show, Ram Trucks unveiled their latest special edition, the 1500 Hydro Blue Sport. New for 2018, the Hydro Blue Sport features a black-accented performance hood, Sport grille with black billet inserts, and the brand’s signature “R-A-M” tailgate lettering. The truck’s monochromatic exterior is characterized by black bezel projector headlamps, LED taillights, and the body-colored front fascia, rear bumper, side mirrors, and door handles.
Ram believes the truck will be instantly recognizable, especially on 20-inch (4×4) or 22-inch (4×2) wheels.
“The custom look and high-impact colors have been well received in the marketplace and this new Ram 1500 Hydro Blue Sport will surely stand out on dealers’ lots and in customers’ driveways,” said Mike Manley, Head of Jeep & Ram Brands, Fiat Chrysler Automobiles.
Interior Treatments & Optional Equipment
Drivers are treated to blue highlight stitching on the instrument panel, center console, heated steering wheel, and door trim. Blue Sport embroidery accents line the heated seats while the Ram logo adorns the headrests. Optional equipment includes leather seating and trim, black tubular side steps, chrome wheel-to-wheel side steps, Active Level air suspension, ParkSense, and the RamBox storage system.
Photo: FCA US LLC.
Power & Performance
The 2018 Ram 1500 Hydro Blue Sport is powered by the ever-so-famous 5.7-liter HEMI V8. The engine creates 395 horsepower and 410 lb-ft. of torque while utilizing variable-valve timing to increase overall performance and efficiency. All Ram 1500 models have best-in-class aerodynamics with a coefficient drag of 0.360. Coefficient drag is likely not the first topic at hand when discussing pickups, but Ram tends to lead in some of these more unique, yet essential areas. For example, Ram 2500 and 3500 have that segment’s highest snow plow rating.
Pricing & Availability
The 2018 Ram 1500 Hydro Blue Sport will be a limited affair, with total production numbering just 2,000 units for the U.S. market. The truck goes on sale later this month with an MSRP of $46,060, plus $1,395 for destination. The Hydo Blue Sport is a crew cab, short-bed configuration in either a 4×2 or 4×4 layout.
Carl Anthony is Managing Editor of Automoblog and resides in Detroit, Michigan. 
2018 Ram 1500 Hydro Blue Sport Gallery





Photos & Source: FCA US LLC.



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Aston Martin CEO Swaps Business Suit For Racing Suit This Weekend

Aston Martin CEO Swaps Business Suit For Racing Suit This Weekend

Never trust a businessman who doesn’t use his own product. Or, in this case, never trust a businessman who runs a car company who doesn’t go racing. For me, in general, I don’t trust car companies that don’t go racing. It’s just a personal quirk, and I know a lot of auto manufacturers are just in this business to make money. Fine for them, but for me, if your company doesn’t race, it gives me the heebee-jeebees.
Different Cloth
It would be like if Leo Fender didn’t play guitar for some reason. Dr. Andy Palmer, President and Chief Executive Officer of Aston Martin of Gaydon, England on the other hand is not like that. Got to give the boy props. He’s no dilettante. He’ll be running this year’s Hankook 24 Hours of the Circuit of the Americas (CoTA) in Austin, Texas.
His ride, naturally, will be an Aston Martin Vantage GT8, the very same car that won its class at the Nürburgring 24 Hours earlier this year, a backbreaker of a race on a track that is notoriously dangerous. He will be paired with Paul Hollywood, John Hindhaugh, and Peter Cate throughout the twice-’round-the-clock endurance race happening this weekend, November 11th and 12th.
“It is a real treat for me to take part in the race at COTA,” Dr. Palmer said. “I have a fantastic car, some great co-drivers, and a top team behind me, and we are going out there to try to win the SP3 class.”
Coaching & Instruction
The Doc. is an intense amateur racer, having competed in Aston Martin Owners Club events at Snetterton, Brands Hatch, Rockingham (England), and Silverstone this year alone. The 24 Hours of CoTA marks his return to 24-hour racing after a stretch of shorter competitions. Along the way to getting back into the driver’s chair for this long haul, he as been mentored by such highly qualified types as Darren Turner and Jonny Adam, both of whom won the 24 Hours of Le Mans for Aston Martin this past June.
“It’s a fantastic circuit with some fast sections and some tight, technical corners and I know our WEC drivers enjoy racing there,” Dr. Palmer continued. “I have no delusions of being the next Turner or Adam, but I’m grateful for all the advice I can get from the professionals.”
Dr. Andy Palmer has raced with the Aston Martin Owners Club this year in preparation in a standard Vantage GT4. Photo: Aston Martin The Americas.


Teamwork & Dreamwork
Palmer’s teammates have strong links to Aston Martin. For example, Paul Hollywood (that’s his real name) gets his kicks racing an Aston Martin Vantage GT3 with the Beechdean AMR team in British GT races. He’s also known for something called the Great British Bake Off which is a TV show of some sort that, based on the title alone, has zero interest for me. There is no mention of Peter Cate’s baking chops, but he has raced for Aston Martin many times, notably taking a class win in the GT8 at the Nürburgring 24 Hours this year.
Then there is John Hindhaugh, a fellow who normally watches races rather than competing in them. Turns out he’s the main commentary guy for Radio Le Mans, but this weekend he’ll be going all George Plimpton (look it up) and getting behind the wheel. Given the team’s, uh, varied levels of experience and abilities, this will probably make for an interesting spectator experience.
Dr. Andy Palmer, President and Chief Executive Officer, Aston Martin. Photo: Aston Martin The Americas.
Racing Rundown
The action starts with a practice session on Friday (November 10th) around lunchtime before the hour-long qualifying run that afternoon. Not that qualifying counts for all that much in a race this long. Second practice is on Friday night to give the drivers the opportunity to acclimatize to racing at night. Curiously, the race is run in a split format. The race itself takes place on Saturday between 9:00 in the morning and 11:00 that night, then takes up again on Sunday from 8:00 in the morning to 6:00 in the evening. Yes, the cars do remain in Parc Ferme conditions overnight, and yes, this does allow the racers to grab some hard-earned rest, but it’s also kind of a weenie deal, and they should just run it in one long continuous go. In my opinion.
“Our plan is to emulate the motto of another Aston Martin racer, Nicki Thiim: ‘Go hard or go home,’” Dr. Palmer added.
Tony Borroz has spent his entire life racing antique and sports cars. He means well, even if he has a bias toward lighter, agile cars rather than big engine muscle cars or family sedans.
Photos & Source: Aston Martin The Americas.



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Ford Introduces World’s First Electronic Handbrake

Ford Introduces World’s First Electronic Handbrake

I know what you’re thinking, I was thinking the same thing too: Don’t we already have those (sort of stupid) push-button parking brakes already? That’s not much of an innovation. Au contraire mon frere. What Ford now offers is not a pushbutton electronic parking brake. No, this is an electronic version of the same sort of handbrake Sebastien Loeb used to slither up the Sisteron like an electric eel up a drainpipe.
Or, to put it more plainly: This is totally cool!
The all-new Ford Performance Drift Stick is a first-ever from a major car manufacturer. Basically, it is a rally-inspired electronic handbrake that can, if you’re good enough and coordinated enough, momentarily (momentarily is the key here) lock the rear wheels so you can either slide the car through corners and/or position the car for better corner exit. I raced rallies for a couple of seasons, and it’s not a particularly easy trick to master, but like a lot of tricks, when you get it juuust right, it’s a total gas.
Big Name Or No Name?
The Ford Performance Drift Stick was developed and designed for the Focus RS (a pretty good candidate for you and your navigator to run in the next Friday-Nighter Rally). Ford also mentions the Performance Drift Stick was approved by “rally and stunt star” Ken Block, for what that’s worth (not very much t’me). Block’s one of these half-talented narcissistic knuckleheads that seems to be all too common these days. I’m not saying he can’t goof around with a car in spectacular fashion, but what I am saying is doing it on film is not even close to doing it for real on a rally stage. When he does rally, he’s a make-up-the-numbers kind of guy that scrapes into the top ten with a current career best placing of ninth. So for me and my various rally friends, adding his name to a product doesn’t really help matters much. You might feel different, but so be it.
Photo: Ford Motor Company.
Inner Workings
The Drift Stick stems from the Focus RS’s Drift Mode and was developed by the same team. The Drift Stick itself is a trick looking aluminum lever between the driver’s seat and manual transmission’s gear selector. It is not, however, just a lever connected to the rear brakes, oh no. This is 2017, so even the most mundane of cars, let alone a Ford Focus RS, comes chock full of stuff and systems and computers and such that must be accounted for. The Drift Stick interfaces with the Ford Performance all-wheel drive system in conjunction with the anti-lock braking system. It opens up the rear-drive unit clutches and applies hydraulic pressure to lock the rear wheels; to kick the car into a slide essentially, but you’re not necessarily aware of all that. All you do is simply pull that trick looking lever.
Ford says the results are “clutch-free drift turns very similar to the experience of a real rally car.” Personally, I’d love to get my hands on one and see if this is true.
Photo: Ford Motor Company.


Plug & Play
The traditional route, a hydraulic handbrake, would have been a real pain to put in a production car. For starters, it would have required considerable alterations to the car, so Ford went entirely electronic. Turns out, going fully electronic opened up a number of interesting benefits. In fact, the electronic Drift Stick has many similarities with the professional calibration tool Ford already sells. So integrating the Drift Stick with this existing technology was literally as easy as plugging in a USB cable.
This allows you to recall diagnostic data and upload powertrain calibrations for the Focus RS. Slick!
There’s a bunch of other nifty advantages by going with this digital design. You get instantaneous engagement and release of the rear brakes. The Ford Performance Drift Stick is also light, requiring just five to six pounds of pressure to operate, significantly less than a hydraulic handbrake. Installation and removal is easy, if you go with this after you’ve bought your Focus RS. There’s no welding, hole drilling, or calipers needed like you’d do with a hydraulic kit. The Drift Stick connects to the on-board diagnostics port on the car, so it can function as a calibration tool. Pretty nifty, eh?
Photo: Ford Motor Company.
Pricing & Availability
The kit comes with the Drift Stick lever, all the mounts, circuit board, and professional calibration functionality. And, get this, the car’s warranty is not voided by its installation. The Ford Performance Drift Stick will be available starting December 1st at any authorized Ford Performance Parts distributor for $999. Ford also, rightly, points out how the Drift Stick is intended for track use only (my emphasis added).
And if I have to point out why Ford is right in saying this, and why you should not go screwing around with stuff like this on everyday streets with traffic and pedestrians and such, then I have only four words for you: Hand. Me. The. Keys. Seriously you slack-jawed chucklehead. You shouldn’t even be driving if you’re out there taking dumb risks like that. Take the bus. Take a taxi. Leave stuff like this on the track where it belongs.
Tony Borroz has spent his entire life racing antique and sports cars. He means well, even if he has a bias toward lighter, agile cars rather than big engine muscle cars or family sedans.
Photos & Source: Ford Motor Company.



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