Automotive

2018 Honda Fit: Little But Kinda Big

2018 Honda Fit: Little But Kinda Big

The Honda Fit, besides having an adorably Japanese name (seriously, who would name a car that? The same society that would name one of their cars the Bongo Friendly, I suppose) aims to be nearly all things to a certain slice of the population pie. The Fit wants to be small enough for the urban environment, yet big enough for four adults (five in a pinch).
Small, miserly on gas, yet practical and a hatchback so it can haul a modicum of stuff. Usually, trying to spread yourself this thin is a recipe for disaster (see Aztek, Pontiac) yet somehow, Honda makes it work.
Modestly Misplaced
No, I am not going to say you can take the Fit on The Great American Road Trip, jazz blaring on the stereo, visions of Kerouac and Cassady flashing through your brain in the middle of the great American middle. The Fit might be a number of things, and do a number of them well, but blasting through Montana, say, at 80 miles an hour is not one of them. The Fit is roomy, but you need more vroom, dig?
This is the third-generation Fit to hit the road in America and the first real update since the 2015 model. What it is, in general terms, is Honda’s version of the VW Golf or the Toyota Yaris, only oddly different somehow. The Fit always had odd styling and, as Honda has gotten more sedately extreme in their styling these days, the Fit has gone right along with it. Only it doesn’t work as well. Or at least it doesn’t work as a unified whole.
Have you ever seen one of those kids, and they’re kind of puppy like? They are gangly and their arms and legs are too long and their facial features are all over the place; ears and eyes and nose too big, way too much hair, even when it’s cut, that sort of thing? It’s like a size 5 person dropped onto a size 2 frame. Too much stuff on too small an area; that’s what the Fit always looked like to me. If the Fit was 20 percent bigger – longer wheelbase, taller, wider – all of the many, many design elements crammed onto it would work much better. However, what all Fits do in opposition to that is Work with a capital “W.” They are amazingly well thought out, practical, and useful despite their diminutive size.
2018 Honda Fit EX-L. Photo: Honda North America.

Functional Safety
The 2018 Fit gets a fully fresh look for 2018 and the addition of a new trim level, Sport in this case, and the availability of Honda Sensing. Honda Sensing is, according to the automaker, “our exclusive intelligent suite of safety and driver-assistive technologies designed to alert you to things you might miss while driving.” To put that in plain English, Honda Sensing is the by-now-ubiquitous suite of electronic nannies, sensors, and actuators that aim to save us from ourselves. So be it.
Styling Treatments
The 2018 Fit gets updated styling front and rear, and more color this time around for an “enhanced, youthful, sporty, and emotional character,” says Honda. The new styling aims to be sportier, starting at the very nose of the beast with a horizontal, two-piece grille done up in chrome and piano black with a large “H” dead center. Honda also says the headlights are “more integrated and sophisticated” and designed to blend into the side edges of the upper fascia. The Fit continues along this trend, moving the headlights up and back, back, way back along the fender line. Not saying this is bad, but if we’re not careful, headlights will be on the A pillars by 2021.
Out back, the Fit carries through with the new low and wide styling to keep things sporty. The 2018 rear bumper has been redesigned and features a full-width character line in piano black. There’s a new taillight combo on the Fit’s redesigned rear end too, plus a splitter-shaped lower section. Note that’s “splitter-shaped,” not an actual splitter. But who cares? It’s not like this thing will be going fast enough to really start working the underbody airflow for maximum downforce, y’know?
2018 Honda Fit Sport. Photo: Honda North America.
Sport Package
Now, about that new Sport trim level. Sport falls between the LX and EX trims and features an even more aggressive and sporty look with aero bits at the front, sides, and rear along with a front splitter highlighted in bright orange. At the rear there is a three-strake diffuser with a bright orange upper trim line (probably as ghastly as the one up front) and a chrome exhaust.
No word on pricing or exact availability or any of that jazz just yet, only Honda’s corp-speak: “more in-depth information about the upgrades to the 2018 Fit, including expanded feature content will be provided in the near future.” At the very least, we know the 2018 Honda Fit will hit dealerships next month.
Tony Borroz has spent his entire life racing antique and sports cars. He means well, even if he has a bias towards lighter, agile cars rather than big engine muscle cars or family sedans.

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Is Lincoln The Watered Down Cadillac?

Is Lincoln The Watered Down Cadillac?

Lincoln is, by this point in its life, a very strange company. At one time, they were the ride of choice for Presidents and rockstars and mobsters. The Kennedys, Pete Townsend, and the Corleones all had a thing for Lincolns. They were credibly going toe-to-toe with Cadillac for the pinnacle of huge American luxury cars that said to the world, “I have made it! Look who I am! I drive a Lincoln!”
That is a vibe even Cadillac struggles to maintain in the minds of customers younger than 74, but what does Lincoln hope to hang on to?
Loyal Faults
Loyalty. In a word, loyalty. At least if the latest missive from Lincoln is to be taken seriously. And honestly, I have no reason at all to doubt this. It’s not that Lincolns are screwed together so poorly that lack of quality is a problem. They are, without a doubt, very well assembled using very high quality materials. The problem here is with touting, “Lincoln has the luxury segment’s highest loyalty rate among new luxury-vehicle buyers in the first quarter of 2017, according to IHS Markit Loyalty data.” It’s not so much a problem with the information, but how loudly Ford’s luxury brand is trumpeting fairly equivocal facts.
It’s as if Lincoln were that kid in high school saying, “did you know that I am the second relief quarterback on the JV football team? Lots of potential there. And also, Mr. Johnson, the band director, said that I might make third chair trumpet this year. So what-a-ya say? Go to the prom with me?” It’s not as if those things are false; it’s the desperation at their foundation that makes it a worrying pitch for a prom date, but especially for a luxury car.
Lincoln sales are up 6 percent this year, outpacing a luxury segment that is up 2 percent, according to Lincoln and industry reported sales data. However, is that enough to sustain the brand? Photo: Lincoln Motor Company.
Packed Field
And look at the statement they are hanging all this on: “Lincoln has the luxury segment’s highest loyalty rate among new luxury-vehicle buyers in the first quarter of 2017, according to IHS Markit Loyalty data.” That’s three qualifiers in a rather tepid statement. In so many words, Lincoln is saying “hey, people who have never bought an expensive car before sure like our product, if they bought in the first three months of this year at any rate.”
And this is really sad. Not just because Lincolns are put together well and use high quality materials like I mentioned above: No, it’s sad because Lincoln is “the alternative Cadillac.” Lincoln is literally the only domestic alternative to Caddy. If you are a relatively patriotic car buyer, and you’ve just hit the big time, what are your choices? Two: Cadillac or Lincoln. There was a time when there were dozens of top American luxury cars to choose from. Not just Cadillac, but Duesenberg, and Cord and Auburn and Pierce Arrow and Packard and Lincoln. Back when Cadillac’s company motto was “The Standard of The World” they weren’t kidding, and they were right. People from all over the world looked up to, admired and desired Cadillacs. Now? Well, Cadillac has been saying for decades, “Hey! Hey, over here! Pay attention to us! Why buy German? Get a Caddy!”
Even Buick is attempting a complete turnaround.
2017 Lincoln Continental. Photo: Lincoln Motor Company.
Second Best
Whither Lincoln? They can’t even say that. The best they can come up with is, “we’re not Cadillac, but we’re still American! Oh, and new buyers of our cars love us.” If that sort of attitude doesn’t make the higher-ups at FoMoCo shudder and have visions of what happened to Mercury dancing in their heads, I don’t know what will.
And I’m not here to pillory Lincoln. I actually like them. I always have. They’re big and square and have a presence close to a Brink’s truck. Why would I, if I were in the market for something huge and American and over-engined and luxury stuffed, not consider a Lincoln? Because Lincoln is a B- answer in comparison to what Cadillac produces. Being nearly as good is never, ever a way to sell more of your stuff, let alone a sound business strategy.
2017 Lincoln Continental interior layout. Photo: Lincoln Motor Company.

New Strategies
If Lincoln wants to survive, and I really hope they do, they need to get off the dime now. They need to start producing cars that make Caddys look like half-thought out parts-bin specials. Lincoln needs to start dropping in blown Shelby Mustang plants into their capacious engine bays. Have the guys that designed the Ford GT’s suspension have a go at the Lincoln’s chassis. They already have the comfort and convenience stuff down, so go for the performance angle. Make it work, and then beat Cadillac over the head with it.
Shoot, why not go all the way? Why not resurrect Mercury as Lincoln’s performance division, the way Mercedes-Benz has AMG and Audi has their S models? You already have the name right there. He’s even the Roman god associated with speed and financial gain. Use it. Drop the big mills into the Continentals, only calmed and quieted for the stock broker crowd, but put the same engine into the “Mercury” division aimed at the patriotic middle-aging Vin Diesels of America. Pull out sound deadening, make things stiffer, and get marketing on board. Remake the hot rod Lincoln and find some down-right, true-blue American rockstar to be your spokesperson. Shoot, Detroit is crawling with American rock stars. Use one of them.
What’s Iggy Pop doing these days? He’d be perfect. He’s even from Detroit.
Tony Borroz has spent his entire life racing antique and sports cars. He means well, even if he has a bias towards lighter, agile cars rather than big engine muscle cars or family sedans.

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70,000 miles with a Volvo C30 in Vermont

70,000 miles with a Volvo C30 in Vermont The Volvo C30 does battle with a VW Golf GTI while being lifeless at the same time

I never followed up with an update on life with the 2009 Volvo C30 R-Design that I eluded to in this piece, so let’s jump forward three years. The C30 has not grown on me since I purchased it. I had low overall expectations, and they have stayed there. It corners and accelerates as well as a GTI and comes with a 6-speed manual transmission. After 70,000 miles with this car, it’s clear that Volvo could have easily sold more of these if they had chosen to make the driving experience a bit more raw. The cost to own this car was the biggest surprise, given it’s a Ford Focus with a serving of 90’s Volvo mechanicals and a splash of Mazda 3. Let’s first jump into what it’s like to live with everyday from driving to practicality:

It’s measurably quick, but deadpan about it.
The shifter is vague, the flywheel is heavy, the pedals are poorly spaced for heel-and-toeing, mechanical grip is high with little feedback, the engine is silent, and the cabin is silent—the NVH difference between 55 mph and 90 mph is negligible. All of this works because the sound deadening and aerodynamics are quite effective, the suspension is well thought out and provides neutral handling, all of the tires have a little bit of negative camber, and there’s that turbo plugged into Volvo’s famed modular 2.5 liter 5-cylinder. The root of the issue is that there is no feeling of engagement for the driver—until the car is chucked well into a “reckless driving/endangerment” condition—the steering feels dead and the motor only starts to make a vacuum-cleaner like drone at 4,000 rpm. The only perennial weak point on paper is the brakes, which have a spongy pedal and can be prone to moderate fade if thrashed.

Get a nice rack, you won’t regret it.
I live in Vermont and this car replaced a Volvo 850 T-5 wagon. The Volvo C30 has 20 cubic feet of space with the seats folded down—the 850 has 65 cubes—and the C30 only manages 12.9 cubes with the two bucket seats in their upright position. Despite the lack of space, a set of Thule Aeroblades and ski racks meant mid-day escapes from the office to the nordic center effortless (mixed driving gas mileage drops from 30 mpg to 26 mpg). For two persons, the storage behind the rear seats is enough for wintertime dayhiking.The rear buckets are actually quite comfortable and offer excellent support while cornering—though egress is tedious. For couples with an outdoor lifestyle and no kids, this car is entirely practical.

Think of the sex appeal (and mental toughness required) of buttering a cold waffle.
The Volvo C30 is front-heavy, the wheelbase is short, and all-around negative camber conspires to make this a handful in the snow. With 1-year-old Hakkapeliitta snow tires on it, “twitchy” is the order of the day. Cornering is on the oversteer side of things and driving along over straight but collapsed sections of roadway causes things get sideways quickly. Have I passed out-of-state folks spinning their all-season tires in their SUVs up a hill from a full stop in this two-wheel-drive low-clearance car? Of course, but that’s all down to the tires. Oh, and while we’re on the subject, it was a masterstroke for Volvo to put the DSTC (traction control) switch on the turn signal stalk.

$3,000/year to maintain a dolled-up Ford Focus?
The car clearly doesn’t provide “all of the feels”, or whatever it is kids are saying these days, but what is it like to maintain? Volvo’s been using the 5-banger since 1993, this is not the first rodeo for Getrag’s M66 transmission with Volvo, and, let’s face it, this is really a dolled up Ford Focus. The truth is sharp—$3,000/year in maintenance for 20,000 miles per year. This includes largely DIY and independent work, though some things like the clutch were farmed out to the dealer. Much of the funds have gone to tires and suspension. The driving has been spirited and it’s hard to get anywhere near 30,000 miles on a set of tires. This is partially down to the stock suspension setup for which Volvo issued a service bulletin, merely advising technicians that because of the car’s mild negative camber, that it would regularly eat through the inside of tires. It’s great for those using directional tires, not so great for those using asymmetrical tires.

The interior doesn’t age.
For all of the negative issues, the positives make this car pretty competitive in its class. The interior is spartan without being cheap and has defied the test of time in a way that economy and luxury cars seem to always fail. Apart from vacuuming light-colored dirt out of the black carpet, Volvo designed the interior to be free of overly shiny surfaces and ‘magnets’ for wear. Buy nearly any car on the market today, drive it for a full day, and the interior will appear ‘lived in’ at the end of the day. Volvo has managed to evade this, and it’s hard to give them enough credit for doing so.

Conclusions
After a long day at the office or a long day out, dropping into the car still feels like a quiet, contemporary sanctuary. The front and rear seats are great for average to small-sized folks, it’s quiet, the stereo isn’t bad for an entry level stereo, and the interior pieces doesn’t rattle incessantly over bumps. Having all of 236 ft-lbs of torque available at 1,500 rpm never gets old.
In today’s car market if you ask for an ample, flat torque curve, a manual transmission, headlamp washers, heated leather seats, an attractive, but low-maintenance interior and unusual styling, you may find there just aren’t many cars out there like this anymore, certainly not for this car’s original asking price of $30,000, I just wish it was alive.
-By: Sawyer Sutton

All photos © 2017, Sawyer Sutton, egmCarTech
The post Long-Term Review: The experience of 70,000 miles in a 2009 Volvo C30 in Vermont appeared first on egmCarTech.

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Letter From The UK: A Breed Apart

Letter From The UK: A Breed Apart

A small green jewel of an island in the middle of the Irish Sea is home to one of the most exciting and nerve-shredding Motorsports events anywhere on the planet. Although it is part of the United Kingdom, the Isle Of Man has its own parliament and government which have competence over all domestic matters.
This makes a difference.
The Race
As long ago as 1907, a group of enthusiasts decided they would stage an “auto-cycle” race around the island and thus, the Tourist Trophy was born. Today, Tourist Trophy Week attracts riders and supporters from all over the world. Handily, TT also stands for Time Trial which is what this race is.
It is a two-wheeled spectacular; motorbike rider and machine pitting themselves against the clock on an island circuit comprised entirely of closed public roads. Competitors encounter stone walls, hedgerows, drain covers, and high curbs all of which are hard, unyielding, and deadly. The Snaefell Mountain Course is 37.73 miles long and races can comprise one to six laps, so the Senior TT bikes will cover 226 miles in one race and – I can’t stress this enough – the record for the average speed per 37.73 mile lap, AVERAGE, is currently 133.962mph. The men and women who wrestle these mighty machines around the lumpy, bumpy streets of the Isle of Man are truly a breed apart.
Death Ever Present
Tragically, scarcely a year goes by without someone getting killed in often a horrendous accident. One slip, one brush against a curb and all is lost. During this year’s TT competition which finished last week, it is sad to report that three riders died in crashes and a couple were injured and this is the point. In the UK generally the great gods of health & safety rule. They have their humorless clipboard-toting acolytes who go around preventing people from doing the things they enjoy. To say our nation is risk-averse is to put it mildly. If the authorities could make us all wear personal safety roll cages whenever we left the house they would.
The Isle of Man does it differently. They believe that, all reasonable safety precautions being taken, if riders want to put themselves at hazard then they should be allowed to do so. This is a mature and sensible attitude. Furthermore, the competitors and their families know the risks. It stares them in the face. If someone is killed there is usually a moment of reflection for other riders before their machine is pushed up to the start line. Over 200 motorcycle stalwarts have died over the years and yet still they come in their droves. The race week has never been so well supported.
The trouble is, if you like to go fast then it is in your blood. Many competitors crave the excitement and, yes, the fear, as a starving man would crave a piece of bread. The fact is that here on the cracked and broken mainlands of Britain and elsewhere in the world, much motor racing on two or four wheels has to an extent been slightly muted by rules and regulations. Nobody wants to bear witness to death but, in my view, racing has become, if not dull, at least a little pedestrian at times.
Isle Of Man TT. Photo: Creative Commons.
Racing Relics
Obviously, there’s still plenty of exciting motor racing around. The last race of this weekend’s British Touring Car Championship demonstrated that but, like an insidious disease, I worry slowly but surely the rot will set in. I can’t speak for the rules in the USA but to me it seems that American Motorsport appears less afflicted by the excesses of health and safety. I for one love to watch any NASCAR or IndyCar racing I can find on the television, but I can’t say the same about Formula One. Increasingly, the bloated and money-obsessed F1 circus is staged on brand new circuits that are like giant car parks with huge run-off areas and a boring track design that leaves spectators remote from the action.
Many of the grand old circuits of the past hardly get a look in now. Monaco survives, thanks to the glamour, but the days of seeing Grand Prix cars sweeping up the corkscrew that is Eau Rouge at Spa are long gone. Accidents by their very nature are just that. No one can predict the unknowable. Essentially what I am saying is that if we insist on yet another safety precaution every time someone dies, where does it end? How safe does Motorsport have to become before it turns into a parade?
Eau Rouge & Raidillon, Circuit de Spa-Francorchamps, October 1997. Photo: Creative Commons.

Good Old Days On Film
This writer recently watch a current documentary film about the New Zealand racer, Bruce McLaren. What struck me most was just how exciting the racing was in those gung-ho days. No track-side barriers, no run-off gravel areas, just man and machine dicing with the devil. History shows these racers were at the edge of the abyss yet they still pushed the limits. Technology has made our race cars safe for drivers which is good, but has it taken away the spirit of derring-do?
Need For Speed
The need for speed is in us, but eroded by society. The need to take risks is an urge laying dormant just below the veneer of our daily humdrum lives. This other breed embraces that urge fully. If you ask them why, they probably could not give a fully coherent answer. It’s the buzz, they say. It’s the charge. It’s the blast. Two wheels aren’t enough for me personally, but give me four and I get it.
Geoff Maxted is a motoring writer, photographer, and author of our Letter From The UK series. Follow his work on Twitter: @DriveWrite
Cover Photo: A. G. Lloyd-Jones.

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General Motors Assembles First Round of Driverless Test Vehicles

General Motors Assembles First Round of Driverless Test Vehicles

General Motors recently announced the completed production of 130 self-driving Chevrolet Bolt EV test vehicles. The fleet is equipped with GM’s latest autonomous technology, and will join the more than 50 other Bolt EV test vehicles already in service.
Currently, GM is conducting testing in San Francisco, Scottsdale, and Detroit.
Future Goals
GM became the first automaker to assemble driverless test vehicles in a mass-production facility when the fleet of self-driving Chevrolet Bolt EV test vehicles began coming down the line at Orion Township Assembly in January.
“This production milestone brings us one step closer to making our vision of personal mobility a reality,” said GM Chairman and Chief Executive Officer Mary Barra.
Each Bolt EV test vehicle is equipped with LIDAR, cameras, sensors, and other components necessary for automated driving. GM will leverage the technology to further develop a safe and reliable fully automated vehicle.
“Expansion of our real-world test fleet will help ensure that our self-driving vehicles meet the same strict standards for safety and quality that we build into all of our vehicles,” Barra explained.
Partnership Approach
In March of last year, GM acquired Cruise Automation, a San Francisco company focused on autonomous driving programs and software. Chief Executive Officer Kyle Vogt believes the forthcoming fleet of Bolt EVs are essential.
“To achieve what we want from self-driving cars, we must deploy them at scale,” he said. “By developing the next-generation self-driving platform in San Francisco and manufacturing these cars in Michigan, we are creating the safest and most consistent conditions to bring our cars to the most challenging urban roads that we can find.”
GM and Cruise Automation have been testing driverless Bolt EVs on public roads in San Francisco and Scottsdale since June 2016. In January, the two companies began testing vehicles on public roads in Warren, Michigan. According to Cruise Automation’s website, the company is hiring additional engineers who are passionate about the field of automated driving.
Carl Anthony is Managing Editor of Automoblog and resides in Detroit, Michigan.
Photo: General Motors.
Photos & Source: General Motors, Cruise Automation.

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Audi Demonstrates Piloted Driving Technology In New York

Audi Demonstrates Piloted Driving Technology In New York

Audi became the first automaker to showcase an automated vehicle in New York during an event near the state’s capital in Albany earlier today. The company demonstrated what they call Audi Highway Pilot technology, a Level 3 designation with regard to autonomous driving from the Society of Automotive Engineers (SAE). Those in attendance, including legislators, media, stakeholders, and their respective staffs received rides and in-depth demonstrations on the technology.
Currently, no vehicle on the road today surpasses Level 2 automation. Level 3, known as Conditional Automation, is a another step forward for proponents of automated driving.
“Audi, with the partnership of forward-thinking states like New York, are at the forefront of defining the future of transportation,” said Scott Keogh, President of Audi of America.
Sensor Fusion
Audi Highway Pilot technology is capable of sending a given vehicle to highway speeds when conditions allow. The system meets rigorous safety standards with its advanced sensors, cameras, lasers, and artificial intelligence. This “sensor fusion” approach allows the vehicle to control the acceleration, braking, and steering, while responding to road inputs without driver intervention. During the demonstrations, two Audi engineers were in the vehicle to monitor the system, ensure safety, and answer questions. The vehicle Audi used for the event has already recorded thousands of miles on limited access roads and highways across the United States.
Photo: Audi of America, Inc.
New Legislation
New York recently approved Audi to conduct autonomous testing within the state. Audi is the first automaker to receive approval since Governor Andrew Cuomo announced the state was accepting applications from companies interested in testing their autonomous vehicles on public roads. Furthermore, new legislation included in New York’s fiscal year 2018 budget accounts for testing driverless technology via a year-long pilot program. Proponents of automated driving point to a range of benefits: improved infrastructure, reduced emissions, and accident-free roads chief among them.
“That kind of innovation only happens with industry and government working hand-in-hand toward a shared goal of safer roads,” Keogh said.
Carl Anthony is Managing Editor of Automoblog and resides in Detroit, Michigan.
Levels of automated driving as defined by SAE:
Level 0 – No Automation: The full-time performance by the human driver of all aspects of the dynamic driving task, even when enhanced by warning or intervention systems.
Level 1 – Driver Assistance: The driving mode-specific execution by a driver assistance system of either steering or acceleration/deceleration using information about the driving environment and with the expectation that the human driver performs all remaining aspects of the dynamic driving task.
Level 2 – Partial Automation: The driving mode-specific execution by one or more driver assistance systems of both steering and acceleration/deceleration using information about the driving environment and with the expectation that the human driver performs all remaining aspects of the dynamic driving task.
Level 3 – Conditional Automation: The driving mode-specific performance by an Automated Driving System of all aspects of the dynamic driving task with the expectation that the human driver will respond appropriately to a request to intervene.
Level 4 – High Automation: The driving mode-specific performance by an Automated Driving System of all aspects of the dynamic driving task, even if a human driver does not respond appropriately to a request to intervene.
Level 5 – Full Automation: The full-time performance by an Automated Driving System of all aspects of the dynamic driving task under all roadway and environmental conditions that can be managed by a human driver.
Photo & Source: Audi of America, Inc, Society of Automotive Engineers.

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2019 Dodge Charger Lineup: The Automotive Industry’s John Bender

2019 Dodge Charger Lineup: The Automotive Industry’s John Bender The Dodge Charger is the captain of the Detroit Muscle team; there is no better example of a modern day muscle car. On the whole, Dodge is becoming (even more so) the most rebellious brand in the automotive industry with their amped-up Chargers, Challengers, and Durangos. As things shift toward electrification and automation, and as countless small SUVs flood the market, Dodge is flying a pirate flag through a sea of Claire Standish wannabes.
The 2019 Charger lineup is proof Dodge is not budging from the table. By all accounts, they have propped their feet up, typical of their John Bender attitude.
“Despite a shift toward utility vehicles in the United States over the past decade, the Dodge Charger and Challenger continue to buck the trend,” explained Steve Beahm, Head of Passenger Car Brands, Dodge//SRT, Chrysler and Fiat – FCA North America. “Charger and Challenger retail sales have increased 70 percent since 2008, and since the launch of Scat Pack in August 2014, high-performance model sales increased from four percent to more than 25 percent.”
Here is a look at the Dodge Charger lineup for 2019.
2019 Dodge Charger SRT Hellcat. Photo: FCA US LLC.
Charger SRT Hellcat
The Hellcat is the big dog in the 2019 Charger lineup, standing as the quickest, fastest, and most powerful sedan in the world. The supercharged 6.2-liter Hemi V8 twists out 707 horsepower and 650 lb-ft. of torque, and comes connected to a TorqueFlite eight-speed automatic with paddle shifters. Helping this massive Hemi breathe are dual inlets that feed cooler outside air into the engine compartment.
The Launch Assist feature uses the Hellcat’s wheel speed sensors to watch for driveline-damaging wheel hop when launching. If hop is detected, engine torque is modified within milliseconds to regain grip. With Line Lock, the front brakes engage and the rear is left open for burnouts to heat up and clean the tires.
After arriving for that late night jazz show (it’s where I would take it), the Charger Hellcat will employ its After-Run Chiller system. This allows the supercharger/charge air cooler to continue cooling down after the engine is turned off.
Charger R/T Scat Pack
This Super Bee can sting rival pony cars with its naturally-aspirated 392 Hemi V8 and TorqueFlite eight-speed automatic. The aforementioned Launch Assist and Line lock are now standard on the Scat Pack which puts 485 horsepower and 475 lb-ft. of torque to the pavement. Optional for 2019 is a Bilstein three-mode Adaptive Damping Suspension system.
Inside, drivers are treated to a “Dark Dub Plate” instrument panel and Houndstooth cloth performance seats with plenty of bolstering. When the Scat Pack’s Launch Control feature is engaged, those seats are greatly appreciated. The system coordinates the engine, transmission, driveline, and suspension for hard straight-line sprints.
In the words of Samuel L. Jackson from Jurassic Park: “Hold Onto Your Butts.”

Charger R/T
A solid daily driver, the R/T comes with the evergreen 5.7-liter Hemi V8, good for 370 horsepower and 395 lb-ft. of torque. The performance-oriented chassis includes the suspension and steering to match; the TorqueFlite eight-speed automatic and 2.62 rear axle ratio are both standard.
The R/T gets a makeover for 2019 with a new hood, fascia, side sills, spoiler, and seats. Opt for the Cold Weather Package and get a heated steering wheel and heated seats.
Charger SXT AWD
Powered by the Pentastar V6, the SXT AWD returns a healthy 27 mpg on the highway. The all-wheel drive system is complete with an active transfer case and “front-axle disconnect” to increase overall efficiency. The Pentastar V6 is attached to a TorqueFlite eight-speed automatic and delivers 300 horsepower and 264 lb-ft. of torque.
A new Caramel Nappa leather interior and the aforementioned Cold Weather Package are among the available options.
Charger GT
With the same horsepower and torque specs at the SXT AWD, the GT is another ideal daily driver. Like the R/T, the GT gets a new hood, fascia, side sills, spoiler, and seats – and the newly available 20-inch Satin Carbon and Black Noise wheels don’t hurt anything either.
The vehicle’s systems and controls are accessed through an 8.4-inch Uconnect screen, which includes the Dodge Performance Pages like the upper models have.

Charger SXT
Every muscle car needs a mild cruiser and the SXT certinately fits the bill at 292 horsepower and 260 lb-ft. of torque. Still the Pentastar V6, still the TorqueFlite eight-speed automatic, just toned down a bit. Standard features are plentiful: electronic stability control, remote start, cruise control, electric power steering, automatic halogen projector headlamps with LED accents, and three 12-volt power outlets.
The aforementioned Caramel Nappa leather interior and Cold Weather Package are both available.
Colorful Array
What makes the Dodge Charger such an enticing car is the color palette: B5 Blue, Destroyer Grey, F8 Green, Go Mango, Granite Crystal, IndiGo Blue, Maximum Steel, Octane Red, Pitch Black, Plum Crazy, TorRed, Triple Nickel, and White Knuckle.
Hard to pick a favorite.
Availability
The 2019 Dodge Charger is expected in showrooms in the third quarter of this year, although any of the above models can be ordered now. The Charger is on track to lead the large car segment in the U.S. for the fifth straight year.
Carl Anthony is Managing Editor of Automoblog and resides in Detroit, Michigan. He studies mechanical engineering at Wayne State University, serves on the Board of Directors for the Ally Jolie Baldwin Foundation, and is a loyal Detroit Lions fan.
Photos & Source: FCA US LLC.

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2019 Volvo S60: South Carolina’s Tasty Little Treat

2019 Volvo S60: South Carolina’s Tasty Little Treat Volvo Cars simultaneously rolled out a new car and a new manufacturing facility the other day. That’s a double you don’t see happening very often. The new car in question is the S60 sedan, and the factory is the company’s first American manufacturing plant, located outside Charleston, South Carolina. The Swedes say the factory opening reinforces Volvo Cars’ commitment to the United States, and shows how serious they are about the new S60.
Electric Avenue
Volvo points out how the new S60 is the first Volvo car to be sold without a diesel engine. Volvo says this signals “the company’s industry-leading commitment to electrification and a future beyond the traditional combustion engine.” I say it also shows that Volvo doesn’t want to get caught up in a Scandinavian version of diesel-gate and end up with various board members being thrown into Saltvik Prison. (BTW, when looking up a funny Swedish prison name, I came across this: Prison Life in Scandinavia – Discover Scandinavia; seriously dude, an article from a Scandinavian tourist site about how great their prisons are!)
But it’s more than just that, Volvo seems very serious about this whole EV thing, saying that from 2019 all new models will be electrified.
2019 Volvo S60 R-Design. Photo: Volvo Car Group.
Power & Performance
This new, American-built S60 will be propelled by the company’s turbo and supercharged T8 Twin Engine Plug-In Hybrid system. The internal combustion plant puts out 313 horsepower and the rear electric motor adds another 87 for a combined, healthy power output of 400 horsepower. Tasty!
In addition to the T8 version, the T5 front-wheel drive, and T6 all-wheel drive will also be available.
The new S60 shares the Scalable Product Architecture platform with other Volvo cars, such as the new V60 wagon and XC60.
Safety & Security
And, since this is a Volvo, it’s about as safe as a castle. There’s the City Safety system with Autobrake technology to assist the driver in avoiding potential collisions. Volvo says City Safety is the only system on the market that can recognize pedestrians, cyclists, and large animals and can engage auto braking to mitigate oncoming collisions.
There’s an optional Pilot Assist system to support you with steering, acceleration, and braking on well-marked roads up to 80 mph. The S60 also comes with Runoff Road Mitigation, Oncoming Lane Mitigation, and other steering assistance nannies.
Infotainment? Oh sure: The Sensus Connect system is compatible with Apple CarPlay and Android Auto and works via a tablet style touchscreen interface that combines car functions, navigation, connected services, and various entertainment apps.
Photo: Volvo Car Group.
Pricing & Availability
The T5 FWD, T6 AWD, and T8 Twin Engine Plug-In Hybrid will carry an MSRP of $35,800, $40,300, and $54,400 respectively. The new S60 will also be “sold” via Volvo’s new subscription service, Care by Volvo. The subscription deal means no down payment and a monthly flat rate. No worrying about maintenance and that sort of thing.
A well-equipped S60 T6 AWD Momentum is available for $775 a month through the program; an S60 T6 AWD R-Design can be had for $850 a month.
The new S60 also has a Polestar Engineered variant, which includes upgrades to the exterior and interior design, wheels, brakes, suspension, and engine control unit. This is the one you want to buy, but they will be extremely limited.
Tony Borroz has spent his entire life racing antique and sports cars. He is the author of Bricks & Bones: The Endearing Legacy and Nitty-Gritty Phenomenon of The Indy 500, available in paperback or Kindle format. His forthcoming new book The Future In Front of Me, The Past Behind Me will be available soon. Follow his work on Twitter: @TonyBorroz
2019 Volvo S60 Gallery

Photos & Source: Volvo Car Group.

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A Brief Look At The 2019 Chevy Volt

A Brief Look At The 2019 Chevy Volt With a new propulsion system, the 2019 Chevy Volt will slice charging times nearly in half, being better suited for “opportunity charging,” or plugging in while around town to top off the battery.
“With about twice the range added during 240V Level 2 charging sessions, the 2019 Volt’s 7.2 kW system makes opportunity charging more worthwhile,” explained Jesse Ortega, Chief Engineer, Chevrolet Electric Vehicles. “It effectively extends the vehicle’s all-electric driving range, while providing about twice the range for the money when plugging in at public facilities that charge by the hour.”
Charging & Capacities
With the new 7.2 kW system, a 240-volt outlet, and supporting hardware, a total recharge happens in just over two hours. The new system is standard on Premier trims but available for the LT. A 3.6 kW charger is standard on the Volt LT.
Chevy says the new electric propulsion system, combined with a full tank of gas and a full charge, offers an EPA-estimated 53 miles of pure EV range and 106 MPGe. When the Volt’s battery runs low, a gas-powered generator activates to extend the driving range to a total of 420 miles on a full tank.
The 2019 Volt also utilizes an automatic, engine-assisted heating system for temperatures below zero to increase all-electric range. New Low and Regen on Demand profiles boost regenerative braking capability, according to Chevrolet.
Photo: Chevrolet.
Technology & Features
The Infotainment 3 system includes an 8-inch-diagonal color touchscreen with a new Energy App. The app’s “Impacts Screen” shows how driving style, route, weather, and cabin settings affect range and conveys said impacts in terms of mileage.
A new Power Convenience Package, an extension of the Comfort Package, is available for the LT, adding a six-way power driver’s seat. The wireless charging pad is relocated ahead of the shifter, while a new digital rearview camera replaces the previous analog system. Safety features include Adaptive Cruise Control and a pedestrian alert system.
“The 2019 Volt’s enhancements give customers more of what they love with the vehicle and make it even more useful as an everyday electric vehicle,” Ortega said. “It’s a more seamless experience than ever.”

Pricing & Availability
Chevrolet did not disclose pricing but says the 2019 Volt should arrive this fall. New color themes include a Pacific Blue Metallic for the exterior, and a Jet Black/Porcelain Blue for the Premier’s interior. An available, dealer-installed blackout package includes sport pedals, black front/rear bowtie emblems, and 17-inch machined-aluminum wheels with black-painted pockets.
To date, Volt owners have driven more than 2.8 billion EV miles, saving more than 108 million gallons of gas.
The Automoblog Staff contributed to this report and can be reached anytime.
Photos & Source: Chevrolet.

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