Automotive

Extensive, High-Power-Charging Network Announced For Europe

Extensive, High-Power-Charging Network Announced For Europe

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

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

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

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

Photos & Source: Nissan North America.

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Memory Lane: The Milkman Mentor

Memory Lane: The Milkman Mentor

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

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

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

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Does Your Favorite Football Team Have A Matching Vehicle?

Does Your Favorite Football Team Have A Matching Vehicle? Mercedes-Benz Stadium in Atlanta will host Super Bowl LIII this weekend. An ambitious Los Angeles Rams team will face the mighty New England Patriots, a contest even super computers are analyzing. With football fever in the air, the staff at All-Fit Automotive sought to find vehicles for each NFL team. Some were rather easy, like the Denver Broncos and Jacksonville Jaguars, but others required a little more digging.
“Some of the cars I’d never heard of before,” admits A.J. Dudon, CEO of All-Fit Automotive.
Here is a look at what All-Fit Automotive found.
AFC West
The Ford Bronco immediately springs to mind here. Although they took a pounding at the hands of Joe Montana and the 49ers in Super Bowl XXIV, John Elway and his troops would emerge for back-to-back championships in 1997 and 1998. The Denver Broncos returned to the Super Bowl more recently with Peyton Manning.
Elsewhere in the AFC West, the Dodge Charger and the San Diego . . . er . . . Los Angeles Chargers share a common history. The Dodge Charger actually made its debut in Southern California, being introduced at the 1966 Rose Bowl.
1968 Dodge Charger 426 Hemi. Photo: From The Art of Mopar by Tom Glatch, published by Motorbooks.
AFC South
Remember the Titans! But never forget the Oilers! The Tennessee Titans, who share their name with Nissan’s flagship truck, battled the St. Louis Rams during Super Bowl XXXIV in January of 2000. It remains the Titans only Super Bowl appearance but marked the first championship for a Rams team lead by quarterback Kurt Warner. Despite the Rams having “The Greatest Show On Turf” with regard to their offense, Super Bowl XXXIV was largely a defensive affair.
The AFC South also houses the Jacksonville Jaguars, who appeared in 1995 as one of two expansion teams that year. The connection here is easy – Jaguars football, Jaguar automobiles – but it goes beyond the obvious. Jaguars owner Shahid Khan has long-standing roots in the automotive business. The now billionaire put himself through school at the University of Illinois while working at Flex-N-Gate.
Today, Khan owns the automotive manufacturing company he worked at in college.
Nissan Titan with a factory lift kit. Photo: Nissan North America.
AFC East
Holding down the AFC East is the Muntz Jet, a sleek and sporty offering for its day. Hagerty details the story of one Frank Kurtis, an IndyCar builder who later sold his auto company to Earl William “Madman” Muntz. The pitchman’s vision for the car differed greatly from that of Kurtis who wanted the vehicles to become the American equivalent of Jaguar. Under Muntz, the Jet came with a host of interior arrangements that included alligator, emu, leopard, or snake skin, and even a cocktail bar.
Although a money loser, Muntz claimed the company built nearly 400 Jets, although that number is disputed by historians. Regardless, there are even less Joe Namaths. That is to say there is only one. Imagine Broadway Joe rolling through New York City in one of these collectibles?
“Once we found a vehicle, we tried to place a star quarterback or popular coach behind the wheel,” Dudon said.
1953 Muntz Jet Convertible.
AFC North
Over in the AFC North, the Sunbeam Tiger is similar to the Cincinnati Bengals. As for the Cleveland Browns? For better or worse, not a single automaker (that we are aware of) ever debuted a concept car called “The Brown.”
NFC West
Ram Trucks and the Los Angeles Rams naturally, both of which have done their fair share of moving and shaking. The NFL team started as the Cleveland Rams in 1936, then moved to Los Angeles in 1946; St. Louis in 1995, then back to L.A. in 2016.
As for Ram Trucks, they were originally just Dodge trucks with a Ram hood ornament as far back as the 1930s. By the 1980s, they evolved into Dodge Ram trucks, finally becoming their own division in 2010.
2019 Ram 1500 North Edition. Photo: FCA US LLC.
NFC North
Minnesota Vikings fans have felt that “so close, yet so far” pain for seasons on end now. The franchise has been to four Super Bowls but has yet to secure a championship. To add insult to injury, Vikings fans have endured six NFC Championship Game losses since 1978. While there is still hope for the Minnesota Vikings, the General Motors Viking not so much.
The original Viking was actually an Oldsmobile built on the automaker’s GM B platform. The Viking car survived only a few years, being adopted by Chevrolet who slapped the namesake on the side of a medium duty truck in 1958. But the Viking truck soon faded into the annals of automotive history. Neither of these “Vikings” could match the longevity of Bud Grant, the iconic Minnesota Vikings head coach (1967-83 then ’85).
Given his reputation for frugality, if he owned either of these vehicles, he probably still has it.
Skol!
Oldsmobile Viking advertisement, May 1929, Saturday Evening Post.
NFC South & East
The Ford Falcon enjoyed a solid production run between 1960 and 1970, and configurations were endless. The Falcon was offered as a two-door or four-door sedan; two-door or four-door station wagon; and as a hardtop or convertible. Even a Ranchero pickup option existed. Whiz Kid Robert McNamara, later the U.S. Secretary of Defense, oversaw the Falcon’s development at a time when Ford was struggling. The “Whiz Kids” were ten USAAF World War II veterans who became Ford executives in 1946 at the behest of Henry Ford II.
The NFC South Atlanta Falcons have their own nicknames: “Grits Blitz” describing their late 70s defense and the more affectionate “Dirty Birds.”
Over in the NFC South the AMC Eagle pairs nicely with the Philadelphia Eagles. Surprisingly, there isn’t a rugged work truck named for America’s Team, the Dallas Cowboys.
The final AMC cars were the 1988 Eagles. Production was completed by the end of 1987. Photo: From American Motors Corporation: The Rise and Fall of America’s Last Independent Automaker by Patrick Foster, published by Motorbooks.
Putting It On The Gridiron
All-Fit Automotive complied everything into the graph below, with one you can share on social media here.
“There are a lot of vehicles in the world, so it’s possible we missed one,” Dudon said. “Maybe this chart will inspire car names for another generation of automobiles. Who knows?”
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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2019 Chevy Camaro ZL1 1LE & The Power of Ten

2019 Chevy Camaro ZL1 1LE & The Power of Ten Just when you thought the Detroit Auto Show was over, Chevy drops a rather nice surprise on us. Say hello to the 2019 Chevy Camaro ZL1 1LE, “the fastest, most track-capable Camaro ever.” You pretty much had me at “fastest,” but then you had to add “most track-capable Camaro ever.”
Track capable you say?
And wait, what’s this about a new transmission? Now you tell us!?
Money Pits & Stop Watches
Look, I’m not much of a track guy. I like going to tracks – love going to tracks, actually – but getting out there in my own car and running around is not my bag, man. There’s a bunch of reasons for this. It’s expensive, for one thing. You burn up tons of cash on stuff you wouldn’t normally think of as “consumables.” Stuff like tires and brake pads and discs. At some tracks, you can go through a full set of all three in a weekend!
I’m a writer man, I don’t make that much money. But really, it’s because I’m slow. Sure, it’s fun to think I’m the next best thing to Mario Andretti, but that stop watch don’t lie.
But lots of you do like to spend time at tracks. I get the appeal: Go fast, no tickets. Hard to argue with that. So say you’re a track geek with a bent for American iron. Corvette? Sure, plenty of those at a track. But want something different? Might I suggest a 2019 Chevy Camaro ZL1 1LE?
2019 Chevy Camaro ZL1 1LE. Photo: Chevrolet.
Black Magic Woman
The party piece of the 2019 Chevy Camaro ZL1 1LE is, of all things, its new automatic transmission. Specifically an available 10-speed automatic. Now, before you go all ape-like here, let me just say that I am (partially) with you. Automatic transmissions are frightening compromises that, near as I can tell, run on black magic and sorcery. Plus, they are not nearly as fun as a manual.
That said, however, there’s a whole new breed of auto-boxes out there that are surprisingly good, and seemingly able to split the difference between a manual and an old-style auto.
These new-gen automatics first started appearing in trucks. All your purist thoughts about “manual trannies until I die!” fly out the window when dealing with trucks. You ever try to up-shift a truck hauling tons up a grade? I have, and it is an embarrassing grinding of gears and near (if not outright) stalling. The tech that made trucks more usable made its way into more plebian transportation and, from there, into the hands of grease-stained gearheads in performance departments.
Which leads us to the 2019 Chevy Camaro ZL1 1LE and its 10-speed transmission.
Photo: Chevrolet.
There's a whole new breed of auto-boxes that are surprisingly good, and seemingly able to split the difference between a manual and an old-style auto.Click To TweetThe Power of Ten
Can you dig that? Ten speeds! Imagine what it must be like hauling down a long straight, then stomping on the brakes and whangin’ that downshift paddle five, six, seven times before hitting the apex. Oh, automatics are slower, you say? Ha! says Camaro Chief Engineer Mark Dickens.
“This transmission is optimized for speed. With unique Track Mode calibrations and 10 gears, you are always in the perfect gear when rolling on or off the throttle,” he explained. “You may not be a professional race car driver, but now you can shift like one.”
Remember what I said about stop watches not lying? The new Camaro ZL1 1LE, with the 10-speed auto, clocks in at more than half a second faster than the standard manual on the 2.9-mile Milford Road Course at GM’s proving grounds. Half a second. I know racers that would give up a finger to get that much. GM goes on, saying on longer tracks their new ten speed will get you even more. On tracks like the Nürburgring, you can expect to trim off several seconds versus the older six-speed manual ZL1 1LE.
That’s oddly specific, no? Why it’s almost like Chevy ran both versions back-to-back at The ‘Ring and are subtly letting us know or something.
Related: From CTS to ZL1: The story of GM’s fastest track car.
The Chevy Camaro ZL1 1LE on the Nürburgring Nordschleife last year. Photo: Chevrolet.
Imagine what it must be like hauling down a long straight, then stomping on the brakes and whangin' that downshift paddle five, six, seven times before hitting the apex.Click To TweetPower & Performance Upgrades
To better suit the ZL1 1LE’s performance package upgrade, special calibrations were made to the transmission, electronic limited-slip differential, and traction system. The “Multimatic Dynamic Suspension Spool Valve” shocks have been tuned to better handle the weight transfers that result from the faster shifts.
Chevy even added a new transmission oil pan and an additional cooling duct for the steering gear.
The forged aluminum wheels are an inch wider but an inch smaller in diameter. The new summer-only Goodyear Eagle F1 Supercar 3R tires deliver lateral grip of 1.10g. Overall, the whole car is lighter. The wheels and dampers, thinner rear glass, and a fixed-back rear seat all help drop more than 50 lbs. from the curb weight versus the standard ZL1 Coupe.
All of these performance goodies are motivated by a 650 horsepower, supercharged LT4 engine and controlled (thankfully) by big Brembo brakes.

The party piece of the 2019 Chevy #Camaro ZL1 1LE is, of all things, its new automatic transmission.Click To TweetNot Too Spartan After All
If you want just the 10-speed tranny, that’ll set you back $1,595 while the ZL1 1LE Track Performance Package will run you $7,500. Both of which seem completely reasonable to me. Overall, the 2019 Chevy Camaro ZL1 1LE starts at $70,495.
There are other modern niceties for your money, like dual-zone automatic climate control, heated and ventilated front seats, and a Bose premium audio system. Just to let you know that this is not some track-only stripper.
Tony Borroz has spent his entire life racing antique and sports cars. He is the author of Bricks & Bones: The Endearing Legacy and Nitty-Gritty Phenomenon of The Indy 500, available in paperback or Kindle format. Follow his work on Twitter: @TonyBorroz.
Photos & Source: Chevrolet.

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McLaren 600LT Spider: One Very Impressive Hair Dryer

McLaren 600LT Spider: One Very Impressive Hair Dryer In terms of performance, the McLaren 600LT Spider is on par with the 600LT Coupé.
Pirelli P Zero Trofeo R tires increase on-track dynamics and driver engagement.
The 600LT Spider is the fifth car to carry the Longtail (LT) namesake.
McLaren thought it was a good idea if they’d cut the top off their impressive Longtail and turn it into a Spider. Who am I to argue? I love convertibles. Besides, this is no boulevard showboat. With nearly 600 ponies on tap and a 200 plus mph top speed, think of the McLaren 600LT Spider as a very impressive hair dryer.
Even though it’s a drop-top, the 600LT Spider fully exemplifies the McLaren Longtail philosophy. More power, less weight, optimized aerodynamics, and track-oriented capabilities.
Fit & Trim
The McLaren 600LT Spider drops 220.5 lbs. over the 570S Spider it replaces. That’s a lot of weight savings, like losing a fat passenger. The 600LT Spider uses the same carbon fiber MonoCell II chassis as the Coupé. However, even though the top of the box is chopped off, it retains the structural rigidity of the Coupé with no additional strengthening bits, according to McLaren. So in all, Coupé to Spider, the convert only gains 110.2 lbs. Not bad!
All up, the dry weight is just 2,859.4 lbs. for the Spider, which is pretty good. You can even delete the audio and climate control systems if you really want to drop the weight.
McLaren 600LT Spider. Photo: McLaren Automotive.
With nearly 600 ponies and a 200 plus mph top speed, think of the #McLaren 600LT Spider as a very impressive hair dryer.Click To TweetPower & Performance
The McLaren 600LT Spider features the same twin-turbo 3.8-liter V8 as the Coupé, kicking out 592 horsepower and 457 lb-ft. of torque. A dual-clutch, seven-speed gearbox with “Ignition Cut” facilitates faster changes in Sport mode. The McLaren 600LT Spider hits 60 mph in 2.8 seconds and 124 in just 8.4 seconds! It maxes out at 201 mph with the roof up; 196 mph with it down. Nice!
That zero to 124 mph figure is a mere 0.2 seconds slower than the 600LT Coupé. Not bad!
Open Air Enjoyment
The hardtop roof is more secure and wear-resistant than the traditional fabric version, and offers a Coupé-like cabin when it’s up. When stowed, the roof hides beneath a tonneau cover located just behind the seats. The top is raised or lowered at the push of a button up to 25 mph. And, I’ve got to say, being able to drop your top while on the move is so cool. I love when car companies let you do this.
An electrically-operated wind deflector can be raised independently of the hardtop to increase ventilation or to allow more of those sweet exhaust notes into the cabin. The 600LT Spider has unique top-exit exhausts that should sound fantastic and loud when your hair is blowing around.
Photo: McLaren Automotive.
Pricing & Availability
As with the Coupé, availability of the 600LT Spider will be limited although orders are being taken now. McLaren is not like others: they don’t churn out cars like so many appliances. Of course, with that limited availability comes a (fairly) high price: $256,500. Yes, that’s a lot, in overall terms, but in the high-end sports car realm, that’s about average. And this is a McLaren here. You won’t be disappointed.
Every 600LT car is hand-built at the McLaren Production Centre in Woking, Surrey, England.
Tony Borroz has spent his entire life racing antique and sports cars. He is the author of Bricks & Bones: The Endearing Legacy and Nitty-Gritty Phenomenon of The Indy 500, available in paperback or Kindle format. Follow his work on Twitter: @TonyBorroz.
McLaren 600LT Spider Gallery

Photos & Source: McLaren Automotive.

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BMW Expands Car & Ride Sharing Lease Program

BMW Expands Car & Ride Sharing Lease Program BMW Group has announced the Car & Ride Sharing Lease program for BMW and Mini vehicles. The program, offered by BMW Group Financial Services, allows customers to share their leased vehicle with peers and drive for ride sharing providers. BMW says the program reflects the current shifts in the market and addresses the changing attitudes toward car ownership.
“One of the biggest shifts in the automotive industry is the adoption of the sharing economy,” reads a statement from BMW Group Financial Services. “Increasingly customers are looking for platforms which allow them to earn additional income by renting their vehicles when not in use, or driving for ride sharing providers.”
Readily Accessible
BMW’s ReachNow program already serves more than 75,000 in the Seattle, Portland, and Brooklyn metros. Through the ReachNow app, users can access over 1,300 BMW and Mini vehicles, including the all-electric i3. Members can select any vehicle in the fleet without visiting a rental storefront – nor do they have to return the vehicle to a specified location. The ReachNow app is designed to give customers an option, whether they want to drive, ride or rent a vehicle.
“We are very excited to provide an industry-leading, customer-centric approach to mobility services that will allow our customers the ultimate in flexible utilization over the life of their contract with BMW Group Financial Services,” explained Ian Smith, CEO of BMW Financial Services Group, Region Americas. “As a company, we are committed to delivering a simple and transparent solution that optimizes our already premium customer experience.”
The service has since expanded to include markets in California, Washington, and Oregon. BMW Group Financial Services was established in 1992 to support the sales and marketing of BMW products.
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.
Photo & Source: BMW of North America, LLC.

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Inside The 2019 Ram 1500

Inside The 2019 Ram 1500 It’s appropriate to liken the half-ton truck segment to a chess match. Imagine, for a moment, two people are playing in a nearby park. It’s likely both have played for a number of years and are proficient with how the pieces move, given the various stages of the game. Each player is tasked with plotting their own move while simultaneously trying to predict what the other may do.
That’s exactly how the half-ton truck segment in the United States works.
Making Moves
The 2019 Ram 1500 is one of the most technically sound and mechanically advanced vehicles we have seen in recent times. Ram was meticulous with every detail and it’s clear they didn’t rush their forthcoming 1500. On the board, however, remain Ford, General Motors, Toyota, and Nissan. These are formidable players and a closer examination of the new Ram 1500 reveals how the Auburn Hills, Michigan nameplate plans to make their move.
“It is really going to change the way the world sees a pickup truck from the perspective of power, efficiency, technology, and luxury,” said Jim Morrison, Head of Ram North America. “We talked a lot to our customers and asked them what they wanted in their next generation Ram, and that is the stuff they asked us to focus on.”
2019 Ram 1500 Limited. Photo: FCA US LLC.
Essential Foundations
The Ram’s high-strength steel frame (98 percent) was designed to accomplish a few things: drop weight, increase performance, provide comfort, and withstand impacts. On the first two points: it’s lighter by 100 lbs. yet rigid enough to accommodate a maximum payload of 2,300 lbs. and maximum towing capacity of 12,750 lbs. The rear cross members are double shear welded to the frame, both inside and outside, for improved durability and roll stiffness.
With regard to comfort, the 2019 Ram 1500 has new electronically controlled, side-frame-mounted active tuned-mass modules. Say that five times fast! The modules help reduce noise, vibration, and harshness and work in concert with the truck’s interior noise cancellation system. On 5.7-liter Hemi models, ambient sounds are down to 67.1 decibels, meaning it’s the quietest Ram 1500 yet.
On safety, the frame takes into consideration how trucks today are often family vehicles, and utilizes energy-absorbing tactics accordingly. Ram calls it “front splayed frame rail technology” but it’s designed to withstand front impacts, particularly frontal-offset impacts which are especially dangerous. To mitigate this, frame-mounted, high-strength steel tire blockers are located behind the front tires to force them outward during a collision.

Less Is More
In addition to high-strength steel, Ram utilized aluminum and composite materials to shed weight – nearly 225 lbs. overall when compared to the previous generation. Ram’s material strategy was “not just where possible but where practical.” This was applied generously to aluminum, and the material was used for the tailgate, engine mounts, front axle center section, steering gear, lower control arms, and the front suspension and transmission crossmembers. Composite materials were then used for the upper front control arms and air dam structure.
Hybrid Style
One of the most interesting technical elements is the eTorque mild hybrid system, never before seen on a 1500-series truck. The eTorque system replaces the alternator with a belt-driven motor generator that acts like a 48-volt battery pack for short-duration torque output and regenerative braking. With the engine running, the generator feeds the 48-volt current to a 430 watt-hour, lithium-ion, air-cooled Nickel Manganese Cobalt (NMC)-Graphite battery. The system adds up to 90 lb-ft. of torque to the 3.6-liter Pentastar V6 and up to 130 lb-ft. to the 5.7-liter Hemi.
“It increases the performance of the truck and makes it go faster, but at the same time, gets up to 10 percent better fuel economy,” Morrison said. “So, you can have your cake and eat it too.”
5.7-liter Hemi V8 with eTorque. Photo: FCA US LLC.
Engine Offerings
Ram enthusiasts will easily recognize the Pentastar and Hemi powerplants as they return for 2019, although a bit beefed-up. The 3.6-liter Pentastar with eTorque creates 305 horsepower and 269 lb-ft. of torque, and features revised variable valve timing and two-step variable valve lift systems. Naturally, the 5.7 Hemi returns with its broad power band and optimized variable valve timing and cylinder deactivation systems. The Hemi’s variable camshaft timing helps maximize fuel economy by reducing the engine’s pumping work via a delayed closing of the intake valve. This increases the expansion process of combustion.
Pretty gnarly stuff.
Even more gnarly is the Hemi’s new 850-watt, Pulse Width Modulation cooling fan, which tailors the fan’s energy draw to increase cooling. Eliminating the traditional fan blade improved fuel economy, reduced parasitic loss, and decreased noise. The 5.7-liter Hemi creates 395 horsepower and 410 lb-ft. of torque. Both engines feature Interactive Deceleration Fuel Shut Off (iDFSO), which pauses fuel flow to the cylinders under deceleration in third gear and higher.
“I haven’t met a truck buyer yet that said they wanted less power, so we added more power first, then fuel economy as well,” Morrison noted. “There is a lot of stuff you can put behind or in this Ram truck, so we wanted to make sure it was ready to go to work from the power and efficiency side of it.”
Every 2019 Ram 1500 is equipped with a fully electronic TorqueFlite eight-speed automatic transmission with a wide spread of gear ratios to balance power and efficiency. Three final drive ratios are available on 2WD and 4WD models – 3.21, 3.55, and 3.92. Each combination is available with a traditional open or limited-slip differential, which automatically divides torque among the rear wheels to maximize traction. New for 2019 is an electronic locking differential.
2019 Ram 1500 Rebel. Photo: FCA US LLC.
Ride & Handling
The 2019 Ram 1500 features a new independent front suspension with the front stabilizer bar now relocated behind the tires to improve roll stiffness by 20 percent. A new front coil-over shock design is standard on all Ram 1500s regardless of configuration. The rear five-link coil suspension improves its articulation over a variety of obstacles while new “progressive coil springs,” as Ram refers to them, better handle heavy payloads and trailers.
“The main thing that comes up when you are talking to customers about the Ram 1500 is the overall ride quality that we have with our coil suspension,” Morrison explained. “We’ve got a very good reputation for the best riding truck in the marketplace and we wanted to add to that.”
Frequency Response Damping (FRD) with air suspension is one such addition Morrison is talking about. During cornering or heavy braking, the bypass value on the FRD system is closed for more aggressive damping, which increases stability and control. On rough roads or at highway speeds, the valve will open to soften the damping for more comfort. Complementing the FRD system is the load-leveling capability of the air suspension, which increases gas pressure until the truck reaches a normal, level ride height with its payload.
“My favorite thing about the truck is the ride and handling,” Morrison said. “I spend a lot of time driving my truck and the ride is unbelievable; it’s very stable and you can push it hard at any speed.”

2019 Ram 1500 chassis and drivetrain layout. Photo: FCA US LLC.
Thermal Management
Like the eTorque and FRD systems, the 2019 Ram 1500 introduces another advanced but rare technical element via the thermal management system. The technology is the first of its kind in the truck segment, and serves the new Ram 1500 by keeping the fluid temperatures in check. The system uses heated engine coolant to bring the engine oil and transmission fluid to operating temperature quickly. Similarly, a special heat exchanger and thermal axle quickly warm the rear axle gear oil.
The engine control unit manages a three-way valve in the cooling circuit. Once heated, the valve routes coolant to the rear axle, where it circulates through a cavity in the double-layer axle cover to warm the gear oil. The warmed gear oil is less viscous and brings the axle to peak operating efficiency faster. Also, the system helps prevent the rear axle from exceeding maximum temperatures during demanding conditions, like when hauling a trailer or payload.
2019 Ram 1500 Laramie Longhorn. Photo: FCA US LLC.
Testing & Validation
Durability and performance validation was second to none, and consisted of thousands of hours of tests and checks. At home in Auburn Hills, the 2019 Ram was examined heavily in state-of-the-art scientific laboratories. The truck endured the Noise, Vibration, and Harshness Lab, the Wind Tunnel Lab, the Electromagnetic Compatibility Facility, and the Road Test Simulator, more commonly known by the acronym RTS.
“We run lots of tests – everything from the suspension to the aerodynamics to the overall mileage accumulation,” Morrison explained. “Specifically the rigor that we put them through on the shakers and the dynos will really push the engines to the limit.”
RTS recreates what the truck would experience with a driver in the 95th percentile, meaning someone who drives it in more severe conditions than 95 percent of all customers. RTS testing can put a lifetime of wear on the Ram in about one month. In addition to RTS testing, the 2019 Ram 1500 endured almost six million miles of real-world drive time.
“Here in Michigan, you couldn’t test a vehicle in a harsher winter environment,” Morrison added.
The 2019 Ram 1500 endures quality and durability testing on the company’s Road Test Simulator in Auburn Hills, Michigan. Photo: FCA US LLC.
Interior Treatments
Inside, drivers are treated to a new Uconnect system with a fully configurable touchscreen. The screen can house one application, like navigation, across the whole 12-inch surface, or be divided with two items running simultaneously. The toggle switches below, which control the screen’s features, are part of Ram’s Human Machine Interface. The idea is to arrange the various controls, like the toggle switches, e-shifter, parking brake, or push-button start, in an intuitive way for the driver. This concept also explains why the center stack was raised and moved closer.
Depending on the model, the 2019 Ram 1500 has unique metal, leather, and wood treatments throughout the interior; the Laramie Longhorn even has real barn-wood accents layered across the cabin. There are 5 USB ports and two three-pronged 115-volt plugs for the first and second rows. The second-row can come heated and cooled, with eight different slide and recline configurations. Total legroom in the second row is 45.1 inches, a class-leading figure according to Ram. Total interior volume is 151 liters, another class-leading figure according to Ram.
“We wanted to take luxury to the next level,” Morrison said. “I know that’s bold, but you can’t compare this interior to anything; it’s just an incredible environment.”
2019 Ram 1500 Laramie Longhorn in Black/Cattle Tan. Photo: FCA US LLC.
Manufacturing & Availability
The 2019 Ram 1500 will be manufactured at the Sterling Heights Assembly Plant in Sterling Heights, Michigan. Expect to see the truck during the first quarter of this year, with pricing information to follow.
“We have a good product portfolio for the future and we want to grow the brand and attract new customers,” Morrison said. “That means understanding the level of detail our customers want so we have the best truck in the marketplace.”
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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Automoblog Book Garage: Aston Martin DB

Automoblog Book Garage: Aston Martin DB
When we think of James Bond, it’s impossible to do so without an Aston Martin by his side. When we discuss the best cars of Britain, it’s impossible to do so without a nod to Aston Martin. And it’s arguably two letters that make all the difference for the marquee: DB or the initials of one Sir David Brown, a modest engineer who, as described by author Andrew Noakes, “had an irrepressible appetite for speed.”
Discerning Creations
Aston Martin DB is the ideal book for any fan of the brand, or any sports car enthusiast in general. It dives into the heart of Aston Martin, from the company’s origins in 1912 to Brown’s arrival in 1947. The book shows how Aston Martin, with Brown at the helm, redefined what founder Lionel Martin called his desire to build a car for the “discerning owner driver.” Along the way, we are privy to Aston Martin’s story and technology, while being treated to over 250 rare images from the Aston Martin Heritage Trust archive.
Through The Years
We find the very first DB1, the iconic DBs of the 1960s, and the latest DB11 featured in fine detail. Bond fans will enjoy seeing the DB5 from Goldfinger and the more recent DB10. We really liked the extensive engineering and racing history dedicated to the DB2 and DB2/4, two of Aston Martin’s most prominent cars during the 1950s. Certainly one for the coffee table at home, Aston Martin DB: 70 Years is available through Motorbooks.
Aston’s driver line-up at Sebring in 1953. From left: George Abecassis, Peter Collins, Geoff Duke, and Reg Parnell. (Page 59).
Author
Noakes has been writing about cars for more than 20 years. He was trained as an automotive engineer but decided to go into motoring journalism, working for Fast Car magazine before launching his own series entitled Classics. Noakes has been freelance writing since 2002, reporting on cars for a variety of magazines and websites. He is a chairman of the Guild of Motoring Writers and has taught motoring journalism at Coventry University since 2006.
Aston Martin DB Gallery

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