Peace, Love & The VW Light Bus

Peace, Love & The VW Light Bus The iconic VW Light Bus returns for the 50th anniversary of Woodstock.
Features the designs and paintwork of original artist Dr. Bob Hieronimus.
The classic VW Bus, i.e. the Type 2, started out in America as a surf mobile. Yet the same reasons surfers loved the thing – cheap, reliable, you can sleep in it waiting for your swell and such – appealed to a another growing segment of the counterculture: Hippies. From Hattiesburg to The Haight, the young and disaffected, those who tuned in, turned on, and dropped out, took to the VW Bus like ducks to water.
If ever there was a perfect vehicle for a given demographic, this was it.
Talkin’ ‘Bout My Generation
Fifty years on and we, as a society, are still coming to grips with the immutable fact hippies were Right. Peace is better than war, love is better than hate, pollution is bad for all of us, greed destroys us, equality applies to everybody, women, people of color, and gay people too. 50 years ago, Mike Lang and a bunch of other hippie promoters thought it was high time to have the concert to end all concerts. They picked upstate New York for some reason, and predicted 100,000 kids would show up.
They were wrong. Very, very wrong.
Half a million kids showed up and, despite what all the up-tight straights predicted, most had a very good time. And, seemingly, about half of those people showed up in VW Busses. And most of those were highly decorated. For example, the Light Bus. Although pretty run-of-the-mill when it comes to painting, decoration and overall tone, the Light Bus, a 1963 Standard Microbus, became a symbol of the Woodstock Art and Music Fair after an Associated Press shot of the van circulated in newspapers and magazines across the country.
Then the van appeared in the liner notes of the soundtrack to the movie about Woodstock. In its own little way, The Light Bus became A Thing.
VW Light Bus. Photo: Volkswagen of America, Inc.
They picked upstate New York for some reason, and predicted 100,000 kids would show up. They were wrong. Very, very wrong. Click To TweetTime Machine
Volkswagen of America and the greater Volkswagen community realized this, and decided to remake the Light Bus in time for all the anniversary celebrations. The original painter of the bus, Dr. Bob Hieronimus (no, dude, dig: he’s literally a Doctor now and his name is literally Hieronimus, and if someone does not call him Hieronimus Bob on a regular basis, then I am very bummed) did up the original in 1968 after an invitation from the van’s owner, who, surprise-surprise, was using it to haul his band to the festival.
This “new” Light Bus represents three years of work by Hieronimus and Canadian documentarian John Wesley Chisholm. They wanted to recover and recreate the original ahead of Woodstock’s milestone anniversary. However, the duo decided on a replica after looking for six months to find the original to no avail. My bet says it’s now a chicken coop on Kesey’s farm outside of Eugene, Oregon.
The replica Light Bus hit the public eye at the Orange Country Transporter Organization (O.C.T.O.) Winter Meet in Long Beach, California. Bonus points for calling your car club O.C.T.O. After hanging out in Long Beach, the Light Bus hits the road for a cross-country tour leading up to Woodstock’s 50th anniversary.
“It’s a time machine that takes people to the past, through the present, and to the future,” Chisholm said.
“The bus is really about being one people on one planet,” Hieronimus added. “On every side of the bus is a story – many stories – and the stories all point to unification, working together, and a higher consciousness, which is what Light really is all about.”
Photo: Volkswagen of America, Inc.
With A Little Help From My Friends
Hieronimus and Chisholm ginned up a successful Kickstarter campaign and acquired an exact model of the original Light Bus. From there, they began the painstaking restoration process. Hieronimus Bob and a team of five artists took six weeks just to recreate the original paintings. Like the original, this Light Bus is enveloped with Hieronimus’ hand-painted symbols and psychedelic shapes that captured a unique moment of American culture.
Volkswagen of America got wind of the project and fully supported the search and restoration. Shortly thereafter, a team of VW fans jumped in to assist the duo.
So keep an eye out all you Real Americans, you Silent Majority. They’ll be coming to your town, reeking of “incense,” hair so long ya can’t tell the boys from the girls; bare feet, love beads, strange clothing, and “music” that’s part of the Communist conspiracy to drag us down to the level of the lesser races.
“It’s a living room on wheels that you can outfit any way you want, and transports you and your family, however you define family, wherever you want to go,” Chisholm said.
Tony Borroz has spent his entire life racing antique and sports cars. He is the author of Bricks & Bones: The Endearing Legacy and Nitty-Gritty Phenomenon of The Indy 500, available in paperback or Kindle format. Follow his work on Twitter: @TonyBorroz. 
VW Light Bus Gallery




















Photos & Source: Volkswagen of America, Inc.



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Welcome To The Club: Younger Generations Embrace Classic Cars

Welcome To The Club: Younger Generations Embrace Classic Cars Recent data shows Gen Xers and millennials are taking more of an interest in classic cars.
Muscle cars are the most desirable, with the Camaro, Corvette, and Mustang topping the list.
Despite the onset of autonomous vehicles, younger generations still appreciate going for a drive.  
“There’s an adage in Detroit,” writes author Tom Glatch in The Art of Mopar. “You can sell an old man a young man’s car but you can never sell a young man an old man’s car.”
Glatch describes how Dodge was an old man’s marquee sinking in a sea of youthful baby boomers in the 1960s. Although a vibrant spokeswoman, a brilliant designer, and a powerhouse car would later turn the tides. The 2015 film, A Faster Horse examines what Lee Iacocca and his team were doing across town at Ford with the Mustang, often in secret. A bold, unconventional model was needed if the car business should survive this new era on the horizon.
The muscle car era in the United States is well documented, but it began rather unassumingly. Pontiac Chief Engineer John Z. DeLorean, with Bill Collins and Russ Gee, bolted a 389 ci V8 onto a Tempest chassis prototype for the GTO. It took them 20 minutes. The muscle car era was born. The rest is history.
But history lives on.
Welcome To The Club
Today, the muscle and performance cars adored by baby boomers are finding traction with younger generations. Data from Hagerty shows for the first time ever, more Gen Xers and millennials are seeking classic vehicle values and insurance quotes via the company’s valuation tool. According to Hagerty, Gen Xers and millennials are now outpacing baby boomers and pre-boomers in this area by a 53 to 47 percent margin. Given current trends, millennials, who comprise the nation’s largest generation, will become the hobby’s biggest group within five years.
“This shift was inevitable given the combined size of these generations,” said McKeel Hagerty, CEO of Hagerty. “It’s great to see younger generations are just as crazy about cars as their parents and grandparents. We say ‘welcome to the club.'”
“I’m at the end of the baby boomer generation and I think it’s the same reason we had,” explained Ray Guarino, Co-Host of MotorMouth Radio on WHPC 90.3 FM, Garden City, New York. “It’s the nostalgia; the family ties we had with a car or car brand; and the overall cool factor the cars had at the time.”
1965 Ford Mustang fastback in front the Ford Pavilion at the 1964 World’s Fair in New York. Photo: Ford Motor Company.
Most Popular Models: Trucks Find Favor Too
While 1960s American iron (read: Mustang, Camaro, Corvette) enjoy a shared popularity among all generations, Hagerty’s data reveals both distinct and interesting differences. For example, the Ford Model A, which replaced the long-standing Model T, is the most popular car for pre-boomers born before 1946. Among millennials, however, the vehicle Edsel Ford himself championed falls to 38th place.
“History has shown that each generation embraces different cars but they also shun certain ones from the past,” Guarino said. “I know when I was a teenager, I didn’t want a Model A or a Packard or a Cord. I mean, those were old guy cars. But today I could see myself cruising in a Packard.”
Trucks and SUVs hold their own with younger enthusiasts especially. The C/K Series Chevrolet pickups of the 1970s and 80s are among the most desirable. Overall, Gen Xers and millennials are 35 percent more likely to opt for a classic truck or SUV versus pre-boomers and boomers.
“Vintage pickups offer a very affordable way into the hobby for a lot of collectors. It makes sense that as you move from older to younger enthusiasts you see pickups move up the list in popularity,” said John Wiley, Valuation Analyst for Hagerty. “Vehicles like the first-generation Ford Bronco stand out because they are very easy to maintain, and are easy to customize for those who like to add their personal touch.”
“I think we could definitely have more conversation on the appeal of vintage trucks,” Guarino added. “You’re starting to see a lot more of them at the auction and during cruise night.”
1987 Chevrolet C10 Silverado half-ton with a 305 cubic-inch (5.0L) Small-Block, fuel-injected V8. Photo: General Motors.
Related: Three proven ways to indulge your classic car hobby on a budget.
Video Games Influence The Trend
European and Japanese classics have their appeal too, but like the Model A, they are subject to specific generational tastes. For example, pre-boomers are three times more likely to seek information on British cars than millennials. German cars, however, remain equally popular across generations. Millennials have an appreciation for Japanese cars more so than any other generation.
Wiley says this is because millennials saw more of them on the road than prior generations.
“They also saw them in video games like Gran Turismo in 1997,” he explained. “The video games more familiar to Gen-X, such as Pong (1972), Pac-Man (1980), and even early driving games like Out Run (1986) did not feature Japanese cars.”
Turning Wrenches
As for why American muscle cars hold an almost universal appeal, the answer might be rather simple. Older muscle cars are powerful, affordable, and easier to work on than more modern vehicles.
“It comes down to the fact they look good and go fast,” Wiley said. “They have also been produced in relatively high numbers which means there are good examples in all budget ranges.”
“I can still work on my Pontiac; take it apart and rebuild it a thousand times and the metal is still good,” Guarino added. “With an autonomous car or an electric vehicle, that technology is new enough that we really haven’t reached the point of repairing them, let alone restoring them. I can see why people lease cars now because it’s getting harder to work on them.”

People Still Love Driving
Despite the onset of autonomous vehicles, not every young person is anti-driving. It’s possible the benefits touted by autonomous driving proponents lead to a false conclusion. Somehow, every member of the younger generation now perceives the car as a utilitarian device only. While some studies do show interest in driving is declining, others paint a different picture. Last year, for example, a Hagerty survey found that 78 percent of Gen Xers and 81 percent of millennials are passionate about driving.
Those findings are on par with baby boomers at 79 percent.
“It is important to separate commuting from driving when you are talking about the future of the automotive industry,” Wiley said. “This data proves that enthusiasm for cars and driving is not going to die with the baby boomer generation like some have speculated in the past.”
Evolving Ownership Models
Some of that speculation further stems from the automotive industry’s evolving ownership models, described by Guarino as “more hands-off.” Although rates are expected to increase this year, leasing remains a popular option for consumers. Automakers like Ford, General Motors, Volvo, and Mercedes-Benz are experimenting with subscription-based ownership methods. The idea is to create an ownership structure that better accommodates the tastes and desires of a new generation.
“We’re always looking to stay ahead of our customers’ needs and wants, as well as to bring new people to the brand,” said Dietmar Exler, President and CEO, MBUSA. “We know there is a market opportunity for people who would like the ability to move in and out of vehicles, depending on what they need or want at a particular point in time, or who don’t want to own a vehicle right now.”
And not owning a vehicle in the traditional sense may explain why younger generations are seeking out classic cars.
“Our data shows that some of the most passionate driving enthusiasts are also the most open to the idea of autonomous driving, ride-sharing services, and even subscription-based ownership models for new cars,” Wiley said. “But, they are equally passionate about making sure they will always have the ability to take a fun car out for a pleasure drive beyond their daily commute. There is a lot more room in the garage and the budget if owning a daily driver isn’t essential.”

Related: Do consumers trust autonomous cars? The answer might surprise you.
Slices of American Pie
Quality garage time may be another (and perhaps the most substantial) reason why younger generations are taking more of an interest in classic cars. In American culture, there is an ever-present image of a father and son working in the garage. These moments are forever ingrained into American life. Moments where fathers are dispensing advice to their children beyond how to properly care for an automobile. Entire generations have put into motion the ideals they absorbed with their elders in the family garage.
Perhaps in today’s social-media-obsessed, smartphone-driven world, the longing for a classic car is a return to better days? Perhaps younger generations still want to partake in the hobbies and interests of their elders? Many times those interests included automotive pursuits. Maybe it’s about curiosity or wanting to make something that is uniquely their own; in this case, a cool car.
Whatever the reasons, they are as good as any.
“I try to look at everything from the position of where did I come from,” Guarino said. “My friends and I bought clunker cars and built them up and threw different engines in them. We literally built our rides.”
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 to digest math for hours on end, he simultaneously held product development and experiential marketing roles in the automotive industry. 



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Viaduct Elegy: Chapter 4: A Disaster Waiting to Happen

Viaduct Elegy: Chapter 4: A Disaster Waiting to Happen Viaduct Elegy is a four-part series from Automoblog feature columnist Tony Borroz, who broke the law in preparation for writing it. He is a Seattle native and author of The 2018 Indy 500 Notebook and Bricks & Bones: The Endearing Legacy and Nitty-Gritty Phenomenon of The Indy 500, available in paperback or Kindle format. Tony grew up in a sportscar-oriented family, but sadly, they were British cars. 
Finally, finally, finally they are tearing down the Alaskan Way Viaduct, a colossal, monumentally-ugly, seismically-catastrophic piece of transportation “infrastructure” that has been a scar on the face of Seattle for the better part of a friggin’ century.
And yesterday I walked on it at sunset with an old friend, apparently breaking the law.
Chapter One: “Walking With Blaine” here. 
Chapter Two: “The New Colossus” here.
And Chapter Three: “Streamlined Brutale” here. 
Viaduct Elegy: Chapter 4: A Disaster Waiting to Happen
. . . and then one day, in a sainted land by The Bay, the Earth began to shake.
The 1989 Loma Prieta earthquake flattened the Cypress Street Viaduct in Oakland, California and killed 42 people in the process. I heard the same people who designed and built the Cypress Street Viaduct in Oakland were the same people who made the Embarcadero Freeway in San Francisco and The Alaskan Way Viaduct in Seattle.
San Francisco glanced across The Bay, took one look at the smoking rubble that used to be the Cypress Street Viaduct in Oakland and said, “Right. We’re tearing ours down.” And they did. In eleven months, the San Francisco version of The Viaduct was completely removed. A bright, sunny, broad concourse of streets called The Embarcadero took its place.
The Alaskan Way Viaduct was an elevated freeway in Seattle that supported State Route 99. The double-deck freeway ran north and south, along the city’s waterfront for 2.2 miles, east of Alaskan Way and Elliott Bay, and between the West Seattle Freeway in SoDo and the Battery Street Tunnel in Belltown. Construction consisted of three phases from 1949 through 1959, with the first section opening on April 4th, 1953. Photo: Seattle Municipal Archives.
Ring of Fire
And here we are in Seattle, thirty years later, and The Alaskan Way Viaduct is still standing. This, this right here, is why Seattle is still a backwater town run by greedy rubes. San Francisco saw an immediate and clear danger to its citizens and took care of it in less than a year. Seattle had the same situation, almost the exact same situation, and it took them three decades to come up with a “solution.”
No wait, Seattle had it worse. Have I mentioned The Viaduct is built on a landfill? I didn’t mention it, and it is. The entire old downtown (Pioneer Square) of Seattle sits on rubble, jacked up 15 feet from the original ground level. It was a drainage and sewer problem that inspired a story of greed, willful stupidity, ineptitude, and poor planning. Known to be a sure-fire, bullseye of a bad deal in an earthquake from the start, Seattle still built and kept a seismically unstable roadway functioning for thirty years.
Seattle sits right on top of the third worst earthquake zone in the Pacific Rim of Fire. Tokyo and the Japanese home islands are number one. Los Angeles and San Francisco are tied for 2nd place (although it could be said that SF is worse, since it is directly on top of the San Andreas fault). And then there’s Seattle and the entirety of Puget Sound. The only thing that makes this surprising to some people (even the citizens and city planners of Seattle) is that quakes don’t happen all that frequently around here. That’s actually worse, from a seismic perspective.
And it is especially bad for Seattle, the downtown waterfront, and Pioneer Square in particular.
Pioneer Square, facing south from Smith Tower, in June of 1929. Photo: Item 3454, Engineering Department Photographic Negatives (Record Series 2613-07), Seattle Municipal Archives.
Day After Tomorrow
When the big one hits – and we haven’t even had a minor one for two decades – a major portion of one of the largest cities on the west coast will be razed from the face of the Earth. Flattened. No two ways about it; it’s not even up for debate. Pioneer Square is mostly unreinforced masonry and brick buildings, perched 15 feet above the real ground level. Our entire waterfront, from the Port of Seattle to Battery Street, is landfill. The big one will hit. The ground will liquefy. Like a massive vacuum, the waterfront will drop ten feet or so. The seawall will collapse and Puget Sound will pour in. Pioneer Square, as a whole, will shift back to its original street level nearly instantaneously.
And that’s when the brick walls will collapse.
This whole process will take less than a minute and will, effectively, level around 30 city blocks at a stroke.
It will be bad. It could, conceivably, stop Seattle from functioning as a city, for more than a year. Maybe even longer.
As far as The Viaduct is concerned, Seattle thinks it has this problem solved. Whereas both of those other little towns, Oakland and San Francisco, solved their problems within months, Seattle, after much thought, careful consideration and many, many studies came up with their solution three decades later: a tunnel!
That’s right.
Aerial view of the Alaskan Way Viaduct, circa 1970s. Item 76337, Forward Thrust Photographs (Record Series 5804-04), Seattle Municipal Archives.
Seattle Squeeze
Taking inspiration from Boston’s “Big Dig” (no, really) Seattle thought the best way to remove The Viaduct yet keep a north/south route was to bore a tunnel through the landfill. Whereas San Francisco made a broad, airy, sun-drenched Embarcadero that effortlessly caters to walkers and bikers and cars and trucks and light rail within a year, Seattle decided the better option was to make a tunnel that can accommodate four lanes of traffic. Four.
For the secondary north/south route in one of the most congested cities in the country.
Oh, and it will be a toll road too! They are going to charge you to drive this new tunnel roadway. And here’s the kicker: “This will not adversely affect surface traffic,” they claim. Seattle, after thirty years of screwing around with this, will drop the available lanes from six to four, charge you, then has the nerve to say traffic will actually improve for the entire region.
Imagine if your boss said, “We’re cutting your pay, and we’re charging you to cash your paycheck now, but don’t worry! It’ll actually be better for you!”
Ivory Towers
I was thinking over all of this – the design, the building, the maintenance, the modifications, the slow death of the road itself, the ugliness, the rampant greed and stupidity, all of it – as I walked over the crumbling road surface one sunny, January day. I lifted my eyes from a pothole the size of a toilet and looked up; up to a group watching us from high above on the balcony of their multi-million dollar condo in a new, repulsive building that wasn’t there a few years ago.
“This is all their fault,” I jokingly said to Blaine, pointing upward.
He laughed that same rueful laugh that all Seattleites have been laughing since the second boat of colonizers showed up.
“Yeah . . . sunset’s nice though.”
Follow Tony Borroz on Twitter: @TonyBorroz. For more historic photos of the Alaskan Way Viaduct and the city of Seattle, visit the Seattle Municipal Archive’s Flickr page. 



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2019 Toyota Yaris Review: Small & Steady Wins The Race

2019 Toyota Yaris Review: Small & Steady Wins The Race 90Solid2019 Toyota Yaris Overall ImpressionDon't judge a book by the cover!It's small but more fun than it looks!Great option for a first-time buyer.ProsHandlingFuel Economy Standard Features ConsRear Passenger RoomThere’s more choices in the compact sedan market than ever with affordable and fuel-efficient models across the segment. But what if you are searching for one that’s also packed with lots of safety features and still enjoyable to drive? The 2019 Toyota Yaris is a car you should have on your shopping list, especially if you have a younger person in your home heading to college. 
This week, we’ve been driving the 2019 Toyota Yaris XLE.
What’s New For 2019
Last year’s Yaris iA has been renamed to just Yaris. The compact car comes as a sedan only, although there’s new front and rear styling treatments. Three trim levels are now available: L, LE, and XLE.
Features & Options: Nicely Balanced 
The top-trim 2019 Toyota Yaris XLE comes standard with forward collision warning, low-speed automatic emergency braking, a rearview camera, and a height-adjustable driver’s seat. Infotainment features include the center console controller, a seven-inch display, voice recognition, Bluetooth, two USB ports, an auxiliary audio jack, HD and satellite radio, and a six-speaker sound system.
The XLE gets upgrades over the standard model with 16-inch alloy wheels, fog lights, a rear spoiler, heated outside mirrors, LED turn signals, and keyless ignition and entry. The XLE loses the option of the manual transmission but gains automatic LED headlights, automatic wipers and climate control, simulated leather upholstery, and a leather-wrapped steering wheel. Two drive settings (Normal and Sport) complete the list of features for the 2019 Toyota Yaris XLE.
Total MSRP including destination: $19,470. By comparison, the 2019 Toyota Yaris starts at $15,450.  
2019 Toyota Yaris interior layout.
Interior Highlights: Softer Yet High-Tech
Despite the lower price point, the cabin impressed us from the moment we jumped inside. The upright touchscreen and circular vents come right from the page of a Mercedes-Benz CLA-Class. It’s unusual to find this kind of material quality and fit and finish in a subcompact costing less than $20,000. There’s plenty of soft-touch materials throughout, and the infotainment system features the kind of connectivity a high-tech generation wants.
The seven-inch touchscreen kept our attention with its easy-to-read display. Room up front is typical for a subcompact but rear passengers will feel a bit cramped on longer jaunts around town. The rear seats fold flat and open up to the sedan’s trunk to accommodate extra cargo. For a young college student, there is enough room for books, groceries, and laundry.
Engine & Fuel Mileage Specs
The 2019 Toyota Yaris is powered by a 1.5-liter engine producing an ample 106 horsepower and 103 lb-ft. of torque. Although small, the engine uses direct injection and variable valve timing with a 12:1 compression ratio to increase performance and efficiency. EPA fuel economy figures are 32/40 city/highway and 35 combined with the six-speed automatic gearbox.
In terms of fuel economy, the 2019 Toyota Yaris leads the pack when compared to other small cars. 

Related: Another detailed look at the 2019 Toyota Yaris.
Driving Dynamics: More Fun Than It Looks 
There’s a lot to like about the Yaris with its sporty driving dynamics. It’s a driver’s car from the start and offers plenty of fun for urban-dwellers. We drove the compact sedan through the streets of Denver, and mountains west of the city to give it a thorough testing. When we hit snow this week, the front-wheel drive Yaris had no problem on the roads.
The Yaris hugged the mountain curves with ease and has little body lean. The automatic gearbox is a nice change from CVT transmissions which are common in smaller cars today. The six-speed automatic never hunted for the right gear and it doesn’t have the annoying whine normally associated with a CVT. 
On the open road, the power could be more, but it’s just fine for urban commuters and students traveling home for the weekend. As we motored through the city, the Yaris is the ideal size. Visibility is good and the handling is tight with MacPherson struts in front and the torsion beam in the rear.
Conclusion: An Affordable Option 
For fuel mileage and city commuting, the 2019 Toyota Yaris is the way to go. It’s affordable and offers a more engaging driving experience than other small cars on the market. 
Denis Flierl has invested over 25 years in the automotive industry in a variety of roles. Follow his work on Twitter: @CarReviewGuy
2019 Toyota Yaris Gallery








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



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Letter From The UK: Mini At Sixty: A Personal View

Letter From The UK: Mini At Sixty: A Personal View Geoff Maxted, founder of DriveWrite Automotive, examines how one tiny car changed the course of history. 
After World War II, it became apparent that the cars of Britain were dated in both technology and design at a time when petrol was still rationed and people were recovering from the horror of conflict. As a nation we needed cheering up. The big, black behemoths of the automotive pre-war years were starting to look their age and consumed scarce fuel at an alarming rate.
Meanwhile, across the pond, the American car industry was burgeoning with fantastic, chrome-bright and modern vehicles rolling off the production lines. Something needed to be done.
Early Days: Instant Allure
One day, a man said, “Hang on a minute lads, I’ve got a great idea.” Unfortunately for my story, that man was Michael Caine in The Italian Job movie. It is not known what the engineer Alec Issigonis said when he came up with the great idea of the transverse engine in a very small and economical car, but the outcome was a vehicle that in 1959 transformed an industry.
The British Motor Corporation Mini was born.
Although front-wheel drive was not a new idea, the genius of turning the diminutive 850cc BMC ‘A’ Series four-cylinder engine sideways to allow 80 percent of the floorpan of this small car to be given over to passengers and luggage was. The Mini, with its funky round centre console and 18-inch long stick shift, went on to become the iconic car of the 1960’s and was the true star of The Italian Job. The Mini continued to be popular for the next two decades, over which time it evolved, becoming perhaps less attractive but certainly more advanced.
Despite the instant allure, the fact is the build quality, especially by today’s standards, was terrible. It was a cheap car and made no apologies for that. The Mini was a ‘people’s car,’ a four-seat runaround for the sweaty masses and the masses bought into it in droves. It handled well, sipped fuel, and offered the average driver that ‘in-crowd’ vibe.
Photo: BMW Group PressClub UK.
Related: Looking back to a time when tiny cars ruled the Earth.
The Mini Was My First Car
It came courtesy of my father, who was a policeman and therefore knew people who knew people and was thus able to source things through, let’s say, alternative channels. My car was stripped out inside, although there wasn’t much in there in the first place. It had spent its early years as a modest race car, seen regularly in local events at the famous Brands Hatch circuit.
The race car engine was stripped out (Boo!) and replaced by the standard unit but it didn’t take long to replace the cylinder head with a tuned job, and add a few other unwise modifications to give it a little bit more go. To be honest, I didn’t give much thought to improved braking and the like but, you know, I was young.
In due course, the car was replaced with a nice red Mini Cooper which brought down the vital zero to 60 time to a breathtaking 17.2 seconds. My friends even bought me a drilled-out, wood-rimmed steering wheel for my birthday. Yes folks, it was a babe magnet all right; it’s just that when they saw the driver . . .
Photo: BMW Group PressClub.
Latter Years: The Bell Tolls
From inception, the Mini proved immensely popular in Motorsport as people found ways to tune or replace the original puny power plant. By 1964, the car was sweeping the board on the international rally scene. The company jumped on this and quickly introduced the more powerful Cooper and Cooper S versions, the latter even making an appearance as a police car. Later variants lost that early magic as designers struggled to stretch out the useful life of the model and sales slumped as the car became superseded by other designs.
Eventually the bell tolled in 2000. The Mini was no more.
Of course, time moves on for us all and the desire for bigger, faster cars took over. Even my Cooper was passed on to the new kid on the block as I was dragged, kicking and screaming, into the world of grown-up motoring.
The Lovable Rascal Returns
When BMW absorbed what was left of the moribund UK company, now called the British Leyland Group, it stripped out the assets but retained the Mini name. This was a smart move as it turned out because, although the car was no longer being built, it remained popular as enthusiasts, to this day, continued to keep fifty-year-old cars on the road, thus maintaining the legend.
The German brand was quick to see the opening of a niche and began producing the Mini as we know it in the 21st Century. As a clever marketing ploy, they retained the round centre dash but now packed it with the latest technology. Although purists may grumble, BMW have somehow managed to incorporate at least some of the historic sense of the original car into a modern product, even if the lovable rascal has grown up and gained weight and a big city suit.
Photo: BMW Group PressClub UK.
Rose-Tinted Glasses
The hard truth is that in so many ways, the latest version is far better than the original from 60 years ago. Although, anyone who loves cars would give almost anything to own a 1959 original. I know I would.
After the war years, Britain yearned for a fresh start and, for young people at least, that fresh start began in 1959 with Ricky Nelson and Elvis Presley and Marty Wilde (UK rocker. You had to be there.) And of course the BMC Mini. The 1960’s blossomed into an era of new music, new fashions led by the likes of Mary Quant and Carnaby Street, free love and better prospects and free love (so uninhibited I mentioned it twice!).
It was time of peace and rejuvenation and the Mini ruled. It was more than just transport; a whole generation suddenly had the freedom of the road and we made the most of it. At least I think that’s how I remember it. It’s all a bit hazy, man.
Geoff Maxted is a motoring writer, photographer, and author of our Letter From The UK series. Follow his work on Twitter: @DriveWrite
International Mini Meeting 2017 (Westport House, Ireland) Gallery









































Gallery & Cover Photos: BMW Group PressClub.



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Infiniti QX Inspiration: The Potential of Empty Spaces & The Art of Origami

Infiniti QX Inspiration: The Potential of Empty Spaces & The Art of Origami The QX Inspiration is Infiniti’s foray into the EV market.
It has a pair of electric motors and an electric all-wheel drive system.
The coach doors, cab-forward design, and other styling elements are inspired by Japanese culture.
It’s hard to describe the Infiniti QX Inspiration Concept. After all, we’re talking about a concept car here. From the looks of it, the QX is a small and compact SUV on steroids. However, it does give the Lamborghini Urus and Maserati Levante a serious run for cash in terms of design. Despite this, I will reserve my final judgment until the production model is seen in the flesh. As we all know, concept cars are merely a stretch of the imagination.
You can even call them pipe dreams if you want.
But the biggest problem with concept cars is they are merely concepts, and the end result is usually a watered-down version of the original design. The Subaru WRX Concept in 2013, or the Pontiac Sunfire Concept in back 1990 suddenly come to mind.
And since the Infiniti QX Inspiration is a preview of what’s to come as the brand’s first fully-electric vehicle, I’m betting the production version will look pretty similar to the concept. It has to be. How else will it steal the thunder from the Audi e-tron and Jaguar I-PACE? Of course, it also has the Mercedes EQ C and Tesla Model S in its sights, so it better be more than just a looker.
Electrified Powertrain: An Inflection Point
Infiniti has yet to divulge any real crucial performance info about the QX Inspiration. Things like battery capacity, range, and torque ratings are forthcoming but it seems as if Infiniti wants us to think beyond horsepower ratings and top speed. For example, during the 2019 North American International Auto Show, the QX Inspiration won Best Future Concept in The Detroit News Readers’ Choice Awards.
We do know, however, there are two electric motors (one on each axle) and an e-AWD system. The latter is Infiniti-speak for electric all-wheel drive, similar to the electric Quattro drivetrain in the Audi e-tron SUV. The QX Inspiration is based on an entirely new platform, allowing the battery pack to live below the vehicle floor. Infiniti says this will help lower the center of gravity for more precise handling.
“The decision to electrify the Infiniti range was an inflection point for our brand,” explained Alfonso Albaisa, Senior Vice President for Global Design, Nissan Motor Company. “We started to understand the potential of new architectures and technologies and how they could influence a change in how we design our cars.”
Infiniti QX Inspiration Concept. Photo: Infiniti Motor Company Ltd.
Related: The best states for EV ownership.
Turning Japanese: Artistry & Imagination
Infiniti wants us mostly to focus on the origami-inspired styling and minimalist exterior design. With finely-balanced organic shapes and a mixture of straight lines, sharp creases, and smooth surfaces, the Japanese DNA is very much evident in the Infiniti QX Inspiration. The front has thin headlamps and an illuminated Infiniti logo. On the other hand, there is no grille or air intake on the front.
But the designers wisely retained the silhouette of an actual grille to give the QX Inspiration a very distinct look. This meant adopting an approach which focused on the open space between the concept’s lines. In particular, Infiniti’s designers were drawn to the character of paper and the art of origami.
“With the QX Inspiration concept, we were inspired by the Japanese concept of Ma, a focus on the lines and the empty space in between,” said Karim Habib, Infiniti Executive Design Director. “What is happening in that space between the lines – the free, natural flow of surfaces – is truly expressive. It’s the empty space between the edges that often carries the loudest message.”

Signature Styling Elements
The sharply-angled D-pillar contains a vermilion signature line to further define the cab-forward profile. Where other Infiniti SUVs have a long hood and a cab-rearward profile, the QX Inspiration is doing the opposite. To prove this point, the concept has shorter front and rear overhangs along with a shorter hood since there’s no need to house a burly gasoline motor.
“Where a V8 engine might move the interior rearward, electrification has allowed us to the move the interior forward and provides for a balanced profile,” Albaisa said.
The Infiniti QX Inspiration Concept rides on a 112.2-inch wheelbase and is about 64 inches in height. Overall length is 183.2 inches. It has the same exterior dimensions as the Mercedes-Benz GLC and BMW X3. In fact, the proportions are pretty similar to the Infiniti QX50 as well.
In the rear, the QX Inspiration literally shines. There’s a thin light bar that stretches across the tailgate. In addition, there’s an illuminated Infiniti script below the light bar to further add class and refinement. Everything looks crisp and neatly organized, with none of the cartoonist flare common to Japanese concept cars. Lastly, the QX Inspiration sits on louver-inspired 22-inch alloy wheels to complete the look.
The design team was inspired by the Japanese spatial concept of Ma – or the mastery of empty space. Photo: Infiniti Motor Company Ltd.
Hospitable Interior: When Empty Spaces Talk
The Japanese are known for their bountiful hospitality, and the same can be said for the omotenashi-inspired interior of the Infiniti QX Inspiration. Thus, the hand-crafted interior is peppered with unique touches, including a Bianco Carrara marble center console, pillar-to-pillar widescreen display, soft ambient lighting, and sofa-like rear seats. The roof panel is even finished in full-grain Japanese red cedar wood.
In fact, there’s so much going on with the interior that it’s hard to keep count.
“We have taken advantage of the EV architecture to develop a lounge-like interior, enabled by the flat floor and the empty space below the dashboard and center console. So really, we’re not just designing the objects inside the car, we’re designing the empty space between objects,” Habib said. “We’re trying to use that space to accentuate the design – you let the empty space talk as much, if not even more, than the forms and objects that are there.”
“Imagine someone clapping. The empty sound between claps is full of anticipation,” Albaisa added. “In this way, the electrification of Infiniti will bring a new simplicity and excitement to the brand.”
What really stands out are the rear coach doors with complimentary, carpet-style entrance lighting. If both features end up in production, it will surely make the Infiniti QX Inspiration stand out from the Tesla Model X and Audi e-tron SUV. Photo: Infiniti Motor Company Ltd.
Putting It All Together
Infiniti is keen on joining the electric SUV bandwagon with the QX Inspiration Concept. From the looks of it alone, they have a winner here.
“QX Inspiration is the beginning of a new era for Infiniti, and an illustration of where we want to go with the brand,” Habib said. “New technology has given us the opportunity to evolve our design philosophy – and this new vehicle communicates the serene strength at our core.”
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.
Infiniti QX Inspiration Gallery















































Photos & Source: Infiniti Motor Company Ltd.



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2018 Honda Accord 2.0T Arrives, Most Powerful Accord Yet

2018 Honda Accord 2.0T Arrives, Most Powerful Accord Yet

Expect to see the new Honda Accord 2.0T on dealer showrooms very soon. Honda says this Accord variant is “more powerful and engaging” with a new 2.0-liter VTEC Turbo under the hood. The Accord lineup continues its diversity with the 2.0T, which follows on the heels of the 1.5T released just a month ago. Early next year, the pair will be joined by the Accord Hybrid, featuring the 3rd generation of Honda’s two-motor hybrid technology.
Power & Performance
The Accord 2.0T is powered by a VTEC Turbo inline-four with direct injection and a dual overhead cam setup. With 252 horsepower and 273 lb-ft. of torque, the engine is related to the one in the Civic Type R; both share similar design principles. The Civic Type R may be the most powerful Honda in production at the moment, but believe it or not, the Accord 2.0T actually employs a smaller, low-inertia turbocharger for improved low-end response.
Overall, the Honda Accord lineup features two new i-VTEC Turbo engines, a more rigid, lightweight sealed body, and an entirely new chassis. The latter was benchmarked against luxury-class D-segment competitors during development.
Safety & Security
The Accord 2.0T features the Honda Sensing suite of advanced safety technologies, including Traffic Sign Recognition. Likewise, Honda is expecting high safety marks from the New Car Assessment Program, National Highway Traffic Safety Administration, and the Insurance Institute for Highway Safety.
Honda Accord Sport 2.0T. Photo: Honda North America.


Interior Treatments
Inside, Honda goes for simple connectivity and functionality. The Accord 2.0T includes wireless charging, a 6-inch heads-up display, 12-way power adjustable driver’s seat, and the next generation of HondaLink Assist, the automaker’s connected-car technology. An 8-inch Display Audio touchscreen interface with sharper graphics and more user-friendly features, like hard buttons for frequently used functions, is also available.
Pricing & Availability
Expect to see the 2018 Honda Accord 2.0T on dealer lots on Monday, November 22nd. We have included a handy pricing and fuel economy chart below. All 2018 Accords for the U.S. market are manufactured at Honda’s Marysville, Ohio plant. Its three new engines are produced at the nearby Anna, Ohio facility, the automaker’s largest engine plant in the world.
Carl Anthony in Managing Editor of Automoblog and resides in Detroit, Michigan.  
2018 Accord 2.0T Trims, MSRP & EPA Ratings
Trim / Transmission
MSRP
MSRP Including $890 Destination
EPA Fuel Economy Ratings(City / Highway/ Combined)
Accord 2.0T Sport / 6MT
$30,310
$31,200
22 / 32 / 26
Accord 2.0T Sport / 10AT
$30,310
$31,200
22 / 32 / 26
Accord 2.0T EX-L / 10AT
$31,970
$32,860
23 / 34 / 27
Accord 2.0T EX-L Navi / 10AT
$32,970
$33,860
23 / 34 / 27
Touring / 10AT
$35,800
$36,690
22 / 32 / 26
Photos & Source: Honda North America.



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Tesla Roadster Revealed (And It’s Powerful)

Tesla Roadster Revealed (And It’s Powerful)

Whoa, whoa, whoa! Hold up, hold up . . . Tesla just rolled out a new version of the Roadster out of nowhere. They were just supposed to debut a new, all-electric semi truck, then boom, here’s this gorgeous, new, completely unexpected electric sports car. Sure, sure, the truck is interesting, but at this point, who cares? I don’t. Although the information I have is rather thin, the performance specs are shocking. I mean jet fighter going up against a prop plane shocking.
Ground Rules
Before I dive in here, let’s get a few “minor” quibbles out of the way. First off, this is not really a roadster and it stretches the definition of “sports car.” What the new Tesla Roadster is, form-factor-wise, is a targa. There’s a large-ish removable roof panel – made of glass, which is kind of trick – that stores in the trunk (nice!). Tesla says this gives you “an open-air, convertible driving experience.” No, it won’t. I like targas, but don’t confuse them with convertibles. In a convertible there’s nothing behind your head but beautiful wind turbulence, a sonorous exhaust note, the tarmac you were just on, and the sighs of those jealous souls you just passed. And, more to the point, roadsters are not even convertibles. Roadsters don’t convert. Roadsters have no tops at all. Roadsters are four-wheeled motorcycles. You are out there in the elements, come rain or come shine. Ah, roadsters.
Also, like I said, Tesla is stretching the definition of “sports car” here because their new Roadster has four seats. It’s also unclear just how much room those two chairs in back offer. This could, effectively, be a 2 + 2. That would be tolerable, since some bonafide sports cars are 2 + 2s (Porsche 911s, for example), but if that back seat is actually usable for full grown adults (including fat, lazy American adults) rather than a coupe with dwarf-sized rear seating, then I’ll probably cringe a little bit more at the use of the term “sports car.”
But who cares about that stuff? Check out these specs!
Photo: Tesla Motors.
Power & Performance
Zero to 60 in 1.9 seconds! Zero to 100 comes up in 4.2! The quarter mile evaporates in 8.8! Top speed of “over” 250 miles an hour. The torque is 10,000 Nm . . . which is way, way more than seven-thousand foot pounds of torque. I mean, no wonder this thing runs a quarter almost a full second faster than a Kawasaki Ninja; I’ve seen bazooka rounds move slower. Shoot, I’ve seen pro-stock drag cars run slower than that. And this thing comes with a warranty.
Range? 620 miles. That is Detroit to Indianapolis and back with juice left over. Yeah, I know. Range numbers can be finicky, and yeah, I know, you won’t get 600 plus miles out of the thing if you’re blasting off a couple dozen quarter mile runs. But even taking that kind of stuff into consideration, “range anxiety” turns into “range reassurance” pretty quickly.
Oh, and the new Tesla Roadster is all-wheel drive. There’s no details on the drivetrain layout – or for that matter the batteries, where they’re located, weight distribution (shoot, all up weight either), controller specs, cooling needs, and the like – but Tesla has been motivating via all four wheels with both the Model S and the Model X, so my money is on some version of that drivetrain layout.
Photo: Tesla Motors.


Comparing & Contrasting
The Roadster has a curious resemblance to Porsche’s upcoming Mission E all-electric car. It has that same sinusoidal roof line and plunging roll-off from the front fenders and hood to the, uh, grill. There is a grill of some sort, low down and much smaller than a car with an internal combustion engine, and is most likely there to cool the controller and its subsystems, which can run hot.
The whole front end is much more aesthetically pleasing than the Porsche. Tesla’s Roadster doesn’t have the dubious headlights that the Mission E has, and although the Roadster’s lights are small and focused and downturned, they don’t come across nearly as squinty and angry as a lot of other modern cars that are dying to say, “look at me, I am a mean and purposeful performance car! Fear me!”
The rear of the Roadster has a very large central venturi tunnel, flanked by two smaller versions. This, undoubtedly, produces lots of downforce, but Tesla doesn’t give us any figures. Also undoubtedly, the underbody of the roadster is probably as smooth as a dolphin since there’s no stuff like drivelines and mufflers and all that. Going full EV must be such a joy to packaging engineers.
Photo: Tesla Motors.
Critical Questions
And now, a few inconsequential nit-pickings about those specs. Actually, I have only two. The first is that range number, which is honestly great. But we have to see how that will hold up in the real world, under real-world driving conditions. The other is that terminal velocity of “over 250 mph.” I’m not saying a road vehicle can’t do that, I just have some questions. Like, what kind of tires are you running? How many runs “over 250” can you do before you wear those factory tires down to the chords? How long can you sustain 250 mph before the batteries run dry? I’m not saying the Tesla Roadster can’t hit this speed, I just want to know a bunch about what goes along with that sort of V Max.
Elon Musk, head Tesla dude, personal friend of Tony Stark, very wealthy fiddler of rockets and maglev trains, implied during the roll out that one day, driving a gasoline car will be much less thrilling when compared to its electric counterparts. The crowd seemed very pleased by this. And I am too. The performance potential here, due in large part to the Roadster producing torque like an ocean-going tug, is the rolling definition of thrilling.
Tesla Founder Elon Musk reveals the new Roadster. Photo: Tesla Motors.


Pricing & Availability
Expect to see the Tesla Roadster in 2020. Nothing further than that, but whatever debut date Tesla eventually gives will probably be short by 10 months or so. There is, however, an answer to the question of “how much?” Simple: $200,000, starting. Oh, I do agree. That is a lot of money. Even if this thing can blow you so far off the road that Rui Faleiro couldn’t find you, 200 large is, well, 200 large.
And that’s just the base price. It will cost you $50,000 up front to get the base reservation so you can wait in line for your Tesla Roadster to show up. If you want it quicker, and want to be ushered to the very front of the line, then you need to pay $250,000 for the Founders Series Price. And, if you’d like, you can pay it right now. Tesla is already taking reservations.
When you think about it, $250,000 is what big bore Aston Martins and Porsches and even Ferraris cost. And the Tesla Roadster is not “within range” of those mighty offerings, it surpasses them. Easily. The upcoming Tesla Roadster just moved the performance envelope up and to the right, and it moved it a lot.
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: Tesla Motors.



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Nissan’s Midnight Editions Broken Down By Model

Nissan’s Midnight Editions Broken Down By Model

Nissan says for 2018, a portion of their lineup proves “black is the new black.” The phrase “the new black” originates from the fashion industry, meaning a given thing is suddenly all the rage. And saying black is the new back in the automotive industry is certifiably true, especially for Nissan. The automaker has moved 50,000 Midnight Edition themed vehicles this year alone.
Given the popularity, Nissan is expanding the Midnight Edition lineup to include Frontier, Titan, and Titan XD. Below is a breakdown of each Nissan Midnight edition by model.
“For 2018, we’ve developed a complete portfolio of the popular, blacked-out Midnight Edition look among nine of our most popular Nissan sedans, SUVs, and now pickups,” explained said Dan Mohnke, Senior Vice President, Sales & Marketing and Operations, Nissan Division U.S., Nissan North America, Inc. “These dramatic appearing Midnight Edition models reflect the popular aftermarket trend of blackout wheels and trim, but are ready to drive off the dealer lots with full factory quality and warranty coverage.”
Nissan Midnight Editions. Photo: Nissan North America.
Sentra Midnight Edition
Nissan’s small sedan gets rowdy with 17-inch black aluminum alloy wheels, black outside heated mirrors, black rear spoiler, black license plate finisher, and the black V-Motion grille. Available on Sentra SR.
Altima Midnight Edition
Available on the 2.5 SR, this Altima includes black 18-inch aluminum alloy wheels, black mirror caps, black spoiler, black Altima and SR rear emblems, and a black rear license plate holder. Up font, Nissan’s signature V-Motion grille sets the stage for the Altima’s overall design. Inside, Prima-Tex heated seats and a navigation system are included.
Maxima Midnight Edition
One of our favorite Nissan cars, the Maxima in this variant (SR) receives a black sport spoiler, 19-inch gloss black aluminum alloy wheels with center caps, black Maxima and SR rear emblems, and a black V-Motion grille with lower surround. Other tech niceties include the Intelligent Around View Monitor and Intelligent Driver Alertness.
Nissan Maxima Midnight Edition. Photo: Nissan North America.
Rogue Midnight Edition
The Nissan Rogue Midnight Edition is like many of its SUV stablemates, sharing the signature black V-Motion grille, black roof rails, black rear license plate finisher, black cross bars, splash guards, and illuminated kickplates. Available on Rogue SV.
Murano Midnight Edition
Family-hauling won’t be boring here with 20-inch black aluminum alloy wheels, black outside mirrors, black roof rails, black license plate finisher, and black front and rear lower bumper accents. The V-Motion grille is front and center while black side body moldings, black splash guards, and illuminated kickplates finish off the appointments. Available on Murano SL.
Pathfinder Midnight Edition
Available on Pathfinder SL, this SUV features 20-inch black aluminum alloy wheels, black outside mirrors, black roof rails, black license plate finisher, and the black V-Motion grille. Further exterior appointments include black front and rear lower bumper accents, black rear spoiler, black splash guards, illuminated kickplates, and exterior approach lighting.
Nissan has expand the Midnight Edition package to include Frontier and Titan for 2018. Photo: Nissan North America.


Frontier Midnight Edition
The Frontier may be showing its age when compared to offerings from General Motors, Honda, and Toyota, but the Midnight Edtion treatments do dress the truck up. Expect to see a gloss-black grille, 18-inch gloss black aluminum alloy wheels, semi-gloss-black step rails, body-color front and rear bumpers, black outside rearview mirrors and door handles, and special floor mats.
The Midnight Edition Frontier is available in Crew Cab SV, 4×2 or 4×4, with an automatic transmission.
Titan & Titan XD Midnight Editions
The big rigs join the party with a special front grille, darker headlights, black fog light finishers, black outside rearview mirrors and door handles, step rails, and black exterior badging. There are 20-inch black aluminum alloy wheels, body-color front and rear bumpers, and charcoal interior trim. For the Titan, the Midnight Edition is available on Crew Cab SV and SL trims in either a 4×2 or 4×4 configuration. For the XD, it’s Crew Cab SV and SL grades, 4×4 only, and only with the available Cummins 5.0L V8 Turbo Diesel.
Pricing & Availability
The 2018 Midnight Editions are arriving at Nissan dealers nationwide, although some won’t be available until later in December. Manufacturer’s suggested retail prices for the individual Midnight Edition packages are below. Do you have a favorite Nissan Midnight Edition? Let us know on Twitter.
Carl Anthony is Managing Editor of Automoblog and resides in Detroit, Michigan. 
Altima SR Midnight Edition
$1,095
Frontier SV Midnight Edition
$995
Maxima SR Midnight Edition
$1,195
Pathfinder SL Midnight Edition
$1,395
Rogue SV Midnight Edition
$1,095
Sentra SR Midnight Edition
$495
Photos & Source: Nissan North America.



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