Automotive

2019 VW Arteon: Tremendous Value But Will It Actually Sell?

2019 VW Arteon: Tremendous Value But Will It Actually Sell? The 2019 VW Arteon arrives at dealerships this month.
Front-wheel drive models start at $35,845; $37,645 for all-wheel drive.
VW says the Arteon combines the space of a sedan with the design of a coupe.
So they’re really making this thing? “This thing” being the 2019 VW Arteon, a top-of-the-line, all bells and whistles halo car VW seems to think everyone wants. Every so often, VW does something like this. They made a Passat with half of a Veyron engine, a W8, 15 years ago. They made this big luxo sedan, the Phaeton, a couple of years after that. Nobody bought them. Why? A couple of good, solid reasons.
So what makes Volkswagen think it’s going to work this time around with the 2019 Arteon?
Lessons Learned?
Near as I could tell, the W8 Passat and the W12 Phaeton failed to hit sales targets for two main reasons. One, when something went wrong with either of those engines (and sooner or later, something always did), it’s like you had to suddenly write a check for a new sailboat. And two, why buy a top-of-the-line VW loaded with every possible performance and luxury feature on the planet, when, for a few dollars more, you could buy nearly the same thing from BMW or Mercedes-Benz or Audi – shoot, Audis are pretty much Volkswagens already!
But whatever, VW does not seem concerned with those questions, but they do seem concerned with people knowing about the Arteon.
2019 VW Arteon. Photo: Volkswagen of America, Inc.
Value Proposition
So here we are. The Arteon (I will not make a comment on that name, no I will not) is loaded down with every high-tech means to move you, stop you, change directions for you and, in the meantime, keep you warm and dry and safe and happy. VW says the Arteon will do this for . . . holy smokes, this thing only costs $36,000?! That’s nuts. That’s about what an Audi A4 goes for, and the Arteon has all the features of an A8 (okay, an A6 at least).
In other words, VW is going down the same road it did with the W8 Passat and W12 Phaeton; lots of bang for your buck, but nobody bought them.
Here’s what you get for that $36,000 starting price (they top out around $45,000 for the full-zoot model). There are three trim levels: the SE, SEL, and SEL Premium. Even the “base” SE has most anything a modern luxo-barge buyer would want these days.
The performance-inspired R-Line package, with its more sporty treatments, is available on every trim level. Photo: Volkswagen of America, Inc.
2019 VW Arteon SE
The front-wheel drive Arteon SE, starting at $35,845, features a 2.0L four-cylinder turbocharged TSI engine. Not very impressive in the engine department, sure, but everything else is. For an extra two grand you can get an Arteon SE with 4Motion all-wheel drive. Standard exterior goodies include 18-inch aluminum wheels, LED headlights and taillights, a chrome grille, and dual trapezoidal exhaust tips.
On the inside, the SE has leatherette seating surfaces, heated front seats with 12-way power adjust, and four-way lumbar support. Keyless access with push-button start fires the whole thing off, and there’s three-zone automatic climate control for when you’re underway. The SE also comes with a leather-wrapped and multi-function steering wheel, rearview camera, rain-sensing wipers, and an auto-dimming rearview mirror. The brushed metallic décor bits are all over the place, along with stainless-steel door sills and pedal caps.
There’s tons of multimedia stuff crammed into the dash: an eight-inch Composition Media infotainment system with SiriusXM, Bluetooth connectivity (of course), two USB ports, and eight speakers. Volkswagen’s Car-Net App-Connect includes Apple CarPlay, Android Auto, and MirrorLink. Standard driver assist features include Forward Collision Warning and Autonomous Emergency Braking, Side Assist, and Rear Traffic Alert.
And all that stuff is in the “entry-level” SE!
2019 VW Arteon interior layout. Photo: Volkswagen of America, Inc.
Related: An in-depth look at the 2019 VW Arteon.
2019 VW Arteon SEL & Premium
VW ups the game with the Arteon SEL, which starts at $39,995 for front-wheel drive; $41,795 for all-wheel drive, neither of which are unreasonable. The standard LED headlights now have an Adaptive Front-lighting System. There’s a panoramic sunroof, power-folding mirrors with memory, remote start, Nappa leather seating surfaces, and ambient lighting. This time, it’s an eight-inch Discover Media infotainment system with navigation and a 12.3-inch Volkswagen Digital Cockpit display.
There’s also Adaptive Cruise Control with Stop and Go along for the ride.
At the top of the heap, we have the Arteon SEL Premium starting at $44,945. The SEL Premium, riding on 19-inch aluminum-alloy wheels, is only available with all-wheel drive. The interior receives a heated steering wheel, paddle shifters, ventilated front seats with a massaging driver’s seat, heated rear seats, and again, brushed aluminum décor all over the place. The 700-watt Dynaudio stereo with 12 speakers should be loud enough to make even Nikki Sixx want to turn it down.
Photo: Volkswagen of America, Inc.
A Great Vehicle Indeed
So yes, the new Volkswagen Arteon is an amazing car, loaded down with features you’d expect in something costing twice as much. And yes, the 2019 VW Arteon would be the smart choice concerning cost versus value. But no, VW probably won’t end up selling enough of them. More’s the pity. They seem like great cars.
Tony Borroz has spent his entire life racing antique and sports cars. He is the author of Bricks & Bones: The Endearing Legacy and Nitty-Gritty Phenomenon of The Indy 500, available in paperback or Kindle format. Follow his work on Twitter: @TonyBorroz.
2019 VW Arteon Gallery

Photos & Source: Volkswagen of America, Inc.

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Automoblog Book Garage: Boss Mustang: 50 Years

Automoblog Book Garage: Boss Mustang: 50 Years Of all the legendary names in the history of the Ford Mustang, one stands apart: Boss.
Mustang Historian Donald Farr takes us on a pony car journey in Boss Mustang: 50 Years.
Our Book Garage series features the books every gearhead and enthusiast needs in their library.
You know, one of the things about car books, is that if they’re of a certain ilk (e.g. coffee table books – and Boss Mustang: 50 Years is nearly one of those) it’s really hard to see anything new in them. It seems, if you’ve spent years staring into car books, as I have, there’s the same pictures over and over again.
There is nothing new under the sun.
You get to feeling very Ecclesiastical.
Not Your Normal Coffee Table Affair
Boss Mustang: 50 Years, written by this fellow named Donald Farr, is nearly a coffee table book, like I said. It’s kind of largish in format (one giveaway) and it is loaded with pictures (another tell in the coffee table book game). And that is where the similarity ends. This is actually a good book, all around. Oh sure, if you’re a Mustang person or a Ford fan, then this book is pretty much a gimme for your library. But if you like racing in the 1960s, automotive history, or just like cars in general, you will probably end up buying this book.
Originally meant to homologate the new Boss 302 engine and option package for SCCA Trans-Am racing, the Mustang Boss 302 debuted in 1969, being built in limited numbers for the street through 1970. Farr, a renowned Ford historian and Ford hall-of-fame inductee, spent time interviewing the designers and engineers who were closest to the Boss in preparation for the book.
In other words, not only is there the occasional new shot here and there, the whole thing is pretty in-depth.
Boss Mustang: 50 Years, chapter 9 cover photo. Designed by Larry Shinoda, the Boss cars easily stood out from their less potent stablemates. Race-bred powerplants, a standard front spoiler, and bold graphics were all Boss signatures. Photo: Donald Farr.
Boss Mustang: 50 Years: One Fine Spread
99 percent of the single car books out there; books with titles like The Samparo Super-Squid: Making of a True Legend and a Genuine Myth, are usually short on prose poems and very long on large-format glamor shots. Boss Mustang: 50 Years, although having few prose poems within, is not some lightweight faire you buy for your nephew who’s “into cars.”
It tips the scales at 176 pages and is slightly larger than a sheet of printer paper. Hardback, of course. Speaking of, the paper they use is rather nice, as are the fonts, layout, color choices, and all that sort of technical printing stuff. There’s whitespace, but not too much; the captions are well-written and easy to figure out which one goes with which shot. (Without having to resort to using numbers or other remedial methods for the navigationally and deductively inept).
Boss Mustang: 50 Years, page 43. With its Trans-Am characteristics, the 1969 Boss 302 Mustang established a new performance image for Ford. Street and track modifications were common. This one, for example, has a lowered suspension and wider tires. Photo: Randy Ream.
Mountain King
It’s easy to tell that Farr both knows his subject and loves his subject. This is to be expected but, what over the top praise there is, is not distracting. This is a book about the development, manufacturing, and racing of Ford’s Boss Mustang. What do you expect him to say: “Yeah, good car, but overall, pretty much a wash between it and a Camaro.”
No, the Mustang is clearly a better car for this ilk, but it’s also pleasantly apparent that Farr doesn’t think the Mustang lives at the top of the mountain; just at the top of his mountain. Farr, by the by, is an editor at Mustang Monthly and has written a bunch of other Ford and pony-car related books.
In Boss Mustang: 50 Years, what Farr is really after, is a complete history of the pony car, from its late 1960s origin in Ford’s boardroom, to its Trans-Am successes, and then untimely demise in 1970.
Boss Mustang: 50 Years, chapter 6 cover photo. Photo: Ford Motor Company.
Hidden Treasures
As you would expect, the book is thorough, without bogging you down with “inside baseball” stuff; like 369-page chapters on VIN codes and junk like that. Farr does give out specs, both relevant and fan-oriented. For instance, did you know that in 1969 there were 850 Boss Mustangs made? Sure, I bet some of you do. But do you know how many came in Wimbledon White? Royal Maroon?
Or how about this: do you know how many Ford made in Silver Jade? One. One! And get this: It was a factory painting mistake that was finished as a 429, then shipped to a Ford dealer in Colorado in 1970.
It is my truly fond wish that, right about now, there’s an old guy showing his grandson around a barn outside Greeley or Leadville or some place by Oak Creek and the kid asks, “why is that car a funny green color, grandpa?”
Boss Mustang: 50 Years, page 30. In 1969, the Boss 302 Mustang came in just four colors: Bright Yellow, Calypso Coral, Acapulco Blue, and Wimbledon White. Photo: Billy Jay Espich.
Big Boss Man
The book is split about 50/50 between the classic, 1960s Mustangs and the newer ones that received the Boss moniker about 40 years later. There’s a really nice development section about Ford’s refining (and refining and refining) of the reborn Boss. They didn’t just slap some stickers on it, grab a truck exhaust out of the parts bin, and call it good.
Ford doesn’t mess around and Farr shows this in detail.
Although a modern car maker today, Ford was resurrecting a beloved family name. If they went with a “good enough” approach, fans would have noticed. Ford eventually made them and sold them and raced them; and there was much rejoicing in Mustang clubs throughout the land. I rejoiced myself when I saw the heading on page 139 that read “Racing Improves The Breed,” something I have been saying for years.
That section of chapter 12 deals with the frustrations the Boss team faced on the track at the time.
Boss Mustang: 50 Years, page 158. This 2013 Boss 302 Mustang is making full use of its 444 “ponies” on the track. Photo: Ford Motor Company.
An Extra Resource
At the end there’s some nice appendices with tech specs and bibliographies and such. Better to put them there. You know where to find them (if a bench racing discussion is in full swing) because they don’t clutter up the body of the written content. All in all, this is a good book for your coffee table.
Boss Mustang: 50 Years is published by Motorbooks and, at the time of this writing, retails for $40.00.
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.

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2019 Volvo V60 Review: Quick, Versatile & Safe

2019 Volvo V60 Review: Quick, Versatile & Safe 93Solid 2019 Volvo V60 T6Overall Impression More fun than it looks.Good safety ratings/features.ProsVersatile Sleek DesignComfortable CabinConsSensus Interface Rear Passenger RoomVolvo has a range of family-friendly vehicles that are stylish, safe, and technologically-advanced. Offerings like the 2019 Volvo V60 are much different than the old boxy wagons of the past. However, the Swedish automaker is still one of the best if safety is your number one concern. Volvo remains one of the industry leaders in this area, and has loaded the new V60 with plenty of safety features.
This week, we drove the 2019 Volvo V60 T6 Momentum with all-wheel drive.
What’s New For 2019
The Volvo V60 is fully redesigned for the 2019 model year. The new V60 is built on Volvo’s Scalable Product Architecture, which underpins 90 and 60 Series models. The more sporty R-Design and the more luxurious Inscription trims are available for 2019.
Features & Options: Convenience & Safety
Standard features for the base Momentum T6 ($43,400) include 18-inch wheels, automatic LED headlights, automatic high beams, heated and rain-sensing wipers, roof rails, and an auto-dimming rearview mirror. On the inside, drivers receive dual-zone automatic climate control, leather upholstery, heated 10-way power-adjustable front seats, and a panoramic sunroof. Among the convenience features: keyless ignition, a hands-free liftgate, rearview camera, power-folding rear headrests, and power-split-folding rear seats with a center pass-through.
Tech features include the Sensus infotainment system with a nine-inch touchscreen and Apple CarPlay/Android Auto compatibility. Bluetooth connectivity, streaming audio, satellite radio, and two USB ports each pair well with the 10-speaker audio system.
Volvo’s standard City Safety technology detects other vehicles, pedestrians, cyclists, and large animals like moose and deer, and can engage auto-braking to mitigate oncoming collisions. City Safety will also avoid or mitigate collisions with oncoming vehicles at intersections. Other safety features include steering support, oncoming lane mitigation, lane keeping aid, and run-off road protection. The Pilot Assist system, which supports drivers with steering, acceleration, and braking on well-marked roads up to 80 mph, also receives an update.
This tester came with the optional FOUR-C active chassis ($1,000) and 19-inch alloy wheels ($800). Total MSRP including destination: $46,195. By comparison, the 2019 Volvo V60 starts at $38,900 for the T5 front-wheel drive; $43,400 for the T6 all-wheel drive.

Related: An in-depth look at Volvo’s safety technology.
Interior Highlights: More Connectivity, But Less Intuitive
The Momentum may be the base trim, but it still features a stylish interior with premium materials. The overall ambiance is one of understated luxury, accompanied by some Swedish flair. Interior standouts include the heated leather seats and steering wheel, the panoramic sunroof, and automatic climate control. We especially liked the Art Deco aluminum inlays that give the cabin a more upscale feel.
Volvo improved the Sensus infotainment system for 2019. The quicker response times are necessary if you’re going to make use of the many entertainment applications like Spotify, Pandora, Baidu, and TuneIn. While the updates and increase in connectivity are welcome, we thought the tablet-style Sensus system wasn’t as intuitive as other vehicles we’ve tested.
The front seats are very comfortable in the 2019 Volvo V60. However, the middle seat in the rear has a high floor, which means passengers sitting there will have limited foot room. Volvo did increase overall cargo space; the V60 now has 23.2 cubic feet of space when the rear seats are upright; 50.9 cubic feet with the back row folded. The 40/20/40-split design makes the best use of the space available and offers some flexibility for carrying additional cargo.

Engine & Fuel Mileage Specs
The new V60 comes with a 2.0-liter, in-line four Drive-E engine paired to an eight-speed automatic. With its traverse all-wheel drive layout, the V60 T6 creates 316 horsepower and 295 lb-ft. of torque via bi-charging. The supercharger on top of the turbo makes this a quick family hauler! In fact, with this engine, the V60 hits 60 mph in under six seconds. EPA fuel-mileage estimates come in at 21/31 city/highway and 25 combined mpg.
The T5 variant features an in-line four with a turbo only. With front-wheel drive, fuel economy improves to 24/36 city/highway and 28 combined mpg, although horsepower drops to 250.
Regardless of the weather, the 2019 Volvo V60 provides a feeling confidence and security, as the wagon is solid and quiet on the road.
Driving Dynamics: More Enjoyable Than It Looks
The 2019 Volvo V60 provides the convenience and utility of a hatchback, but the dynamics of a sedan. The V60 is fun to drive, and if we didn’t know it was a wagon, it would have fooled us into thinking it was a sports car. The 2.0-liter bi-charged engine has plenty of power, making it fun for the daily commute. The selectable drive modes add to the enjoyment.
Furthermore, the all-wheel drive T6 is a good choice for those who live on rough or unpaved roads, and in cold and snowy climates. It handled well in the snow and ice we encountered this week in the Denver area.
Perhaps most importantly for families, the Volvo V60 was named a Top Safety Pick by the Insurance Institute for Highway Safety. Throughout the city and around the steeper mountain curves, the big disc brakes on all four corners brought us to a quick stop when needed. But knowing Volvo’s City Safe system can detect larger animals, we had extra peace of mind traveling through the less populated areas outside of Denver.

The 2019 #Volvo V60 provides the convenience and utility of a hatchback, but the dynamics of a sedan.Click To TweetConclusion: Good Choice Overall
For young, active families who don’t need a ton of cargo space, the 2019 Volvo V60 is a good choice. You can take this wagon through the snow and the cabin is comfortable and quiet. Overall, despite it being a wagon, we would rate the driving experience on the high side, an added bonus if you’re an enthusiast.
Denis Flierl has invested over 25 years in the automotive industry in a variety of roles. All of his firsthand reviews are archived on our test drives page. Follow Denis on Twitter: @CarReviewGuy
2019 Volvo V60 Gallery

Photos: Volvo Car USA, LLC. (Additional models and trim levels shown).

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Does Fiat Fit Your Personality? An In-Depth Look At The Lineup

Does Fiat Fit Your Personality? An In-Depth Look At The Lineup In our world today, bigger usually means better. And while that is true to a certain degree, there is the counter adage of big things coming in small packages. This is Fiat’s approach and being the little guy is sometimes quite swell. The Italian automaker focuses on what they call a modern, yet simple approach that blends functionality, technology, and ownership pride. Fiat wants drivers to feel a sense of self-expression and points their design and engineering efforts toward that end.
Dynamic & Different
I’m a Fiat owner which, considering my affinity for muscle cars and long history of truck ownership, having a 500X is quite the departure. Yet, I enjoy my Fiat very much. It’s different in every regard in terms of its styling and interior layout, but it’s comfortable, reliable, and remarkably efficient. I’ve even turned a few heads when I have my 500X all shined up on a nice day.
Depending on your personality, a Fiat might be ideal for you. I say personalty because Fiat owners are a different bunch, but we’re a merry bunch to be sure. If you’re thinking about something Italian and something a bit out of the ordinary, then this list below is for you. Here is a brief look at the entire Fiat lineup to help you decide which one you like best.
500
The 2018 Fiat 500 is available in three models: Pop, Lounge, and the higher-performance Abarth. The latter is definitely the most fun, but for the sake of daily driving, the first two are likely to best suit you. The Pop and Lounge have plenty of pep with the 1.4-liter MultiAir Turbo that delivers 150 lb-ft. of torque and 135 horsepower, an increase of 34 horsepower versus the 2017 model. The engine is paired with a five-speed manual transmission or the optional six-speed automatic, and there’s even a sport-tuned exhaust.
Pop and Lounge models have 16-inch aluminum wheels for curb appeal, a performance-oriented braking system for safety, a sport-tuned suspension for better handling, and a backup camera because busy parking lots are always tricky. Optional equipment is no longer grouped into “collections,” meaning different features can be easily combined and interchanged with one another.
The Fiat 500 Pop starts at $14,995; the Lounge at $18,395, with the Abarth landing at $19,995. All trim levels are available as a Cabrio (convertible) for an additional $1,495. Fuel economy for the 500 is 31/40 mpg city/highway with the Abarth coming in at 28/34 mpg city/highway.

500 Abarth
If you need a little more spark, the 500 Abarth may suit your tastes with its lickety-split temperament. Bearing the name of Karl Alberto Abarth, it features a performance suspension, 16-inch Hyper Black aluminum wheels, Pirelli tires, and a really cool sounding exhaust system. The 1.4-liter MultiAir Turbo here puts out a bit more grunt: 160 horsepower and 183 lb-ft. of torque, with a Sport mode and torque transfer control system to really maximize performance.
The 500 Abarth is a driver’s car through and through. When you get inside, it’s simple. There’s no clutter, nothing fancy (although you can do a sunroof), and it’s not the least bit quiet. But it’s like a little rocket on four wheels and if you want all the joys of driving and none of the frills, the 500 Abarth is among the best choices on the market. The seats hold you tight, the suspension keeps you planted, and the turbo boost gauge is a blast to watch.
2017 Fiat 500 Abarth. Photo: FCA US LLC.
500e
Sometimes this little guy gets missed, but it’s a hidden gem as electrified vehicles become increasingly more plausible for consumers. The Fiat 500e offers over 80 miles of driving range, 121 miles per gallon equivalent in the city and 112 MPGe combined. The regenerative braking system can use 100 percent of its regenerative capability all the way down to eight mph. This maximizes efficiency but increases brake life – Fiat refers to this as “blended braking.” Right now, the vehicle is only available in California and Oregon.

500L
So it’s a bit homely and admittedly, it’s the only Fiat I don’t like. At all. Yet, when compared to the 500, the L offers 42 percent more interior space, seating for five, and more than 50 different seating and storage configurations. Further, the L offers more than 40 different standard and available safety features, a bonus for families on the go. There is plenty of tech inside, from a backup camera, USB ports, and a seven-inch display compatible with Apple CarPlay and Android Auto.
The aforementioned 1.4-liter engine provides an ample 160 horsepower and the ride should be plenty comfortable as the chassis is tuned for a touring car feel. Whatever, it’s still weird looking. I’m a Fiat owner and I’m corky but my corky has limits. This is well past the limit.
2018 Fiat 500L. Photo: FCA US LLC.
500X
The 500X is arguably the most practical and stylish member of the Fiat household, and it’s definitely the most sure-footed. Built on the Jeep Renegade platform with an option for all-wheel drive, the 500X feels stable and firm, something not all small crossovers can say. Though the 500X is modest when compared to marque Italian performance cars, the steering and handling aspects – inherent strengths in Italian engineering – do cross over (no pun intended) to the 500X. The result is a crisp, solid, and responsive little vehicle perfect for city driving.
Two engines are on offer: the 1.4-liter, which we have already been chatting about, is standard on Pop models and paired with a six-speed manual. However, the 2.4-liter Tigershark MultiAir2 enters the picture. It’s standard on Trekking and Lounge with an available nine-speed automatic.
By the numbers, The 1.4-liter with the manual delivers 160 horsepower and 184 lb-ft. of torque, with an EPA-estimated fuel economy of 25/33 mpg city/highway. By comparison, the 2.4-liter generates 180 horsepower and 175 lb-ft. of torque, with an EPA-estimated rating of 22/30 mpg city/highway for front-wheel drive models; 21/29 mpg for all-wheel drive models.
The 500X has 70 available safety and security features, a generous array of connectivity offerings via the Uconnect system, and the option for a panoramic sunroof and heated steering wheel. The 500X starts around $20,000 and they lease well.

124 Spider
This is definitely the most exciting member of the Fiat family, especially in its Abarth skin. The 124 Spider was introduced 50 years ago, although it’s been about 30 years since it was last in the United States. Similar to the 500 Abarth, the Spider in any one of its trims (Classica, Lusso, Abarth) is a true driver’s car. Styling and performance are among the Fiat 124 Spider’s most defining characteristics, seen in things like the long hood and short rear deck, or the Abarth’s Bilstein sport suspension and mechanical limited-slip differential.
The front engine, rear-drive configuration is balanced at a near 50/50 with a curb weight between 2,400 and 2,500 lbs., depending on the model. The 1.4-liter MultiAir Turbo returns and delivers 160 horsepower and 184 lb-ft. of torque on Classica and Lusso, with a slight bump to 164 horsepower for the Abarth. The roadster is available with either a six-speed manual or Aisin automatic transmission.
Other nice features include heated seats, a Bose premium stereo, and a healthy array of safety tech. Fiat has made the packages a bit more flexible so it’s easier to mix and match what you might want – the 124 Spider starts just shy of $25,000.
2018 Fiat 124 Spider Abarth. Photo: FCA US LLC.
Personality Driven
Like I mentioned above, a Fiat may not necessarily fit your personality but if it does, hopefully this list helped. If you are looking for something practical, the 500 and 500X are your best options. If you want a little more pep in your step, one of the Abarth models will do nicely. If you want a fun car to take for a joy ride on a summer day, that’s definitely the 124 Spider. And if you are looking for something really odd, but with lots of room, then the L is your knight in shining armor.
Of course, you can always drop us a line if you have additional questions. Just ask for me when you do.
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 (2017 & 2018 models shown).

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Jaguar XE SV Project 8 Tackles The Nürburgring Nordschleife

Jaguar XE SV Project 8 Tackles The Nürburgring Nordschleife

All right you Xbox warriors, gearheads, and grease monkeys. Yes, even the poor deluded souls who think the PlayStation counts as a driving simulator. I know what you’re thinking: 7:21 and change is an okay time, but it’s not a great time. I agree with you. Sure, what the Jaguar XE SV Project 8 did was quick, but it’s not even in the same time zone as what the latest Porsche GT and that monster from Glickenhaus did. All of that is true. What is also true is that the Jaguar XE SV Project 8 is most definitely not a featherweight car. It’s kind of fat. But it’s also kind of fast. Oh, and it’s also a sedan.
Disclaimers & Conditions
Jaguar is being cute with all of this stuff and it gives me a chuckle. For starters, there’s a whole series of foot notes in the presser, and they are laughably entertaining if you think about the conference room discussions that lead to them. Some of the greatest hits include: “Professional driver on a closed course. Do not attempt.” And “always follow local speed limits.” Of course the funny thing here is the Nürburgring Nordschleife is a public road and you can drive on it just as fast as you care.
Anyway, at 7 minutes, 21.23 seconds, the Jaguar XE SV Project 8 is now the world’s fastest sedan of production-intent specification. What, exactly, is “production-intent specification?” Dunno. Jag didn’t really say. One could say that it’s kind of weaselly and sounds like someone is hedging their bets (if you’re a glass half empty kind of a person). Or one could say it means the XE SV Project 8 prototype used for this Nürburgring run is remarkably close to the production version, and only detail changes might be happening (if you’re a glass half full kind of a person).
Jag’s new record is 11 seconds quicker than the previous sedan time, although they do not mention who it was that set the previous record. As I recall it was a BMW M3; that one with the big, whompin’ V8.
Photo: Jaguar Land Rover.
Power & Performance
The new time was set thanks to the Jaguar XE SV Project 8’s fire-breathing 592 horsepower, 5.0-liter supercharged V8 engine. It shoots the big sedan to 60 mph in 3.3 seconds and to a top speed of 200 mph. And of course the suspension and tires helped. No mention made of the skins mounted, but if I were doing something like this, I’d get some real race rubber (let’s say Michelins) to tilt this thing as much in my favor as I could. Jag says the XE SV Project 8 is the most extreme road-legal Jaguar ever, which says a lot if you’ve ever been up close with an XJ220, cause those things are nasty, nasty machines.
The bad news is that the Jaguar XE SV Project 8 won’t be available until next year, and it starts around $187,500 in the United States. And, to make matters even worse, production is limited to 300 vehicles worldwide. If you’re interested, you can watch the XE SV Project 8 prototype’s record lap on the Nürburgring Nordschleife below. I’ve got to say, it is rather impressive.
Tony Borroz has spent his entire life racing antique and sports cars. He means well, even if he has a bias towards lighter, agile cars rather than big engine muscle cars or family sedans.

Photos, Video & Source: Jaguar Land Rover.

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Bentley Continental GT First Edition: Grand or Bland Tourer?

Bentley Continental GT First Edition: Grand or Bland Tourer?

Bentley has announced the First Edition to their Continental GT lineup. The Continental GT, a big, swoopy thing of a car, is about as close as Bentley ever gets to a real sports car. They say the exclusive First Edition model is the “ultimate expression of the Grand Tourer,” offering you a bunch of icing on an already heavily decorated cake. I guess that is to make it more special. And that is precisely the problem.
One of a Kind
To my mind, Bentley and Rolls-Royce are examples of reserved British bespoke design. They are, in a certain way, like Savile Row suits or polo mallets. Something that is designed for you, and for you alone, sir or madam. If you were sickeningly rich, or a Raja, or a Sultan, or just made it into the House of Lords, you could make an appointment out at Crewe, and, in this case, Bentley would see to your personalized automotive needs. But some time ago that changed.
And I’m not talking about the fact that Bentley is owned by Volkswagen (and Rolls-Royce is owned by BMW – ‘By the Bosch, my good man! The Bosch!!‘). No, what I’m talking about here is that although Bentley will still make you a car fully customized to your own tastes, by and large, most of their “personalized” offerings are just off the rack options to be ticked when ordering the car, like so much fine Salamanca vinyl you chose for your 1978 Cordoba. So when Bentley cranks up the prose for their First Edition Continental GT, it makes me want to crank up the Sex Pistols. Really loud.
Subtle Signatures
Effectively the First Edition is a trim package reserved for the first production run of the all-new Continental GT. Bentley says this “represents the pinnacle of Bentley craftsmanship, handcrafted and designed in Great Britain,” which, even if you let them gild the lily a bit, is kind of over the top. Bentley further says the Continental GT First Edition is the “most luxurious Grand Tourer ever produced.”
Photo: Bentley Motors.
Interior Treatments
The First Edition includes the unique Bentley Rotating Display that allows the driver to switch between three different fascia panels to “suit the mood of the cabin,” whatever that means. The default is a huge 12.3-inch touchscreen that can be substituted for a more classically styled instrument display with three analog dials if madam wishes. When you switch the engine off, the veneer-only face is displayed for an uninterrupted flow of wood across the dashboard.
Speaking of wood, you can choose from four to use on the dashboard: Tamo Ash, Liquid Amber, Dark Stained Madrona, and Dark Fiddleback Eucalyptus. Which I’m sure are fine, but I’d have them leave it blank on mine and I’d have the guys at Alembic find me some real exotic wood to use. At any rate, Bentley says whichever wood you choose it will be combined with Grand Black, which is exclusive to the First Edition. I’m assuming that is like grand piano black, but Crewe does not go into details. Bentley says all this wood adds to the overall vibe of the cabin. Also adding to that is enhanced mood lighting and illuminated sills emblazoned with “Bentley” that are visible when opening the doors.
The seats are upholstered in a diamond-in-diamond quilt pattern as are the door panels and rear quarter panels, with a unique contrast stitch only available on the First Edition. The First Edition also comes with the City Specification and Touring Specification as standard. This gets you stuff like park assist, pedestrian warning and traffic sign recognition, and a Bentley 650 watt audio system. If you’re Keith Moon, you can upgrade to either the 1,500 watt Bang & Olufsen or 2,200 watt Naim stereo, which no doubt sound great as you drive the car into the pool.
Photo: Bentley Motors.

Power & Performance
All this is motivated down the Strand by a 6.0-liter, twin turbocharged W12 TSI engine that includes the Mulliner Driving Specification as an extra goodie as part of the First Edition package. The Mulliner thing adds sporty bits and bobs like drilled alloy foot pedals, jewel-finish oil and filler caps, and unique, 22-inch wheels that come in three finishes: bright paint, black, and hand polished or fully polished.
By the numbers, the engine creates 626 horsepower and 664 lb-ft. of torque, good enough to launch the First Edition Continental GT to 60 in 3.6 seconds. A dual-clutch, eight-speed transmission promises “faster, more efficient performance,” according to Bentley.
Taste is ultimately up to the individual, and if the Bentley First Edition Continental GT suits your flavor, then have at it. It’s your garage this thing will be sitting in, not mine.
Tony Borroz has spent his entire life racing antique and sports cars. He means well, even if he has a bias towards lighter, agile cars rather than big engine muscle cars or family sedans.

Photos & Source: Bentley Motors.

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Chevrolet Debuts 2019 Corvette ZR1 Convertible

Chevrolet Debuts 2019 Corvette ZR1 Convertible

The new Corvette ZR1 is, to paraphrase Muhammad Ali, a baaad car. It is, no exaggeration and no foolin’, a car that can flat out stomp ones that don’t have the words “Ferrari” or “Porsche” or “McLaren” applied to their trunk lids. If you are not driving one of those cars and find yourself up against a ZR1 in almost any capacity, don’t even try. The ZR1 will eat you. Now imagine how much more fun you could have as a ZR1 owner if you dropped the top?
Value Added
The 2019 Corvette ZR1 convertible is the first ZR1 drop-top since 1970. That is, to say the least, a long time. Much has changed in the automotive world, and Chevrolet, thankfully, has adapted and grown with those changes. The current model Vettes are fast, nasty, well thought out, and technically sophisticated sports cars. There are no more “yeah, but” equivocations coming from Corvette owners. And the ZR1 piles on even more power, torque, and aero goodies to drive that point home all the harder.
Both the coupe and convert versions of the ZR1 go on sale next spring and while not exactly inexpensive, neither of them cost what a Ferrari or Porsche or McLaren cost. How much? The ZR1 coupe will cost you $119,995, while the drop top will start at $123,995. Like I said, not exactly inexpensive, but still . . .
Photo: Chevrolet.
Top-Down Motoring
The differences between the hard and soft tops are actually pretty negligible. Everything you get in the coupe you get in the convertible. Gone are the days of extra bracing here and there to make up for lost rigidity in an already flexi-flyer (I’m looking at you, first round of Gen 4 convertibles!). The strength and design of the latest Corvette’s aluminum chassis means the only structural changes in the drop-top are modifications for the folding top and repositioned safety belt mounts. The top is a fully powered job that can be operated remotely or while driving up to 30 mph, which, you know, looks so boss when your leaving the drive-in. “But it adds weight,” you mumble. Au contraire mon frère! In fact, the difference in curb weight between the ZR1 coupe and convertible is less than 60 pounds. Most of that added weight is down to the folding top hardware. Very impressive.
The convertible gets the full aero kit, including the standard, stanchion-mounted Low Wing. If you have all the restraint of a Vin Diesel fanboy with a Liberace fetish, you can spring for the ZTK Performance Package (an extra $2,995) with that absurd (yet adjustable) High Wing, front splitter, and carbon-fiber end caps. The ZTK also gets you Michelin Pilot Sport Cup 2 tires and Magnetic Ride Control.
Photo: Chevrolet.

Power & Performance
The convertible is powered by the same LT5 6.2-liter supercharged engine, putting out 755 horsepower and 715 lb-ft. of torque. Transmissions are the same: either a seven-speed manual or a paddle-shift eight-speed automatic. Chevy’s testing shows 60 mph in under three seconds (gulp!), a quarter mile in the high 10 range (not bad), and a top speed of 212 mph. And that’s when you opt for the eight-speed automatic.
The blower on the LT5 is the same intercooled unit found on the coupe that displaces 2.65-liters on its own. It generates more boost at slightly slower speeds than before, and reduces heat for lower intake temperatures for optimal performance. And yeah, both ZR1s have thirteen radiators.
And finally, there is a new, patent-pending exhaust system to offer “the most aggressive sound ever for a production Corvette.” Essentially it’s a Jekyll and Hyde set up. It’s a bi-modal exhaust system with four distinct modes and sound levels: Stealth, Tour, Sport, and Track. In Stealth mode, the ZR1 is quieter than the Z06, while in Track mode it is “significantly louder.”
Decisions, Decisions
So, you know, from a performance standpoint, the choice is yours. Do you want the coupe or the convertible? Because they’ll both turn the same lap times. Which is all that really counts. Both the 2019 Corvette ZR1 coupe and convertible will be on display at the Los Angeles Auto Show through December 10th.
Tony Borroz has spent his entire life racing antique and sports cars. He means well, even if he has a bias towards lighter, agile cars rather than big engine muscle cars or family sedans.
Photos & Source: Chevrolet.

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Subaru Ascent Makes Debut In Los Angeles

Subaru Ascent Makes Debut In Los Angeles

Fellow gearheads, I’m afraid we’re just going to have to face facts: Sooner or later, every car maker on the planet is going to offer a three row SUV/crossover/thingo for sale. In this case here, Subaru – maker of some of the world’s great rally cars – recently debuted their Ascent SUV at the Los Angeles Auto Show.
When Life Hands You Lemons
I think (and this is just a working hypothesis at this point, so bear with me) automakers, over time, realized nobody in America bought station wagons any more. So they got us to buy minivans, until those things became the very symbol of automotive sclerosis, then they figured out how to sell us SUVs (largely based on our fears of being able to handle stuff combined with wanting to look cool), and then they somehow were able to morph SUVs into these now-ubiquitous crossover-thingos that are little more than over-inflated station wagons. It’s the circle of automotive life, er, marketing.
So of course automakers far and wide are going to make and sell these things as fast as they can. I mean, if your dad owned a lemon grove and it was a hot day and you saw all the other kids selling lemonade, what would you do, not make money?
So, naturally, Subaru wants to make money. And, from a certain point of view, they’ve already been doing this for a while. They’re married to All-Wheel Drive the same way Audi is. They’ve made quite good and functional AWD station wagons for a while now. For a brief period of time they even made an SUV, this weirdly styled thing called a Tribeca (what it had to do with lower Manhattan is beyond me). And their Crosstrek, to me, hits a sweet spot between off-road capability and city livability. Which is all background to saying hello to the new, soon to be hitting the streets, 2019 Subaru Ascent.
The 2019 Subaru Ascent is built on the company’s Global Platform, which consists of “optimized cross sections and highly stiffened joints between structures.” This is to enhance stability and comfort while reducing noise. Further, the Ascent’s new platform integrates the latest version of Subaru’s ring-shaped reinforcement frame design for occupant protection. Photo: Subaru of America, Inc.
Family-Oriented Amenities
Subaru calls the Ascent the “family-focused SUV” which is a stunningly obvious declaration. The Ascent, like most its brethren, is designed to haul lots of people and a bunch of their stuff. The Ascent, with a 113.8-inch wheelbase, is obviously the largest Subaru has ever built. Everything about it seems focused on getting people and things down the road.
It has a whopping 153.5 cubic feet of passenger volume to accommodate a seven- or eight- passenger configuration. The rear doors open out 75 degrees so you can cram even the bigger kids into the third row. It has eight USB charging ports sprinkled throughout the cabin and a 120-volt power outlet for the rear, so you and the entire fam can bop down the road without having to interact with one another, praise Maxwell.
You want more America? Of course you do. How about 19 standard cup and bottle holders? Nineteen baby! How about not one, not two, but three standard automatic climate control zones to ensure all passengers stay comfortable and, most importantly, quiet. No more incessant whining all the way to Wally World and back about it being too cold. How about lights? You want interior lighting? Step right up. Second row reading lights? Check! They’re standard. Third row reading lights? Yup! Standard on Premium, Limited, and Touring trim levels. Ambient and footwell lighting? Of course!
The front chairs are right out of a La-Z-Boy showroom with power adjustments, lumbar support, and a length adjustment function for the driver’s seat cushion. Front and second row seats can be heated as part of the All-Weather Package for Premium models. Certain trims even get you a heated steering wheel while the Touring models offer ventilated front seats.
Photo: Subaru of America, Inc.

Power & Performance
Now, let’s talk about the week link in the chain: The Ascent is propelled down the road by an all-new turbocharged, 260 horsepower Boxer engine mated to a Lineartronic CVT transmission. Look, Subie engines are great. Pretty much everyone seems to agree on that. But you can only squeeze so much grunt out of that small of an engine and haul so many heavy loads – you know stuff like an SUV full of fat Americans towing a tent trailer.
I would hope that Subaru is working on newer, bigger, more powerful engines to drop into the Ascent. And while they’re at it, if that same big block plant could also drop right into an STi wagon of some sort, that’d be great. Thanks.
And I wasn’t kidding about towing a tent trailer. The 2019 Ascent has a maximum towing capacity of 5,000 lbs., which is impressive. Subaru also says the 2019 Ascent can go 500 miles on a tank of gas. Of course the Ascent is packed with tech goodies like standard EyeSight Driver Assist Technology and other safety features, Apple CarPlay and Android Auto, and 4G LTE Wi-Fi.
Pricing & Availability
The new U.S.-built (in Lafayette, Indiana!) Ascent will be offered in four trim levels: Base, Premium, Limited, and Touring. The Subaru Ascent (nice name, by the way) will be in dealers by early summer 2018. No word on price, but I predict it will be more than you first expected, but still not very high in comparison to the competition, because Subaru.
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: Subaru of America, Inc.

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New Pandora Station Captures The Essence of Truck Life

New Pandora Station Captures The Essence of Truck Life

My father’s 1987 Chevy Silverado was as pivotal to my younger years as anything else at the time. We would load the lawn mowers up to cut my grandmother’s grass, stopping at Dairy Queen afterwards. The Super Pig (KSUX 105.7) would provide the soundtrack on those hot summer days. With the windows down, a Misty Slush in my hands, and a good country jam on the radio, it was just another quintessential Iowa summer.
Stories & Songs
My Chevy truck story is one of thousands, but the commonality that runs though each is the inspiration behind the Chevy Truck Centennial. The 100-day commemoration, announced recently at the State Fair of Texas, brought with it two special edition trucks, branded merchandise, and the Truck Legends customer loyalty program. Now a new Pandora station, Chevy Truck 100, has launched in conjunction with the centennial celebration. Country music fans know the love many of their favorite artists have for the Silverado, including Luke Bryan, who says his family always had Chevy trucks on the farm.
“At its most basic level, every song tells a story, while the very best songs also make an emotional connection with the audience,” explained Record Producer and Songwriter, Frank Rogers. “For artists, many of us grew up riding in a Chevy truck, making it a natural way to tell the story of our experiences.”
2018 Chevy Silverado Centennial Edition on display at the 2017 Luke Bryan Farm Tour, Baldwin City, Kansas. Photo: Carl Anthony for Automoblog.net.
How Country Boys Roll
Interesting enough – for me anyway – country songs in general make me think of Chevy trucks. When I was learning to drive, I did so inside the cab of my father’s 87 Silverado. And aside from me blowing a few stops signs (much to my father’s sudden alarm), not much changed. Even though I was driving, we still loaded the mowers up, we still passed through the Dairy Queen, and still cranked the country tunes on 105.7. Even if the song doesn’t mention a Chevy truck, I instantly think of a bowtie anyway.
“Our customers have created millions of memories associated with our trucks, be it working in the field or job site, cruising with friends or camping with families,” said Sandor Piszar, Chevrolet Marketing Director. “That connection with generations of people is a defining characteristic of Chevy trucks, and something few other brands can match.”
I firmly believe the Ram and F-150 are solid machines, but for GM to hold a presence in this way is literal gold in a competitive truck market. Where I grew up in Iowa, it was Chevy all the way. In my high school, a Chevy truck was what you aspired to drive. Yes, we had buddies in high school who were all about the Ford and Dodge trucks, but they spent more time defending their position than us Chevy guys did.
Sure, my career in the automotive industry has taught me things like this are subjective; you can travel to other areas of the country and find pockets of F-150 and Ram enthusiasts. It’s just that, where I come from, a small, rural Iowa farming community, it was the bowtie or nothing. When the girls wanted to hang out at the bowling alley on Saturday night, they rode with the Chevy boys. When the fellas wanted to shoot fireworks off in the country for the 4th, the one with the Silverado was obligated to drive. My first love was a Chevy girl. She joked that if I ever insisted on a Ford, I would need to get accustomed to the couch following our wedding. It’s just the way it was. It was the natural order of things.
“For our fans, a reference to a Chevy truck is something they can instantly relate to, helping make the story relevant to their life as well,” Rogers added.
Photo: Chevrolet.
Memorable Playlist
Chevy is asking enthusiasts and fans to provide their input on the new station and share their favorite songs about Chevy trucks. The station is up and running as we speak with a good variety and mix. I’ve been jamming to Tracy Lawrence, Tim McGraw, and even Bobby Goldsboro’s Summer (The First Time) from 1968. I haven’t heard that in ages, not since my days on AM radio. The Suzy Bogguss hit Drive South was a nice surprise too. That one, from 1992, reminds me of those quintessential Iowa summers.
Carl Anthony is Managing Editor of Automoblog and resides in Detroit, Michigan.

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