Automotive

The 2019 Mercedes-AMG G63: Faster Than You Think!

The 2019 Mercedes-AMG G63: Faster Than You Think! The 2019 Mercedes-AMG G63 still looks like the crate it was shipped in, which, to me, is one of the more charming things about it. Sure, they’ve rounded the corners, did some nips and tucks and contouring and such here and there, but the new G63 still looks like what anything that can go off road should look like: Honest. And even though the latest G-Class can go off road, and even though 99 percent of them never will, the most interesting thing about it is the big whompin’ stompin’ hootin’ hollerin’ V8 engine.
With two turbos.
Sure, the 2019 Mercedes-AMG G63 has lots of nifty tech and convenience features, that’s true, but this engine is really worth looking at.
Power & Performance
It’s a handcrafted AMG-built 4.0-liter V8 biturbo mill that replaces the outgoing 5.5-liter V8 biturbo engine in the previous G63. I know. If it’s a G63, shouldn’t the plant be, oh, 6.3-liters big? Dunno. Ask the Germans. There’s bound to be some logic there. There always is. Anyway, the new double-blown engine puts out 577 horsepower and dispenses 627 lb-ft. of torque to the sand, gravel, mud, logging roads, or the parking lot at your Bikram Yoga class down at the strip mall.
To make all that go and grunt even more fun, Merc has seen fit to deliver most of it across a rev range between 2,500 and 3,500 rpm. Bottom line: zero to 60 mph in just 4.4 seconds! Yes, that’s astonishingly quick for a box that weighs about what a Panzer IV weighed. That’s also 0.9 seconds faster than the previous model. So there. Top speed is an impressive (although limited) 137 mph, or 149 mph if you opt for the AMG Driver‘s package.
Two twin scroll turbochargers are used for optimal response, according to Mercedes-Benz. The housing is divided into two parallel flow channels, combined with two separate exhaust ducts in the exhaust manifold. This makes it possible to control exhaust gases on the turbine wheel separately. The goal is to prevent the individual cylinders from having mutually adverse effects on the gas cycle. Photo: MBUSA.
Unique Layout
The strange thing is the physical layout of the plant and all its ancillaries. The two turbochargers, for instance, are not positioned on the outside of the cylinders but inside the cylinder “V.” Mercedes-Benz says the advantages are a compact engine design, spontaneous response of the turbochargers, and low exhaust emissions thanks to optimal airflow to the “near-engine catalysts.” My take on the disadvantages come down to two words: Heat soak. But I got to figure a bunch of German engineers know more about die Thermodynamik than I do. I hope.
And speaking of German engineers, they’ve also tweaked the pistons, optimized intercooling, and rolled out extensive software upgrades. Spray-guided direct gasoline injection with piezo injectors? Check. An all-aluminum crankcase? Yes, but how it handles the stresses on the bottom end is beyond me. There’s also a four-valve per cylinder design with camshaft adjustment, air-to-water intercooling, alternator management (not sure what they mean by that), an ECO start/stop function, and a gliding mode. And no, I’m not sure what they mean by gliding mode either.
Photo: MBUSA.
Transmission Tech
That new engine is mated to an AMG nine-speed transmission, running model-specific software for shorter shift times, a multiple downshift function, and a double-declutching function in “Sport” and “Sport Plus” modes. Further down the pipeline is a standard-specification AMG Performance 4MATIC all-wheel drive system. The front/rear split of 40 to 60 percent favors a more rear-biased torque distribution.
There’s an off-road reduction gear for difficult terrain that can be engaged via the low range switch at speeds of up to 25 mph. The new multiplate clutch behaves like an automatically controlled locking differential that can switch to 100 percent locking. The locks at the front and rear axle diffs do so with a dog clutch and a 100 percent locking effect, and all the locks can be engaged individually while on the move. Pretty trick.
The 2019 Mercedes-AMG G63 features a double-wishbone front suspension mounted directly to the ladder-type frame. The strut tower brace, known as a suspension bridge, now connects the front strut towers, which increases torsional rigidity. At the rear, the axle is guided with four longitudinal control arms on each side and a Panhard rod. Photo: MBUSA.
Suspension Setup
The suspension system has been completely redesigned by Mercedes-AMG and features coil springs all-round and, for the first time, the front axle has an independent, double wishbone suspension. Out back, there is the tried but true rigid axle with a five-link suspension. The new G63 has electromechanical speed-sensitive steering for the first time, with a variable ratio, in a choice of two modes: Comfort or Sport. Further goodies include a driver’s choice of five AMG on-road modes: Slippery, Comfort, Sport, Sport+, and Individual.
If you go off-road, you can choose from three modes: Sand, Trail, and Rock.

Interior Views
And on the inside, you will find a modern interior. The dashboard has been completely redesigned with analogue tubes and dial instruments standard. You have the option of the fully digital Widescreen Cockpit with virtual instruments, and a central display above the center console with three selectable views: Classic, Sporty, and Progressive.
Pricing & In Person
No word on price or availability, but I bet it’s in showrooms by this fall and will cost an astonishing amount. The 2019 Mercedes-AMG G63 debuts officially at the Geneva International Motor Show beginning on March 8th.
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.
2019 Mercedes-AMG G63 Gallery

Photos & Source: MBUSA.

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VW Pulls Steering Wheel, Pushes For Future Value With I.D. Vizzion

VW Pulls Steering Wheel, Pushes For Future Value With I.D. Vizzion
Volkswagen is going fully autonomous for the upcoming Geneva International Motor Show. Meet the I.D. Vizzion, the latest autonomous concept that showcases VW’s claim for “future individual mobility.” The Vizzion concept is the fourth and largest member of the electrified I.D. family, but it’s remarkably different than its brethren.
“Inside the I.D. Vizzion, a completely new feeling of driving and living is created without a steering wheel or visible controls,” reads a statement from VW.
Hard to have any feeling of driving when there isn’t a steering wheel but okay.
Emotion, Innovation & Service
Technicalities aside about the absence of a steering wheel, VW is showing how the future of transportation can be exciting: that vehicles can and will retain their distinct, emotional designs. In other words, the autonomous era is not likely to be filled with boring pods – at least not if VW has anything to say about it per the I.D. Vizzion.
“With its innovative technology, fully-automated operating concept, and elegant form, the premium class saloon is showing the direction Volkswagen is taking in the technology and design of its future electric models,” reads a statement from the automaker.
VW wants to apply said innovative technology toward a cleaner, safer, and more comfortable automobile. Part of their goal with the I.D. Vizzion is to make sure future mobility is not devoid of added value. In other words, how will all these headlines about automated driving really benefit the consumer? Are they just lofty promises, or are they something more? For VW, it’s the latter as engineers worked to include the benefits of autonomous driving within the I.D. Vizzion. This naturally means occupant safety, but it reaches beyond that.
For example, when the “Digital Chauffeur” is driving, passengers now have time to focus on other things. Perhaps they want to chat or get caught up on their reading? If they need anything changed inside the vehicle, a virtual host responds to voice prompts and gesture controls, and knows the preferred settings of each person using the vehicle. For those unable to drive – the elderly and disabled come to mind – VW will likely present the I.D. Vizzion concept as way for them to have mobility.
Photo: Volkswagen of America, Inc.
Power & Performance
The I.D. Vizzion is nearly 17 feet long, giving passengers plenty of room to stretch out and get comfortable. While VW is slim on the engineering specs, they do say the vehicle has two electric motors that drive all four wheels. The 111 kWh lithium-ion batteries enable a range of up to 413 miles when regenerative braking is factored in. Top speed is 112 mph, a little bit faster than we initially expected.
Future Models
Electrification and technology of this sort will be huge for VW in the near future. By 2025, the brand plans to introduce more than 20 electrified models. The first, the I.D., an electric compact car, will arrive in 2020. After that, a new electric SUV called the I.D. Crozz and then the I.D. Buzz. In the meantime, the I.D. Vizzion will be on display at the Geneva International Motor Show beginning on March 8th.
Carl Anthony is Managing Editor of Automoblog and resides in Detroit, Michigan. He studies mechanical engineering at Wayne State University, serves on the Board of Directors for the Ally Jolie Baldwin Foundation, and is a loyal Detroit Lions fan.
Photo: Volkswagen of America, Inc.
Photos & Source: Volkswagen of America, Inc.

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Nissan’s Biggest Growth Area Probably Comes As No Surprise

Nissan’s Biggest Growth Area Probably Comes As No Surprise By now, we know consumers across the planet have an insatiable appetite for SUVs. But if there was any doubt, Nissan revealed a few figures recently that highlight their SUV and crossover business. Let’s just say business is good. Nissan’s global crossover and SUV sales increased more than 12 percent last year to over 2 million vehicles. By comparison, Infiniti crossovers and SUVs were up almost nine percent last year, with the QX30 seeing a 97 percent sales increase alone. In total, Nissan’s global crossover and SUV volume rose by nearly 230,000 vehicles in 2017.
The all-new Kicks played a significant part in Nissan’s global SUV expansion. The smaller crossover has already been on sale for the last year in Mexico, Latin America, and China, moving some 109,000 units. The Kicks made its North American debut at the 2017 Los Angeles Auto Show and will arrive later this year in the United States and Canada.
2018 Nissan Kicks. Photo: Nissan North America.
Heavy Hitters
Other big names include the Rogue, X-Trail, and Qashqai compact models. The platform mates generated more than 1.38 million sales worldwide last year – an increase of 10 percent – meaning it’s now Nissan’s top platform by volume. The larger and recently refreshed Armada remained strong in the United States, along with the Patrol in the Middle East. Sales of that platform increased a whopping 79 percent worldwide to nearly 80,000 units.
“The improvement in our global crossover and SUV sales made a significant contribution to Nissan’s growth in 2017,” explained Daniele Schillaci, Executive Vice President, Nissan. “We expect our momentum to accelerate in 2018 as we expand Kicks availability to the U.S. and Canada, execute the global launch of the new Infiniti QX50 luxury midsize crossover, and start sales of the Datsun Cross in Indonesia.”
2019 Infiniti QX50. Photo: Infiniti Motor Company Ltd.
New Technology & Strong Markets
Infiniti plans to launch the QX50 next month. The midsize crossover is built on a new platform and features a unique variable compression ratio engine called a VC-Turbo. Nissan says the QX50 is in the “sweet spot” of one of the fastest growing segments in the world, citing that the premium midsize crossover market has quadrupled in China and more than doubled in the U.S. Elsewhere around the globe, Nissan’s stong crossover and SUV sales were helped by a 94 percent improvement in Latin America.
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.

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Ford’s Canvas Car Subscription Business Gets Bigger

Ford’s Canvas Car Subscription Business Gets Bigger Ford, although a bit of a Johnny-come-lately to the “cars on demand” idea, actually seems to be making it work with their Canvas car subscription service. Ford says during the past year, Canvas has “seen significant milestones” during its initial roll out phase in the Bay Area and Los Angeles.
Essential Details
Just to get some persnickety details out of the way, Canvas is actually a division of Ford Motor Credit Company and not the car company itself. That makes sense, since the car company wants to sell cars and Ford Motor Credit Company deals with, duh, the money end of things. Canvas is a straightforward and adaptable way to have access to a car that falls somewhere between daily rentals and traditional leasing or buying. Think of Canvas as Ford’s in-house version of a longer term Zip Car and you’ll get the picture. With Canvas you don’t have to hassle with all the other stuff like insurance, warranty, maintenance, and those sorts of things.
So here we are a year later and Canvas is serving 600 customers in the San Francisco Bay and west Los Angeles areas. And not resting on their laurels, Canvas has added more features, like allowing for the addition of multiple drivers and accepting flexible mileage packages. So far Canvas drivers have driven more than 3 million miles.
Unlimited Access
This is all thanks to the way Canvas works. Canvas customers (subscribers, actually) have access to a vehicle 24 hours a day and 7 days a week, just like it were their own car. Customers pay a bundled monthly subscription fee that covers a preferred mileage package. Essentially, you tell them how much you think you’re going to be driving and they charge you accordingly. That monthly subscription fee also gets you comprehensive insurance, a warranty, maintenance, and roadside assistance.
Monthly subscription packages start at $400 depending on the vehicle you choose and other options. And you get all this through the Canvas website, where you can pick out your vehicle, mileage package, delivery location, and all that. When you’re ready to return your car, you simply give seven days notice and Canvas will actually come by pick up your vehicle at a convenient location. Neat, no?
Customer-Focused
Canvas was also smart enough to work closely with its first customers, the proverbial “early adopters,” to understand how people are using their vehicles, then refine the entire experience to better meet customer needs in the future. All of this adds up to offering a wide range of Ford Motor Company models. After launching with just two models, Canvas now gets you everything from compact cars to SUVs (handy for long trips) to trucks (handy for moving stuff, home projects, and such).
Canvas has also allowed for more personalized packages. You can now create more options to better customize your service, including the ability to add multiple drivers to an account, which half of Canvas customers have already done. There are also new mileage packages that allow you to adjust your mileage up or down as often as needed, even in the middle of a month.
“Building on our success in 2017, we plan to further expand our platform and offerings in 2018 to meet even more customer needs,” said Canvas Founder and CEO Ned Ryan. “As our product evolves over the coming year and beyond, we’ll be focused on adding more customization to the platform, implementing solutions to improve the scalability of the business, and offering bigger savings for customers who want longer terms.”
Have you used Canvas? Let us know on Twitter how it went.
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 is work on Twitter: @TonyBorroz.
Photos & Source: Ford Motor Credit Company.

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What’s Your Car Made From? Survey Says A Lot of Things!

What’s Your Car Made From? Survey Says A Lot of Things! Material composition always fascinates me as it relates to the automotive industry – “material composition” being the overly academic way to say “this vehicle is made from that.” There are some materials that show up regularly in automotive manufacturing, like high-strength steel and aluminum. These materials are like marquee movies at the theater in the sense they get billed first, and are often highlighted most in an automaker’s press and marketing releases.
Trucks & Tool Boxes
A good example is when Ford switched over to aluminum for the 2015 F-150, following suit a short time later with the Super Duty. Given the sales volume of the F-150, the quantity of aluminum needed to support production, and cross town rivals GM and Ram still running steel body trucks, it’s easy to see why aluminum received so much attention, even though other materials (like steel funny enough) are used for the F-150.
Chevrolet billed their Silverado in response as the truck made with “high-strength steel for high-strength dependability.” We’ve all seen the tool box commercials right? Given the Silverado is a big seller, and with marketing pushing steel in those commercials, it’s easy to see why steel (even though Silverado uses aluminum too) gets all the attention. Ram has stayed out of this battle but reveal their strategy for the forthcoming 2019 1500 was placing materials “not just where possible but where practical.”
The reality of material composition, as it relates to the modern automobile, is much more diverse and expansive than these two materials. Even though steel and aluminum are vital, the thing to remember is that a car is really just a collection of a lot of little parts.
“Every new vehicle has thousands of parts, from individual nuts and bolts to plastic trim and body panels,” explained Sarah Porter, Marketing Manager at GMB North America. “While a lot of these parts are made from the same groups of elements, there are some surprises.”
2019 Ram 1500 high-strength steel frame materials chart. Photo: FCA US LLC.
Table of Automotive Elements
GMB North America has created a periodic table of elements but highlighted it according to automotive manufacturing. GMB is one of largest global manufacturers of OEM and aftermarket auto parts. Since 1934, the company has produced universal joints, water pumps, tensioner and idler bearings, and numerous steering and suspension parts among others. GMB’s color-coded graphic shows how different elements are used during vehicle manufacturing.
“We thought it would be fun to show how various elements are used by the auto industry in a familiar format,” Porter said. “We tried to make our periodic table a good resource for a quick glance, so we chose to highlight some elements that are frequently used in vehicles.”
Gold Diggers & Carbon Fibers
Among the not so commonly known elements is helium, used for leak testing parts during assembly. Additionally, helium is often utilized in controlled atmosphere brazing, a manufacturing process for certain automotive components. Also on the unexpected list is chlorine for moldings, trim pieces, and underbody coatings. How about gold? Yes, gold. It’s common in the circuitry responsible for deploying airbags.
I know what you’re thinking. Don’t remove your steering wheel to go mining!
Another interesting one is the chemical element bismuth. The pearl pigment of bismuth oxychloride was used in automobile paint between 1998 and 2000. Today, free-cutting or free-machining steel – or steel that is easier to machine – contains bismuth, and is used for the fabrication of automotive parts.
A not so surprising one on GMB’s table is carbon fiber, a performance car signature. Take the Corvette’s special Carbon 65 edition for example. The package marries carbon fiber elements with a new Ceramic Matrix Gray exterior color and a blue top (if it’s a convertible). Carbon fiber treatments include the ground effects, hood section, spoiler, roof (coupe), or tonneau inserts (convertible).
2018 Chevrolet Corvette Carbon 65 Edition at the 101st Running of the Indianapolis 500, May 28th 2017. Photo: Carl Anthony for Automoblog.net.
New Appreciation
We have included GMB’s graphic below. A full-size, downloadable, and shareable one is available here. It’s a cool chart and makes for something fun to share with your friends and family. After looking over GMB’s periodic table for a few minutes, you will likely have a new appreciation for cars.
“We enjoyed the research and are interested to see how these and other elements will be adapted to more automotive innovation and ideas,” Porter added.
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.

Cover Photo: Volvo Car USA, LLC.

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Meet The Veemo VeloMobile: Safe, Sustainable & Simple

Meet The Veemo VeloMobile: Safe, Sustainable & Simple
In 2013, VeloMetro’s founders had a series of “aha moments” that lead them to create an entirely new way to travel. In their native Canada, the team saw the success of one-way car-sharing networks and the increasing interest in electrified vehicles. At the same time, they noticed how station-based bike shares were rarely profitable and, in some cases, city governments were picking up the tab.
These “aha moments” inspired VeloMetro’s founders to devise something that would keep the ride-sharing model intact, but at a lower cost with greater accessibility.
Electric Avenue
Enter the Veemo VeloMobile, an enclosed electric-assisted bicycle that provides car-like functionality for urban travel. Through the Veemo app, users reserve the next available VeloMobile, and pay for the time they use. Need to run a million errands across town? Veemo. Meeting friends at that great sushi spot? Veemo. Not sold on the idea of owing a car? Veemo.
“VeloMobiles have been around for a 100 years – they were really popular in France when there was a fuel scarcity,” explained Kody Baker, Chief Executive Officer, VeloMetro Mobility Inc. “Automobiles took over but VeloMobiles became a niche product for any enthusiast who wanted a really aerodynamic human-bike vehicle.”
The Veemo model reflects what many budget-minded and environmentally-conscious consumers are looking for. It’s simple, sustainable, and riders pay as needed, versus having a reoccurring monthly payment. Although there are multiple factors, research continues to emerge that shows younger demographics are more open to alternative forms of transportation versus car ownership. Veemo is ideal for someone like this, particularly someone who hangs their hat in a densely populated area. And a driver’s licence is not required to operate one.
“We think our initial target market is people 18 to 28-years-old that live, work, or play in a city or a campus area,” Baker said. “We can reduce congestion in the city but still add another layer of mobility for people that live or work there.”
Photo: VeloMetro Mobility Inc.
Engineering & Design
The VeloMobile is constructed from aerospace-grade aluminum and other lightweight composite materials for high tensile strength and rigidity. The rear suspension allows for 100mm of travel, while the front suspension accommodates 110mm of travel with its carbon fiber connecting rods. The 2.2 kWh lithium-ion battery pack provides over sixty miles of range, and can be easily swapped for a fresh one so the VeloMobiles are always charged.
Regenerative braking and an 80-watt solar panel extend range, while 10 small LED headlights and one central LED headlight provide nighttime visibility. There’s plenty of cargo space inside, power locks and windows, and even navigation in case a rider needs a little assistance.
Photo: VeloMetro Mobility Inc.
Olympic Performance
The VeloMobile’s patented electric drivetrain utilizes a torque sensing system that measures a rider’s pedaling, then amplifies it. The dual motor design employs an automatic transmission and a special power sensor positioned on the crank. This allows the rider to easily manage the available power in a variety of situations.
“We detect whether the person just wants to slowly maneuver a parking lot or whether they are accelerating from a stop sign,” Baker explained. “We integrate that into our control system and really launch the vehicle forward from there.”
Top speed is around 20 mph, although it’s likely to feel faster.
“The vehicle goes forward with the power of three Olympic athletes behind you,” Baker continued. “We determined that an Olympic-level cyclist can put out a consistent 250 watts of power, but we are allowed 750 to 1000 watts, so you could say you have three or four of them pushing that vehicle.”

Photo: VeloMetro Mobility Inc.
Testing & Expansion
VeloMetro’s pilot program is underway at the University of British Columbia where five vehicles are in service. The university’s large campus is ideal for collecting use case scenarios and evaluating future strategies. So far, over 250 students have signed up.
“They use it for getting coffee, getting to class, or back into downtown,” Baker said. “They use it for groceries, getting to their residence or visiting a professor’s office.”
The team hopes the pilot program yields a larger investment that would allow them a commercial expansion into metro Vancouver. The company has built eight prototypes already, each of them in Vancouver. With an expansion, final assembly and maintenance facilities would be placed near where the fleet is operating. Baker believes a larger scale platform would be profitable, and has even entertained the idea of expanding into the United States, Seattle and Portland specifically.
“We think the Pacific Northwest shares a lot of the same things that Vancouver does,” he said. “There is lots of rain, lots of hills, a strong cycling community, and the desire for being green.”
The Veemo VeloMobile may find another niche as a corporate fleet vehicle, especially for companies with a larger campus, like Google, Apple or Microsoft. It’s likely employees at such places would benefit from having a few of them around. Any college per the pilot program would benefit naturally, but also governments and municipalities for security patrol and parking enforcement.
“It is quiet too, so you could sneak up on perpetrators,” Baker joked.
The Veemo pilot fleet at the University of British Columbia has the potential to serve up to 65,000 students, residents, and UBC affiliates. Veemo VeloMobiles have plenty of space for bags and heavy books, and are fully enclosed to keep the rider and cargo protected from the elements. Photo: VeloMetro Mobility Inc.
Simple & Effective
One of the biggest questions is what the future of transportation will actually look like. After sorting through the Jetson-ish headline claims – only a handful of which might be possible – there is no single answer to that question. The common theme, however, is the desire to increase safety and mobility among the population and decrease any hindrances to that end. There are many players, but smaller entries like VeloMetro hold a tremendous advantage, even against manufacturers with massive budgets and sprawling production footprints.
VeloMetro is uniquely personal with a sustainable idea that speaks well not only to Millennials, but Generation Z, the next cohort we must consider as future leaders of the world. If there is a curve, VeloMetro might be ahead of it. The Veemo concept is George Jetson with a Fred Flintstone appeal. It’s futuristic but it’s simple. And considering how complex the future of transportation really is, simple gets the job done.
“We’ve got a lot of safety and a lot of storage in the back,” Baker said. “It’s a fun service and very utilitarian.”
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.
Veemo Gallery

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Dodge Challenger SRT Demon: The Tilted Halo Car

Dodge calls the Challenger SRT Demon its “halo car.” The car that shines its beneficent light upon all the lower offerings on the company roster. But, since this is a Dodge, and a Challenger, and an SRT on top of that, let’s just say this is not the most angelic of cars.

A little while back, Dodge went a little bit funny in the head and started building this thing called a Hellcat engine. Slugging out more than 700 horsepower, it’s a brute of a plant. Dodge put it in a version of their Challenger. Then they put it in a version of their Charger.

They kept threatening to put it into a Jeep, but then the nice men in the white coats got them with the net. But then they got lose again, because in 2018, a Hellcat Jeep is in fact coming.

Alas, the inmates have run amok again, and they’re going to show the 2018 Dodge Challenger SRT Demon at the New York International Auto Show. They announced it by saying “Challenger SRT Demon begins the next chapter of the high-performance muscle car-muwah-ha-ha-ha! Nothing can stop us now!”

Okay, they didn’t say that exactly, but they might as well have.

Subculture Hero

“Most cars attempt to be everything to everybody. Then there are the rare few that revel in a single objective, rendering them totally irresistible to a subculture,” said Tim Kuniskis, Head of Passenger Car Brands – Dodge, SRT, Chrysler, and Fiat – FCA North America, before snatching a canary out of the air, unhinging his jaw, and consuming it whole.

Before being shown in NYC, Dodge is launching a pre-debut video teaser campaign and website. These things are all the rage for automakers these days, and can be quite fun. Dodge aims all of this at supplicants and acolytes (sorry normal fans and followers), so they can get weekly updates, download sharable content, and gain insight into the SRT Demon’s engineering prowess.

The first video, showily titled “Cage,” features a ferociously animated Hellcat refusing to be caged. The beast transforms, hence beginning a new chapter in the Dodge brand’s performance legacy. With any luck, the soundtrack will be courtesy of a Finish heavy metal band, but the choice of Metallica was okay too. Dodge incites viewers to watch the video for clues to divine and to fathom what’s next from SRT.

Differing Viewpoints

The funny thing in all this, from a gearhead’s perspective, is that Dodge makes note of the fact that the Demon name was first introduced into the lineup in 1971. It’s kind of funny because the Demon was an okay car, but not nearly as demonic as its name implied. The mad cars were things like Super Stock Darts and W23 Satellites and stuff like that.

The Demon? It was okay. Lots of aftermarket potential. Cute logo. Comfy. But the kind of thing you’d take to the grudge drags on a Friday night? No. Not stock anyway. But you know, cars can change. They can corrupt and mutate, sorry, blossom and grow, and turn into quite beautiful and fast things. Like Hellcats.

“The Dodge Challenger SRT Demon is conceived, designed, and engineered for a subculture of enthusiasts who know that a tenth is a car and a half second is your reputation,” Kuniskis said.

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: FCA US LLC.

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The Volkswagen I.D. Buzz is yet another bus concept for Detroit

2017 NAIAS - Volkswagen I.D. Buzz Concept

Volkswagen reveals its latest I.D. Buzz Concept, another electrified bus designed to be hip and friendly to the environment. Summon the millenial hippies!

What’s going on?

Are you a tree hugger? Do you listen to Willie Nelson and enjoy putting flowers in your hair? Say no more! Volkswagen is back to provide you with another VW Bus-inspired concept. And of course, it comes solely with a new electric powertrain.

Another one? Uhm, ok. What’s different about it?

The Volkswagen I.D. Buzz Concept is another pitch at “electric mobility.” But not only is the I.D. Buzz showcasing VW’s latest progress with electric drive systems. It’s also features some automous driving technology so that the occupants within the I.D. Buzz can also enjoy its spacious interior.

What powers it?

The electric drive system in the I.D. Buzz consists of two electric motors (one at each axle) to implement all-wheel drive. Together, they produce 369 horsepower with juice supplied by one 111 kWh battery. The result is a 0-60 time of just five seconds and a top speed of 99 mph. Thanks to the latest quick-charge technology, the battery can be charged up to 80 percent in just 30 minutes.

Volkswagen also developed the drive system with a modular design, or MEB (Modular Electric Drive). That means the system in the I.D. Buzz can easily be manufactured as a rear-wheel-drive model.

What else is cool about it?

The I.D. Buzz also comes with a list of autonomous driving tech. Should the drivers utilize the I.D. Buzz’s self-driving capabilities, the I.D. Buzz’s “Pilot” system also repositions the driver’s seat to face the rear.

Will it go on sale? And for how much?

Volkswagen didn’t say if the I.D. Buzz will on sale. Though chances are, the I.D. Buzz is more of an idea and a concept than one with true production potential.

Would you buy the I.D. Buzz if they make it?

– By: Chris Chin

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Mempry Lane: The Moment of Impact

I’m switching gears, as it were, and devote this column to an accident I suffered right after New Year’s Day. Although most of us have been involved in accidents, if only minor ones, we are reluctant to use the word “accident.”

The collision lasted mere seconds. I was driving home after doing some errands in town. I live up north. The night had fallen and the weather was rapidly deteriorating. The snow started falling heavily and affecting the visibility, but not to the point of not being able to see.

Steady As She Goes

Minding my own business, I was secure in the knowledge that my trusted F-150 7700 would take me home. Before leaving town, I took the time to clean my front and rear lights and engaged the front-wheel differential.

The 4X4 was holding steady. All was going well. I was climbing uphill on a straight stretch of road inside a small town where the speed limit was 30mph. Doing just under that because of the road conditions, I noticed, without paying too much attention, a car, pulling a snowmobile on a trailer, coming downhill. He had his signal on and was waiting for me to pass in order to cut across my lane to reach a place of business on my side of the road.

As our paths were about to cross, my truck was hit head on by a van that was following the car. Anyone who has been in or near a car accident knows the distinctive sound the crash makes when two vehicles collide.

I never even had time to react.

Instinctively, I knew my truck would not be salvageable because of the force of the impact. Everything in the cab flew toward the front. I had my groceries on the passenger seat and the eggs resting on top ended up on the windshield, on the floor, and even inside the open storage compartment of the door.

WTF was my first thought!

Triton Power

Wondering why that guy had been in such a rush to cut across, I figured he was going to the same place as the first guy. He wasn’t. I stumbled out of the truck, suffering pain at the back of my neck; the effect of the whiplash. My left shin also hurt. My airbags never deployed for some reason, perhaps because my truck was 16 years old? But I was wearing my seatbelt and it saved me from a world of hurt.

That and the 5.4L Triton engine that served as buffer. Buckle up, boys and girls, or get an old Ford with a 5.4!

The occupants of the other vehicle, the driver and his passenger, two young guys, walked out with no apparent injury. They were a bit banged up, but not seriously. The airbags had done their job. I asked the driver what he was doing and he replied that he was going too fast and lost control of his van as he tried to stop before hitting the car and trailer in front of him.

It was a totally preventable accident and anger started swelling up. I wanted to punch the offending driver, but it would have made matters worse. So, I moved away from him and went to look at the damages my truck had suffered. The man driving the small car drove across to his intended destination and called the police. Meanwhile, the passenger in the van was moaning and complaining to his friend, “I told you to slow down, you were going too fast.”

Tow Trucks & Ambulance Drivers

All three of us moved around like zombies walking off the pain and waiting for the cops to arrive. The ambulance showed up first. They checked the other guys and then it was my turn. I was on the phone calling my automobile club to book a tow truck, not knowing the police would call one and the insurance company would pay for it. All the while, the ambulance driver is trying to talk to me and assess my condition.

He has seen the front of my truck and it ain’t pretty.

Annoyed at first, I tell him that I’m okay and I don’t want to go to the hospital. Then I soften my stance and understand that he is only trying to do his job. He says that I may be in shock and the adrenaline is keeping me going.

The police arrive and interview the driver of the van and his passenger.

The driver of the small car with the trailer had remained on the scene and he is a witness. It is now his turn to talk to the police. He saw that the guy behind him was going too fast and tried to pull to his right, hoping the van would pass between us. Of course, with the snow bank on one side and me coming from the other direction, there was not enough room on the road for three cars.

I’m still on the phone, waiting for confirmation on the tow truck. As the policewoman comes over to get my version of events, the ambulance driver tells her I don’t want to be checked or go to the hospital. The tone of his voice clearly lets her know that he disapproves of my decision, and he is probably right. But they cannot force me. Besides, I don’t have any medical insurance, although the other driver’s insurance might have covered the cost.

As the policewoman approaches, I hear that it will take 70 minutes for the tow truck to arrive; busy day. I pull the cell phone away from my head and start bemoaning the fate of my truck. She changes the conversation to help me calm down by saying that’s why we have car insurance and asks if I was calling someone to pick me up. I replied that I was calling a tow truck and that’s when she informed me she had already called a tow truck and it would be covered by the insurance company.

She wants to have my driver’s license, my insurance info, and my registration certificate for her report. She tells me the other driver is 100% responsible. It didn’t make me feel better. We enter the snowmobile shop in front of which it all happened and I hand her my documents. The owner was set to close up shop for the day, but offered to stay open until everything was said and done.

Lonely & Cold

Once in a while, the ambulance driver would come over to see if there was any change. I put my hand on his shoulder to let him know that I was okay. He was genuinely concerned. I had to sign a form to the effect that I had refused to be examined. The guys in the van waited in the ambulance until the tow truck had removed the vehicles. I didn’t want to be anywhere near them, so I stayed out in the cold. The police would give them a ride to town where they were originally going.

I was headed in the opposite direction and managed to call a cab before my cell phone battery died.

The accident lasted seconds but I stood outside in the snowstorm for the better part of two hours. The witness had gone. He would have to come back another day to drop off his snowmobile. The business owner closed up shop. The ambulance driver checked on me one last time. I told him I was still pissed off and he laughed before leaving. The vehicles were moved and the police departed. I stood alone waiting for the cab to arrive.

Whatever groceries had survived would be put in the taxi. A $50 dollar fare to my place.

People told me I was lucky. The guy could have hit the trailer and who knows? The Ski-Doo could have been propelled into my windshield. Despite a sore neck and a shin that was bleeding and swelling up, I still didn’t feel lucky.

I’m a car enthusiast. I always take care of my vehicles and they return the favor. Before this truck, I had owned an F-100 and two F-250s. My 7700, an F-250 in F-150 clothing, was working flawlessly, except for the air conditioning.

Does the A/C ever work in older pickups?

Road Trip Reflections

I felt bad, not because I knew that I would never get from the insurance company what the truck was worth to me, but simply because I loved my truck. Although I maintained it, I put it through some difficult situations without intending to. One time, I was off-roading and backed into a rock which dented the rear differential cover. The gear oil leaked a bit. I took the truck to my trusted mechanic who hammered out the cover, put a new gasket in, and the truck was happy again. I remembered the time when I drove cross country with the 8’ bed full and pulling an overloaded trailer.

The F150 didn’t complain. 3,000 mile trip, nary a fly on the windshield. A 30 mile ride home, the truck is toast.

Walking away from the truck after the head-on collision gave new meaning to the slogan “Built Ford Tough.”

So, I’ve taken the Mark VIII out of mothballs and I will mourn your passage, trusted truck, until I am ready to purchase another F-150. You deserved a much better fate than having your front end all smashed up, the hood bent, the passenger side fender pushed over the door, and having raw eggs splattered all over your cab.

You saved my ass. My neck and leg will heal, and my confidence behind the wheel will return. My memory of you will live on. Thank you!!!

Michael Bellamy is the author of our Memory Lane series. He enjoys driving his 1997 Lincoln Mark VIII LSC and his 2001 Ford F-150 7700.

Cover Photo: Pexels.

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