Automotive

2018 GMC Yukon XL Denali Review

2018 GMC Yukon XL Denali Review
If you need a full-size SUV, built on a truck chassis, ready to tow a trailer, and haul large amounts of cargo with nine-passengers, there aren’t many choices. The GMC Yukon XL will fill your order and can even take the abuse of rough, unpaved roads on a regular basis, something car-based crossovers won’t handle. Add the Denali trim and you’ve got a rugged SUV with the style and trimmings of a luxury vehicle.
This weekend, we drove the top-of-the-line, 2018 GMC Yukon XL Denali 4WD.
What’s New For 2018
The Yukon Denali, the top GMC trim, adopts a sophisticated 10-speed automatic transmission. There’s also a new Denali Ultimate Package with 22-inch wheels, a sunroof, and a large helping of safety tech add-ons.
Features & Options
The 2018 GMC Yukon XL Denali 4WD ($71,865) comes loaded with features including tri-zone automatic climate control, power-adjustable front seats, and 60/40-split folding second- and third-row seats. Also included is a 110-volt power outlet, an eight-inch touchscreen interface, a rearview camera, Bluetooth, and OnStar communications (with a 4G LTE connection and Wi-Fi hotspot). Apple CarPlay and Android Auto compliments a nine-speaker Bose audio system, which includes a CD player, satellite and HD radio, and a USB input.
Other features include foglights, side steps, roof rails, front and rear parking sensors, automatic wipers, and a trailer hitch receiver with a wiring harness. GM’s Teen Driver monitoring system, which limits certain vehicle settings for young drivers, also comes standard.
The top-of-the-line Denali trim adds 20-inch wheels, xenon headlights, adaptive suspension dampers, a trailer brake controller, a heads-up instrument display, active noise cancellation, second-row bucket seats, navigation, and a wireless smartphone charging pad.
The new-for-2018 Denali Ultimate package ($8,030) adds 22-inch wheels, a sunroof, power side steps, adaptive cruise control, a rear seat entertainment system with DVD player, an extended satellite radio and traffic information subscription, and enhanced security features. The Ultimate package also adds forward collision alert with automatic low-speed emergency braking, a vibrating safety-alert driver’s seat, automatic high beams, and lane departure warning and intervention systems.
Total MSRP on this Denali tester including destination: $80,190.

Interior Highlights
The GMC Yukon XL is just that: it’s super-sized for extra cargo and passenger-carrying abilities. Yukon XL is 20.5 inches longer than the normal Yukon, on a wheelbase that’s 14 inches longer. Yukon XL offers a lot more third-row legroom, making the XL ideal for hauling large numbers of passengers. Stepping inside, the Denali proves handsome and luxurious, reminiscent of a high-end luxury vehicle.
The Yukon XL is absolutely cavernous inside were six-footers will feel comfortable for long trips. An eight-inch touchscreen sits high above logically-laid-out controls that are easy and quick to use. The front seats are especially comfortable with plenty of adjustments and power-adjust pedals to help find the perfect position for any size driver. The second row captain’s chairs are just as comfy, giving passengers extra elbow room. The XL provides ample stretch-out space for taller passengers and even the third row can handle adults without an issue.
With the third row deployed, it offers up a generous 39.3 cubic feet of cargo space. Fold down the second and third rows, and you’ve got a whopping 121 cubic feet of maximum cargo space at your disposal. Loading cargo can be a bit of a chore, however, because of the relatively high rear tailgate floor.

Engine & Fuel Mileage Specs
Yukon Denali gets GMC’s 6.2-liter EcoTech3 V8 engine, sending 420 horsepower and 460 lb-ft. of torque to the wheels via a new 10-speed automatic. Our Yukon XL came with 4WD, a locking rear differential, two-speed transfer case, rear load leveling, and was equipped to tow 7,500 lbs.
The EPA fuel mileage estimates come in at 14/21 city/highway and 16 combined mpg.
Driving Dynamics
When we pushed the gas pedal to the floor, the big 6.2-liter came alive quickly and delivered a remarkably eye-opening response. Of course, the price is a big drop in fuel mileage, but the demographic that will buy the Yukon XL aren’t all that concerned with the price of gas. Although the V8 can run on half its cylinders during light-load usage to help reduce fuel consumption.
The ride is comfortable in spite of the bigger wheels and thanks in part to the Denali’s Magnetic Ride Control. The SUV smoothed out the bumps on the dirt roads with ruts. We experienced a spring snow storm in Denver and the 4WD system allowed us to cut through the ice and snow. Denali comes with a 2WD mode, 4-wheel automatic, 4-High, and 4-Low for unpaved roads and trails.
The cabin is quiet even when we stood on the gas. The new 10-speed automatic was smooth and we never felt it hunting for the right gear, even at altitude going up the steep I-70 incline heading out of town. The GMC Yukon Denali can haul a boat-load of people without an issue and the only problem we had was slower traffic getting in our way. The big vehicle gives the driver a feeling of power and authority on the road.
If you are doing high-traffic city driving, the Yukon XL is a challenge trying to navigate tight parking lots and narrow streets. It requires a rubber neck and paying attention to how you park. Denali does come with an array of parking sensors, rearview camera, and a vibrating safety-alert driver’s seat, which we thought was a bit over the top.
Conclusion
The GMC Yukon XL Denali offers a rugged SUV with the style and trimmings of a luxury vehicle. It will handle all your people and cargo-hauling needs with room to spare. The Denali is luxury grade. Add in the 4×4 capability and you’ve got a big family hauler that will go anywhere you point it.
Denis Flierl has invested over 25 years in the automotive industry in a variety of roles. Follow his work on Twitter: @CarReviewGuy
2018 GMC Yukon XL Denali Gallery

GMC Yukon XL Denali Official Site.
Photos: GMC.

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Want Your Next Lexus To Start? Lick The Steering Wheel. No. Seriously.

Want Your Next Lexus To Start? Lick The Steering Wheel. No. Seriously. Auto shows can be crazy places with half-thought out ideas all over the place. Gyroscope-stabilized briefcase warmers for the back seat. Cop cars with integrated doughnut dispensers. Turbine-powered iPad docks. Lots of nutty stuff that will (thankfully) never see the light of day. Sadly, Lexus and their new partner, genetic screening company 23andMe have teamed up for “Genetic Select” and it looks like they’re “serious.”
Lexus made the announcement in conjunction with the 2018 New York International Auto Show.
“Finding the perfect vehicle that meets your every need was once only a fantasy, but now it’s becoming reality,” crows Lexus inaccurately. Finding my perfect vehicle is easy guys. Finding the money for it, that’s the hard part. Genetic Select is the “Ultimate Answer to Vehicle Customization” and a revolutionary new car buying experience.
It also pegs the goofy meter.
Perfect Fit
Available on April 1st at Lexus dealerships, Genetic Select’s patented “DNA sequencing model-to-model technology” will pair drivers to a Lexus vehicle that’s tailored to their every characteristic. Lexus says with 23andMe’s understanding of genetic variants, Genetic Select will enable them to deliver the perfect color, trim, horsepower allotment, seating configuration, and radio presets, with 99.99967 percent accuracy.
“It will be impossible to tell where the driver ends and where the car begins,” reads a statement in the press release.
This is all based on the driver’s DNA, so if the customer does not have a genetic variant for bald spots, the car will come equipped with a sun roof. Those genetically prone to more freckles will receive custom window tinting.
In conjunction with 23andMe, Lexus will offer a unique vehicle customization program – one that considers the buyer’s genetics and configures the car accordingly. Photo: Toyota Motor Sales, U.S.A., Inc.
Spit, Sign & Drive
Your Genetic Select appointment takes about 10 minutes and is sort of like the movie Gattaca. Lexus’ service staff will collect a saliva sample as quickly and painlessly as possible, then send it to 23andMe for full sequence testing. 48 hours later, the perfect vehicle will arrive at the customer’s doorstep, badda-boom badda-bing! You won’t even need a key to operate it – the revolutionary new saliva-powered start system operates via a DNA ignition sensor on the steering wheel. Just lick and drive!
Customers can make their appointments at their local Lexus dealership starting April 1st. The video below explains more.
That date again is April 1st!
Tony Borroz has spent his entire life racing antique and sports cars. He is the author of Bricks & Bones: The Endearing Legacy and Nitty-Gritty Phenomenon of The Indy 500, available in paperback or Kindle format. Follow his work on Twitter: @TonyBorroz.

Photos, Video & Source: Toyota Motor Sales, U.S.A., Inc.

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Memory Lane: “Stinks Like Cheese In Here” & Other Stories As A Private Chauffeur

Memory Lane: “Stinks Like Cheese In Here” & Other Stories As A Private Chauffeur
Allow me to carry your suitcase, sir!
I’m getting hot under the collar. I have to pick up the Director of the Department of Agriculture from a neighboring state. He was in town for a conference and I have to rush him to the airport. He’s already 20 minutes late and he might miss his commercial flight. If a government plane was waiting for him, it would be a different story.
But this is not my lucky day.
“The Boys”
In my haste to get him to the airport, I take a sharp turn off the hotel driveway. I find myself at the stop light in the oncoming lane of the six-lane boulevard. That’s why I’m a bit uneasy. The light is red and the director is looking at me wondering what the hell I’m doing. He looks at his two aides sitting in the back of the Chevrolet Caprice. They remain mute.
He can no longer keep his tongue. “Well, wait till I tell the boys back home.” I keep looking ahead pretending that I know what I’m doing as a chauffeur to high-ranking politicians. The “boys” he is talking about are the police officers who usually drive him around when he is home. But whenever he visits our neck of the woods, I drive him.
On top of that, I have to turn left.
Calm & Collected
I don’t say a word and keep looking straight ahead. Somehow, I’m relaxed and know that everything is going to be alright now that I have my passengers in my care. There is a car facing us across the intersection and the driver is also wondering what I’m doing in his lane. The Caprice may be helping. It could be perceived as an unmarked cruiser. For all he knows, the occupants could be undercover officers wearing suits.
The light turns green and I floor it. As if it were my right of way, I make my turn and end up in the proper lane. The director is shaking his head, smiling. I get him to the airport just in time and he makes his flight.
I’ve had countless adventures like this: taking one minister and my boss to a reunion, then waiting for them as they had to go to another meeting. Again, they were running late. Most of the driving was taking place on the highway but unfortunately, it was bumper to bumper. So, I simply drove the car on the shoulder for just about the entire trip. A few people got upset, honking their horns as we zipped by, but I saved a lot of time. My passengers never said anything.

Better Late Than Never
The life of a chauffeur ain’t always easy, especially when you are fighting the clock and your passengers have no clue on how long it takes to go from point A to point B in a large, congested city. Other times, they tell you at the last minute they are arriving. I got a phone call once from the aide of another director. “The director will be arriving in a government plane at the downtown airport in about 10 minutes.”
Would it kill you to give me better advanced warning? I can probably make it to the airport in 10 minutes since the office is downtown. Unfortunately, the downtown airport is on an island and I have to take a short ferry trip to get there.
I run to the car, and coming out of the parkade, I take a turn where I should not be taking a turn. Of course, there is a cop, on a bicycle no less, and he catches up to me. I give him my government ID card and driver’s license and explain why I took the illegal turn. I’m verbally hurrying him to let me go along otherwise I’ll be late. He doesn’t like my tone of voice, but allows me to proceed without a ticket.
Government Planes
I make it to the ferry ramp. The ferry is on the other side. Figures. I wait, not so patiently. It’s a five-minute crossing of a canal. It takes longer to load and unload the cars but I finally make it.
The aide had the timing wrong, and I arrive next to the tarmac as the plane is on final approach. It’s an F-27 Fairchild-Hiller and the pilot will need the entire runway to land. If he misses, the plane is in the water. Those guys are good and he brings the aircraft around to where I’m parked. The director disembarks and he and his entourage pile up in my car. The plane will wait for them. It’s only a day trip. I don’t think there is a pilot’s lounge at the tiny island airport.
A couple of years later, I picked up another director of agriculture; a different one. Politics is a tough business and people come and go. He was accompanied by his wife and triplets. I drove them to their hotel so they could check in. I waited, as I had to drive the minister to another hotel for a meeting. After I dropped him off, I returned to his hotel to pick up his wife and children. I was instructed to give them a tour of the city.

Excuse The Cheese Please
The director’s visit coincided with a huge agricultural fair taking place in town, and his department had a kiosk showcasing cheeses from various regions of his state. The fair was closing for the day and I had to pack up all the cheese and bring it back to the office. There wasn’t a fridge at the fair, but we had one at my place of work. I loaded up about 200 lbs. of cheese in the trunk. It took a while. As I was about to go unload it, I realized I needed to take the director to a banquet.
He made his way back to the hotel because I was busy giving a tour to his family. I open the door and he gets in the car. He’s all decked out in a tuxedo. I can see in the rearview mirror that he is looking around, sniffing. “It stinks of cheese in here.” He blurts out.
“Well, sir” I explain to him . . . “I didn’t have time to unload it.” I tell him the story but he was worried, I guess, that he would smell of cheese when he got out of the car. He wasn’t happy.
Fido’s Bite
Another time, I had to drive the Consul of Peru. For some reason, Peru had a consulate in our city. He wanted to go to a branch of the American Kennel Club to have his purebred dogs registered with the AKC. “Are your dogs nice?” I surprised myself asking the consul.
“No. They are not nice. They stay inside my compound and if someone manages to climb the eight-foot wall to invade my property, the dogs will shred them to pieces. There’s a lot of crime in Lima.”
“Oh, Okay,” I thought.
His request to have his dogs registered was denied.

Close Calls & Juicy Gossip
I never experienced close calls, accident-wise, except one time when I was making a turn. One of those crazy bike couriers came from nowhere and slid on the wet pavement in front of the car. I stopped in time and didn’t hit him. My boss was sitting in the car with two high-ranking politicians.
You hear juicy tidbits as a chauffeur, but it’s not that glamorous of a job, unless you work for a wealthy patron who pays you handsomely. I learned the main preoccupation of politicians is to stay in power. I’ve driven all sorts of people; from CEOs to famous artists, and a lot of elected officials and their subordinates. The defensive driving course I had previously taken served me to no end, and still does to this day.
Being a chauffeur was fun, since I enjoy driving, and I got to know the city by heart.
Michael Bellamy is the author of our Memory Lane series, a collection of work that examines the unique relationships we have with automobiles. Bellamy has held a number of interesting jobs over the years, including a helicopter pilot and chauffeur to high-ranking politicians. He enjoys driving his 1997 Lincoln Mark VIII LSC and 2003 Dodge Dakota.

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2018 Audi S4: A Thorn In The Side For Much Bigger Cars

2018 Audi S4: A Thorn In The Side For Much Bigger Cars

Ah, the 2018 Audi S4, continuing proof that good things come in small packages. Yes, I know, they’ve gotten bigger since the first iteration, and yes, I know, they are more complex than they used to be, but these little brutes are still a total hoot, and giant killers to the unsuspecting.
The recipe applied to the Audi S4 is one as old as time, or, more accurately, as old as the automobile itself: Step 1 – Find a small car; Step 2 – Find the biggest motor that will fit into the engine bay of small car (see Step 1); Step 3 – Stuff big engine into small car; Step 4 – Enjoy!
Step 5 is optional: Have contact info of Priest, Rabbi, Minister, or Mortician handy.
Not So Ordinary
Audi has been at this for a time, with varying degrees of success/reliability/sanity. Didn’t they cram a little V8 into an S4 at one point? Or was that the RS? At any rate, the S4 stands as both a too fun car to drive and a testament that Audi is anything but a stodgy, engineering-based German car company. Remember, these are the yahoos that created the Sport Quattro S1 E2 and handed it to non compos mentis types like Walter Röhrl and Michèle Mouton and said, “see how fast you can make it to the top of that mountain.”
They were also the same people that put the drivetrain from the Allroad into an S4, and, c’mon, that’s kind of dumb (from a reliability standpoint).
Right, so here we are with the new, 2018 Audi S4.
Engine & Transmission
The new for 2018 S4 is driven by 3.0-liter TFSI V6 engine, tweaked to deliver more horsepower and torque. Specifically it cranks out 354 horsepower and 369 lb-ft. of torque. That is, technically speaking, a lot of power and grunt from such a small package. Audi says it’s up by 21 horsepower and 44 lb-ft of torque from the previous engine. It’s also worth noting how the power band is nice and wide, from 1,370 to 4,500 rpm.
The supercharger from the previous generation is gone, swapped for a single turbocharger to force induction.
The mill is connected to a standard eight-speed tiptronic automatic transmission, with lower gears featuring short, sporty ratios and longer upper cogs to help keep engine revs lower at cruising speeds.
Like I should even have to point this out, but all Audi S4s come standard with the quattro all-wheel drive system. Not only is this a given, but it also makes sense in putting all that power and torque to the bahn. It also ensures you’ll fire off the line like a bug with a Claymore mine strapped to its butt. Out back there’s an available Quattro sport rear differential, actively splitting torque between the rear wheels.
These things combined help the 2018 Audi S4 hit a class-leading and dynamic 0-60 time of 4.4 seconds. And speaking of dynamics, the chassis and suspension have been worked over too.
Photo: Audi of America, Inc.
Ride & Handling
For starters, there is the standard Audi drive select that gives you four different modes to choose from: comfort, auto, dynamic, and individual. These permit the driver to change shift points, alter steering and throttle response, and other available settings, as well as adjust the adaptive cruise control. There’s an optional sport adaptive damping suspension package with a new suspension control unit too.
You can also opt for something called dynamic steering, which gets you a variable steering ratio based on vehicle speed and the Audi drive select setting.
Exterior Styling
Design-wise the 2018 S4 gets the “latest refinements” so it stays current with the rest of the Audi line. I’ll leave that up to the eye of the beholder whether any of that works or not. Naturally, since this an S4, you get the aluminum-optic exterior side mirror housings, Platinum Gray Singleframe grille with aluminum-optic double blade bars, S model specific quad exhaust outlets, and a rear trunk lid lip spoiler.
Subtle, but enough is there to let the cognoscenti know what they’re dealing with.
You also get 18-inch 5-double-spoke-star design wheels with standard summer tires. There’s also (optional) 19-inch 5-spoke-V design wheels with summer tires if that’s your thing. Full LED headlights with LED daytime running lights and LED taillights with dynamic turn signals are standard. Also standard are auto-dimming, power folding, heated exterior mirrors – t here are optional red brake calipers in the S sport package if you’re a bit more on the flashy side.
Photo: Audi of America, Inc.

Interior Design
On the inside there’s a 3-spoke multifunction flat-bottom steering wheel with shift paddles and S badging. The eight-way power front seats with four-way power lumbar support and memory are heated. The seats are actually really fancy: they are diamond stitched S sport seats with power side bolsters, and a massage function. Also standard is three-zone automatic climate control with digital rear display; dual pane acoustic glass for the front side windows is optional.
Finally, a Bang & Olufsen stereo with 3D sound is available.
Trim Levels & Pricing
The 2018 Audi S4 comes in two basic flavors: Premium Plus and Prestige. They will set you back $50,900 (USD) for the Premium Plus and $55,800 for the Prestige. Yes, that’s a lot, but even at that price, it’s a hard little car to argue with.
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 and Source: Audi of America, Inc.

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AutoSens Detroit Conference Examines Vehicle Perception Technology

AutoSens Detroit Conference Examines Vehicle Perception Technology

One of the hottest topics right now in the automotive universe is autonomous driving. It’s also one of the most misunderstood. Proponents believe the forthcoming technology holds much promise, citing how autonomous cars usher in everything from zero emissions to better infrastructure.
Grease knuckled gear heads and car enthusiasts feel their prized small block V8s, pavement twisting muscle cars, and short-throw manual transmissions are going the way of the dodo.
Today’s engineers are riding this delicate balance; challenged with keeping a given automobile’s performance benchmark in tact, while implementing the latest advanced driver assistance systems. This is where AutoSens plays a critical role. Their conference in Detroit, Michigan this May is dedicated to engineers in the field, working on these different applications.
Passion & Value
AutoSens Detroit will provide a wide range of educational, networking, and hands-on experiences with regard to engineering the modern advanced driver assistance system. According to Robert Stead, Managing Director, Sense Media, AutoSens was built on the vision of senior technical experts at automotive OEMs and Tier 1 suppliers. That vision is then delivered at the conference by passionate experts who believe a strong community dialogue is ultimately necessary for the success of the technology.
“What we want to create is a community catered to the engineers who are working on advanced driver assistance systems, and other solutions to autonomous vehicles that will be integrated over the coming years,” Stead explained.
Sense Media launched in 2015 and held the first AutoSens conference in Brussels, Belgium. Stead points to how the evolving autonomous landscape, from digital imaging technology to cameras and radar shaped AutoSens.
“I decided two years ago the best way to serve that community was to set up my own business and focus entirely on digital sensing as a whole,” he said. “We place great importance on keeping the discussion relevant to engineers, upholding technical standards, and adding value for attendees.”
AutoSens Detroit takes place at the M1 Concourse, May 22nd through the 25th. Organizers are leveraging their existing good relationships with Detroit-based companies to put together a thought-provoking and exciting event. For Stead, having an AutoSens conference in Detroit is even a little personal.
“I went on a holiday there with some friends and I was really inspired to hear the stories of regeneration in Detroit,” he said. “I am a techno and house music fan too, so we attended the Movement Festival.”
Sense Media Managing Director Robert Stead addresses those in attendance at AutoSens Belgium. Photo: Sense Media.
Collective Voices
The speakers at AutoSens Detroit are as diverse as they are distinguished. Collectively, the panel has experience in everything from robotics and computer vision, to automotive electronics, digital imaging, and functional safety. Each speaker was handpicked and selected carefully based on their contributions to advanced driver assistance systems, functional safety, autonomous driving, and their overall passion for the topics.
“It is important to have the right caliber of speakers and be covering the right topics in Detroit,” Stead said.
The AutoSens Detroit panel includes Todd Benoff, Partner, Products Liability Practice Group, Alston & Bird. Benoff will host a session on insurance and liability and what the ethical considerations are for autonomous cars. Filip Geuens, Chief Executive Officer, Xenomatix, will facilitate a session on affordable, effective LiDAR solutions backed by real-world autonomous tests. Other speakers include Rudy Burger, Managing Partner, Woodside Capital Partners, with a session on the ever changing dynamics in the autonomous vehicle landscape, and Paul Fleck, President of Dataspeed, with insights on how to build an autonomous vehicle.
“For engineers who are working in this space, it’s an opportunity to come and hear about some of the things that are happening,” Stead said. “AutoSens is meant to help them to understand what is going on in the wider industry.”
AutoSens roundtable discussion in Brussels, Belgium. Photo: Sense Media.

Collaboration & Community
Indeed, the forthcoming autonomous era holds much promise, but right now we are still anticipating the many things that may (or may not) happen. Like a runner before the gun fires, we are poised and ready, having prepared long and hard for the finish line sprint. What we sometimes forget is how there are many others running alongside us. Your vision for the autonomous world may be remarkably similar to someone else in the field, but up until now, there was no way to meet them.
That’s the greatest value for those attending AutoSens, be it in Detroit or Brussels. It’s not simply a conference where you attend a couple of workshops, scribble down a few notes, and leave. AutoSens is about the community of people who share the same passion and drive for this bold, forthcoming autonomous generation. AutoSens brings us together so we can collectively implement the solutions necessary to welcome in what we all believe is a better era, not just for transportation, but society as a whole.
“The goal of all this technology is to improve safety,” Stead explained. “In order to do that, we need to have more conversations and collaboration, and what we have managed to create is an environment where that happens.”
AutoSens Detroit takes place at the M1 Concourse in Detroit, Michigan, May 22nd through the 25th. Automoblog readers receive a discount on their tickets through this special offer.
Carl Anthony is Managing Editor of Automoblog and resides in Detroit, Michigan.

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High-Strength Steel: The Ally of Autonomy

High-Strength Steel: The Ally of Autonomy

The technology necessary for autonomous driving usually hinges on some common elements. For example, radar, cameras, LiDAR, and other various sensors are usually present. We hear about advanced algorithms, adaptive learning, and artificial intelligence, all of which are necessary for this new, promising era of driving.
Proponents say autonomous cars bring better infrastructure, reduced emissions, and the end of traffic fatalities. Massive events like the North American International Auto Show reflect just how far this technology, and its promises, have progressed.
It doesn’t seem like the future anymore because it’s already here.
Education & Utilization
Without one of the longest-standing industries within the automotive landscape, this bold autonomous world would come to a screeching halt. Sure, we can easily associate a number of software applications with autonomous driving, but what about a raw material like steel? When we hear “driverless car,” steel probably does not come to mind, although maybe it should?
“For some reason, people understand that automobiles are new technology but they don’t understand that steel is a new technology too,” said Jody N. Hall, Ph.D., Vice President, Automotive Market, Steel Market Development Institute.
The Steel Market Development Institute represents steel companies and works closely with the automotive industry to provide the proper grades based on the application. The organization is also focused on educating the greater automotive industry on the uses and benefits of the material. ArcelorMittal, a multinational steel manufacturing corporation headquartered in Boulevard d’Avranches, Luxembourg, shares a similar vision. Blake Zuidema, Director of Automotive Product Applications, spends a great deal of time with the automakers.
“My team works with the OEM body structure design community to try and understand what kinds of material properties are required in order to achieve all of their design objectives,” he said.
Steel is widely utilized in the automotive industry, encompassing a significant portion of any given vehicle’s chassis, body, and overall structure. Full-size trucks from General Motors, RAM, and Ford, for example, employ a high-strength steel frame to accommodate heavy payloads. Other vehicles, from minivans to crossovers, use steel for occupant safety and enjoyable driving dynamics.
SMDI’s display at the 2017 North American International Auto Show at the Cobo Center in Detroit, Michigan. Pictured here is the new Chrysler Pacifica. The individual colors correspond to different materials, including their grades and properties, used to manufacture the vehicle. Photo: SMDI.
Structural Integrity
Part of the steel industry’s focus with autonomous driving is providing the designers of the technology a durable material that can be shaped around their components. The idea is that if the sensors associated with automated driving are protected, they are more effective.
“If we are able to give them a better performing material, then they can have a more efficient design,” Dr. Hall said. “You need some kind of structure to hold all of those sensors in place and a steel intensive one can better protect them.”
It’s not just protecting the sensors, however. Even in the era of driverless cars, occupant protection is still paramount. Indeed, one of the promises of autonomous driving is an accident free world, but perhaps those glasses are a little to rose colored?
“I would love to believe that when we move to autonomous vehicles that we will eliminate traffic accidents but the simple fact is that is not going to be 100 percent true,” Zuidema said. “I think we are going to dramatically reduce the number of traffic accidents but no technology is perfect.”
Zuidema points to both the commercial airline and shipping industries and how they run on automated and connected systems. Despite this, planes still crash and ships still sink.
“Sensors can fail or be occluded by the elements; driving conditions can deteriorate to the point where the sensors may tell the wheels to do something, but if there is no traction, the vehicle is basically a ballistic object,” Zuidema explained. “There is no reason to believe autonomous vehicles, despite the technology, are going to be free of accidents.”
SMDI, ArcelorMittal, and other advocates for steel believe autonomous cars will need passive safety features as much, if not more so, than active ones. Further to that, the future autonomous car needs to be programmed not only to understand the world around it – streets, road signs, traffic etc. – but to understand itself.
Expect The Unexpected
Let’s say an autonomous car encounters a runaway baby carriage and is, in this scenario, left with only two choices since stopping in time is not possible. One, it hits the baby carriage, or swerves to miss it, but will collide with some other object – wall, telephone pole, dump truck etc. – in other words, there is no promising end to this situation. If the car understands it has a very strong safety cage constructed from a very durable material, and highly engineered passive safety systems, that will impact its decision.
On the other hand, if the vehicle understands itself as has having a safety cage of less integrity, and passive safety systems that are, from an engineering perspective, neglected, because we have put too much faith in the accident free promise of autonomy, then its decision could be very different. It may, in fact, hit the baby carriage.
“I realize this may be a stretch but these are the kinds of things you have to think about when it comes to autonomous vehicles,” Zuidema said. “When I think autonomous, I am still thinking the safety cage of the car is going to be equally important, if not more important.”
The three-point safety belt as it appeared in the Volvo PV 544 in 1959. According to the National Highway Traffic Safety Administration, seat belts saved nearly 13,000 lives in 2014. Photo: Volvo Car Corporation.

Stable Paths & Bold Visions
One of the most prominent examples of safety in the automotive industry is Volvo. Nils Bohlin, a Volvo engineer, is credited with the world’s first 3-point safety belt in 1959. The seat belt is arguably the greatest, most iconic passive safety device of all time, saving countless lives over the last near 60 years. This legacy is carried on through the automaker’s new Scalable Product Architecture (SPA), which utilizes hot formed steel and serves as framework for future Volvos.
“The use of hot-formed, Boron high-strength steel is a tradition for Volvo and provides several benefits in terms of safety and production,” said Jim Nichols, Technology and Product Communications Manager, Volvo Car USA LLC. “SPA allows us to add additional strength and rigidity to our cars while reducing weight and improving crash performance.”
Volvo’s vision is that by 2020 no one should be killed or seriously injured in a new Volvo. That’s a full five years before the general consensus on when autonomous cars are expected to be released.
“SPA gets us closer to this vision via additional high-strength steel and an electrical architecture that can support new safety technologies,” Nichols explained. “With the SPA platform, we were able to build both an electrical and network infrastructure that allows for the placement of additional sensors, which support autonomous driving technology.”
Dr. Hall believes such infrastructures are most effective when steel is in the picture.
“We want to deliver the structure of a vehicle that engineers can utilize to give good ride quality, durability, and safety performance,” she said. “However, today, we need to give the sensors for autonomous technology a pathway, and so we design the shape of the steel accordingly.”
Volvo’s belief in autonomous driving is well publicized and they have, in recent times, championed it with much vigor. And while SPA will, with its electrical and network infrastructure, support the technology necessary for autonomous driving, the basis is still on durability and safety.
“Thirty percent of the XC90 architecture, for example, is made from Boron steel, which is among the strongest materials available today,” Nichols said. “This material mix allows us to deflect and absorb crash forces, keeping drivers and passengers safer.”
A Volvo XC60 endures a frontal crash test at 35 mph. Photo: Volvo Car Corporation.
Cost & Energy Consumption
In addition to safety is cost, another concern consumers will inevitably have when faced with an autonomous car. One school of thought suggests going with an aluminum or carbon fiber intensive body to cut weight and therefore, reduce the number of batteries. Since battery and electric powertrains are often associated with autonomous vehicles, steel proponents are implementing strategies accordingly.
“In the past, batteries were very expensive and if you could reduce the number of batteries you needed for a given range of performance, you could reduce the cost of the car,” Zuidema said. “What we see now is the cost of batteries coming down – the marginal costs are such that it is cheaper to make the vehicle a little bit heavier out of steel, and even though you will need slightly more battery storage, the cost of the batteries is nowhere near the cost of converting to aluminum or carbon fiber.”
Steel advocates also point to the environmental benefits during manufacturing, especially as autonomous cars have the potential to reduce emissions themselves. Manufacturing an automobile from steel requires less electricity and CO2, thereby generating a smaller carbon footprint.
“Steel by its very nature requires far less energy during the production phase than other materials like aluminum,” Zuidema explained. “It takes a lot more energy to take aluminum oxide and convert it into pure aluminum metal than it does to take iron oxide and turn it into pure iron.”
General Motors is now testing autonomous technology in Michigan. The Chevy Bolt EVs for the tests feature advanced autonomous systems, along with other hardware designed for occupant safety, like ten standard airbags. The new Chevy Bolt EV utilizes high-strength steel extensively throughout its body structure for additional safety. Photo: General Motors.

Wings & Wheels
While some automakers predict as early as 2021, it’s hard to say just what the autonomous market will become once the vehicles arrive. My emotions on autonomous driving are mixed, although that was not always the case. When I first learned about it, and when we first began covering it here for Automoblog, I was all for it. Today, I am not so sure, but I want to believe in the autonomous car and I will give it a chance. I want to believe the forthcoming autonomous automotive system will give us all the benefits it promises and more.
Imagine a world free of accidents with better infrastructure and reduced emissions.
It’s nothing short of awesome.
However, I am not willing to give up my seat belt for the autonomous automotive system. I am not willing to give up the usage of high-strength steels either that keep us safe during a collision. I will give autonomy a chance but I won’t give it my entire blind faith. Neither should you.
Even though airplanes are the safest form of travel, I still buckle up when I board, and am mindful the nearest exit might be behind me. I even stay awake for the safety presentation. Like we often do with wings in the sky, we take for granted the basics that keep us safe. We should not replicate this with our wheels on the ground, autonomous or otherwise. Our faith in the autonomous system is best predicated upon the understanding of why the modern sensor needs the proven material, and why, for the sake of all the promises of autonomy, they must work in tandem.
Carl Anthony is Managing Editor of Automoblog and resides in Detroit, Michigan.

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2019 Hyundai Santa Fe: The Most Amazing Girl In School

2019 Hyundai Santa Fe: The Most Amazing Girl In School I’ve always had a crush on the Hyundai Santa Fe. It’s like I am back during those awkward early high school years. My chubby cheeks and braces have returned. I’m fat. So fat. And the Hyundai Santa Fe is the girl; you know, the valedictorian who is going to a prestigious university and will become a boss lawyer. Every guy is in love with her and I suddenly, on a whim, decide to ask her to the winter formal.
Except I don’t ever get the courage to ask her out.
Friend Zone
This describes my relationship with the Hyundai Santa Fe. Despite my work in the automotive industry, I’ve never driven one. Never even been close. Never even been a passenger in one. I have simply marveled from afar, even going to Hyundai dealerships after they are closed to look at them. I realize this is nuts. I like a lot of vehicles – it’s a side effect of this profession – but the Santa Fe just really stands out to me.
Power & Performance
The most amazing girl in school just become more so with a new diesel engine in the mix for 2019. In total, the new Santa Fe will offer three engines: a 2.4-liter inline four-cylinder with 185 horsepower, or a turbocharged 2.0-liter four-cylinder with 235 horsepower (estimated). The 2.2-liter diesel option definitely comes from left field, but it’s a welcome surprise with 190 horsepower (3,800 rpm) and 322 lb-ft. of torque between 1,750 – 2,500 rpm. Hyundai says the torque figure is an estimation for now, but that’s still a healthy amount.
All engines are mated to a Hyundai-designed eight-speed automatic, a lighter more efficient transmission replacing the outgoing six-speed. With the extra ratio range, expert better acceleration and improved fuel economy. Among the most interesting features is a multi-disc and individually controlled hydraulic channel torque converter, said to improve responsiveness. Further, the oil pump was downsized and double ball bearings added to minimize friction loss.
The 2019 Hyundai Santa Fe comes in both front and all-wheel drive. It’s your choice.
Photo: Hyundai Motor America.
Walk Around
I admit my bias here, but a quick glance at the new Santa Fe proves just how easy it is on the eyes. Up front is Hyundai’s signature Cascading Grille, followed by a “Composite Light” design which consists of LED daytime running lamps. Hyundai says (and I laughed a bit even) the “wide stance and athletic body makes a statement from 100 feet away.” Well, yes, true but if I personally owned a Santa Fe I would never want to be a 100 feet away from it.
Again, admitting my bias – I will focus – back to our walk around.
Looking at the side, what is most noticeable is the character line that arches from the headlights to the taillights. The outside mirrors are mounted lower and further rearward and the A-pillars have decreased in size. Diamond-cut 19-inch wheels are available for a little extra flare – not exactly necessary for a family vehicle, but still nice to have.
Photo: Hyundai Motor America.
Family Features
Here is where Hyundai really dials in, providing a number of updates and luxury touches inside. The premium treatments include a layered, three-dimensional instrument panel, contrasting seat stitching, and an aircraft-inspired heads-up display. Convenience-wise, the center screen was tilted specifically to reduce glare, the window switches and grab handles were moved forward for more elbow room, and the height and length of the center armrest grew.
The area between the first and second rows was enlarged while the floor was slightly lowered – these design changes allow for less clutter and more legroom. Total interior volume, if you opt for the third row, is 150.7 cubic feet. Incidentally, the long wheelbase three-row version is renamed “Santa Fe XL” for 2019.
Safety is always a priority for families and the Hyundai Smart Sense package should provide peace of mind. The system includes a number of advanced safety and driver-assist systems like forward collision warning, blind spot detection, lane keeping assist, and rear cross traffic/collision avoidance.
Photo: Hyundai Motor America.
Pricing & Availability
Expect the 2019 Santa Fe at Hyundai dealerships this summer with pricing announced closer to that time. In the meantime, it’s on display at the New York International Auto Show, now through April 8th at the Jacob Javits Convention Center. With sales of more than 1.5 million units, the Santa Fe is Hyundai’s best-selling SUV in the United States.
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: Hyundai Motor America.

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Maserati Levante Trofeo: Not Your “Normal” SUV. Not Even Close.

Maserati Levante Trofeo: Not Your “Normal” SUV. Not Even Close. Although they are prime commodities and hot sellers, it’s sometimes easy to dismiss SUVs and crossovers as boring and mundane. Maserati is hoping – if you hold this view – you will reconsider upon meeting the new Levante Trofeo.
“It’s proof that when you play with the elements you end up in a storm,” explained Tim Kuniskis, Chief Executive Officer, Maserati. “In the case of the Trofeo, the engineers and designers in Modena knew the driveline parameters were more than able to cope with additional power, and they also knew that Maserati had access to the finest engines on earth.”
Granted, it’s highly subjective (and infinitely debatable) at which automaker actually has the finest engines, but I understand where the passion is coming from. In fact, the Ghibli is one of my favorite cars. I absolutely adore it. I actually love all Italian cars, Maserati no exception. When I see a Maserati I get excited and the Levante Trofeo gets me excited – not Ghibli excited, but excited. Does Maserati have the finest engines on the planet? I don’t know. Maybe. But they do have, in the Levante Trofeo, one of the most powerful engines in the Italian manufacturer’s history.
Power & Performance
What we are discussing is the Levante Trofeo’s 3.8-liter Twin Turbo plant, developed in tandem with the Q4 Intelligent All-Wheel Drive System. The new engine brings with it new hardware: crankcase, crankshaft assembly, oil pump, auxiliary belt, and wiring layout – all new and enhanced in the interest of performance. The turbo flow was increased, the cylinder heads redesigned, and the pistons and connecting rods strengthened to help achieve maximum power. Even the hood is new with special vents to increase cooling.
Add it all up and the Levante Trofeo hits 62 mph in 3.9 seconds, with a top speed of 186. Between 2,250 and 5,000 rpm, a healthy 538 lb-ft. of torque is available with a max horsepower of 590. And like all Maserati gasoline engines, this latest creation is assembled by Ferrari in Maranello, Italy.
Photo: Maserati S.p.A.
Essential Foundations
The Levante Trofeo’s 50:50 weight balance, low center of gravity, and overall chassis design help handle the high power levels. The double-wishbone front and multi-link rear suspension went through extensive tuning in the interest of keeping the vehicle balanced further. Maserati’s Integrated Vehicle Control system is included for the first time in a Levante to increase stability and performance.
Walk Around
It’s easy to see how the Trofeo sits at the top-of-the-line for the Levante. The font is fashioned with Full Matrix LED headlights, a unique grille with double vertical bars, and a lower honeycomb fascia. Moving to the side, the painted brake calipers (they come in multiple colors) and 22-inch wheels really stand out, and the “Saetta” Trofeo logos are a nice touch. The wheels, by the way, come in both polished and matte finishes. Your choice.
Maserati makes note of the side air intakes defined by “two aerodynamic wings” for a sense of “further stability.” In a similar fashion, the Trofeo is fitted with carbon fiber side bezel blades and a carbon fiber splitter.
The seats have a full-grain “Pieno Fiore” natural leather, available in black, red, and tan, all with contrast stitching and a “Trofeo” logo on the headrests. Pieno Fiore is renowned for its natural feel and soft character – it’s ideally suited for a vehicle of this class. Music lovers will appreciate the standard 1,280-watt, 17-speaker Bowers & Wilkins sound system. I would recommend smooth jazz, but it’s your Levante, so it’s your pick on the music.
Photo: Maserati S.p.A.
Availability & In Person
Production begins this summer at Maserati’s plant in Mirafiori (Turin), Italy. The Levante Trofeo is initially intended for overseas export markets, including the United States and Canada. In the meantime, the Levante Trofeo Launch Edition can be seen at the New York International Auto Show, now through April 8th at the Jacob Javits Convention Center.
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: Maserati S.p.A.

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2019 Lexus UX: At Home In Any Concrete Paradise

2019 Lexus UX: At Home In Any Concrete Paradise The 2019 Lexus UX, the SUV/crossover for well-heeled Urban eXplorers (get it?) just hit the stage at this year’s New York International Auto Show. The UX rides on two powertrains that show it’s for the city, not the country, and definitely not for going off-road in any serious way. Basically, there are two kinds: the front-wheel drive UX 200 with a 2.0-liter four-cylinder engine mated to a Direct-Shift CVT, and the UX 250h, which has an Atikinson Cycle version of the same 2.0-liter gas engine, coupled to a fourth-generation hybrid drive system and eAWD.
Solid Footing
The UX resides on a 103.9-inch wheelbase for a smooth, stable ride and lots of interior space. This, combined with the overall length of 177 inches and a tight turning radius, lets the UX easily fit into convenient, compact-only parking spots. The chassis is Lexus’ first use of the Global Architecture – Compact platform, which the company says is a rigid structure, with a low center of gravity for precise handling and ride comfort.
There are MacPherson struts up front and a double wishbone-type rear suspension, and both are specially tuned for a combination of “urban agility and comfort over well-worn streets.” Electric power steering is also along for the ride with a compact and rigid column assist for crisp, immediate response.
2019 Lexus UX on display at the 2018 New York International Auto Show.
Power & Performance
That new 2.0-liter inline four-cylinder engine delivers 168 horsepower to the front wheels, using multi-hole direct fuel injectors, a continuously variable capacity oil pump, and variable valve-timing on the intake side. The Direct Shift-CVT also debuts in the UX 200, adding a traditional gear set (beginning from a stop) to give the UX quicker, more linear acceleration off the line. The UX 250h hybrid, on the other hand, goes with an Atkinson Cycle version of the 2.0-liter that puts out 176 total system horsepower. It gets 38 combined mpg – not bad all around.
Sadly, if somewhat predictably, the UX 250h model is the only one with all-wheel drive. But hey, these things aren’t for surviving the zombie apocalypse, so you most likely won’t miss it. The UX 250h adds an electric motor to the rear axle; power is distributed between the front and rear axles and automatically optimized when accelerating, cornering, or driving on slippery surfaces. The eAWD control system is clever enough to improve stability by introducing drag (i.e. hitting the brakes on one corner) or adding power to help correct an over or understeer situation.
Photo: Toyota Motor Sales, U.S.A., Inc.
Predictive Insight
The Lexus UX 250h also comes with Predictive Efficient Drive, a system that analyzes driving habits along with road and traffic conditions to optimize charging and discharging of the battery. It’s a pretty trick, if somewhat creepy system, that uses accumulated knowledge about a driver’s behavior to predict when and where the vehicle is likely to slow down or stop. Tied in with the Predictive Efficient Drive system is the Predictive State of Charge control for the battery, a thingy that uses data from the navigation system to predict the optimal times for recharging it.
Connectivity & Security
And yes, since this is the year 2018 and the UX is aimed right at you urbane urban types, it is drowning in connected tech and safety features. There’s Amazon Alexa integration to see to all your music and media needs, read you a Kindle book, and control your swank smart home devices. On board safety features include the Lexus Safety System+, Lane Tracing Assist, Dynamic Radar Cruise Control, Automatic High Beams, and Road Sign Assist. The vehicle can even recognize pedestrians at night and detect cyclists.

Availability & In Person
When the UX goes on sale in December, there will be a new option for those of you that still want a car but do not want to purchase or lease. For the first time, the UX will be offered through a subscription service, which should appeal to a certain younger segment of potential buyers. In the meantime, it’s on display at the New York International Auto Show, now through April 8th at the Jacob Javits Convention Center.
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 Lexus UX Gallery

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

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